Wheel suspension and motor vehicle

Abstract

A wheel suspension having: a wheel; comprising an upper bracket region and a lower bracket region; a control arm attachment pivotally mounted to the wheel bracket about a first axis in the upper bracket region; a coupling pivotally mounted to the wheel bracket about a second axis in the wheel bracket side region; a coupling rod that hingedly connects the control arm attachment to the coupling member and is mounted on the coupling member by means of a coupling member support member; an upper control arm assembly pivotally mounted on the control arm attachment about a third axis; and a lower control arm assembly pivotally mounted on the coupling by means of a lower control arm support. In order to facilitate camber angle adjustment, the coupling, the lower control arm support and the coupling support cooperate in a coordinated manner such that a fourth axis extending through the lower control arm support and the coupling support intersects the second axis at the instantaneous center of rotation, the instantaneous center of rotation lies below the wheel suspension and in the area of the road level when the wheel suspension is mounted on the motor vehicle.

Description

Technical Field

[0001] This invention relates to a wheel suspension for a motor vehicle. It also relates to a motor vehicle equipped with such a wheel suspension. Background Technology

[0002] A multi-link wheel suspension is known from DE 10 2019 117 991 A1, which has a wheel bracket and a plurality of control arms, wherein a first upper control arm and a second lower control arm each extend at least partially in the longitudinal direction of the vehicle and are configured to at least partially support longitudinal forces introduced into the wheel bracket on the motor vehicle, wherein the single-wheel suspension is configured such that, in a functionally normal installation state of the single-wheel suspension in the motor vehicle, the movement of the first control arm and the second control arm caused by a longitudinal force acting on the center of the wheel and pointing rearward in the longitudinal direction of the vehicle is supported with a defined first longitudinal flexibility, and the movement of at least one of the two control arms caused by a braking force acting on the wheel contact point and pointing rearward in the longitudinal direction of the vehicle is supported with a defined second longitudinal flexibility different from the first longitudinal flexibility.

[0003] A lateral control arm for a wheel suspension is known from DE 10 2008 063 603 A1, which can be connected to the suspension point of a vehicle and the fixing point of a wheel carrier. For a compact design without limiting kinematic characteristics, the lateral control arm includes a wheel carrier-side control arm and a vehicle-side control arm that are rotatably connected to each other. The vehicle-side control arm can be fastened at the vehicle-side suspension point, while the wheel carrier-side control arm can be fastened at the wheel carrier-side fixing point.

[0004] A wheel suspension for a motor vehicle is known from DE 10 2012 221 699 A1, comprising a wheel guide control arm for connecting a wheel carrier to the motor vehicle, wherein the wheel guide control arm has at least two control arm portions connected to each other via a connecting joint, one control arm portion being attached to the wheel carrier by a wheel-side joint, and the other control arm portion being attached to the motor vehicle at the vehicle by a vehicle-side joint. Additionally, a pivot actuator is provided for pivoting the two control arm portions about the connecting joint. A second wheel guide control arm is also provided, which comprises at least two control arm portions connected to each other via a second connecting joint arranged between a vehicle-side second joint and a wheel carrier-side second joint. Furthermore, a pivot actuator is provided for pivoting the vehicle-side second joint and / or for pivoting the second connecting joint.

[0005] As known from DE 10 2004 008 802 A1, in a wheel suspension having two lateral control arms arranged vertically to each other and connected on one side to the wheel carrier and on the other side to the motor vehicle, the upper lateral control arm is divided by a joint into two sections arranged longitudinally to each other. The section of the divided lateral control arm that is hinged to the wheel carrier is designed as a camber coupling. The hinged lateral control arm coupling allows the relative movement of the wheel carrier to be transmitted as a forced-guided motion to the upper and lower control arms and the camber coupling.

[0006] DE 10 2017 208 554 A1 discloses a wheel suspension for a dual-rail vehicle capable of at least slightly active steering of the rear wheel. The wheel suspension has a wheel carrier for receiving the wheel, a toe control arm, and at least one additional control arm for connecting the wheel carrier to the vehicle, as well as an actuator device having at least one actuator for actively steering the wheel in a first active steering direction, preferably in a positive toe direction, and in a second active steering direction, particularly in a negative toe direction. The wheel carrier is formed in at least two parts, having a first wheel carrier portion and a second wheel carrier portion, wherein the first wheel carrier portion is configured to receive the wheel, and the second wheel carrier portion is attachable to the vehicle body via at least one of the additional control arms, particularly non-actively steerable, and wherein the first wheel carrier portion and the second wheel carrier portion can move relative to each other in a functional state of the vehicle using the wheel suspension by means of the actuator device, thereby enabling active, at least slightly steerable, steering movement of the wheel. Summary of the Invention

[0007] The object of this invention is to provide an improved, or at least another, embodiment for wheel suspension or for motor vehicles equipped with wheel suspension, specifically, an embodiment characterized by requiring only a small force to adjust the wheel camber angle. Furthermore, the camber angle adjustment is intended to be associated with the smallest possible toe angle adjustment. Simultaneously, this should be achievable at the lowest possible cost.

[0008] The objective is achieved according to the invention through the subject matter of the independent claims. Advantageous embodiments are the subject matter of the dependent claims.

[0009] This invention is based on the following general concept: the wheel bracket is constructed in multiple parts, such that the wheel is mounted on a first wheel bracket part, an upper control arm assembly is mounted on a second wheel bracket part, and a lower control arm assembly is mounted on a third wheel bracket part. The second and third wheel bracket parts are pivotally mounted on the first wheel bracket part and are interconnected. This enables kinematics within the wheel suspension that allow the wheel to adjust its camber angle substantially independently of toe-in adjustment. Furthermore, the kinematics of the wheel suspension can be specifically configured such that camber adjustment can be actively performed by means of a camber actuator or passively performed by forces generated during cornering. In this type of passive camber adjustment, a camber actuator is not required.

[0010] Specifically, the present invention proposes a wheel suspension having a wheel for supporting a motor vehicle on a road, wherein the road extends in a road horizontal plane / road plane, at least in the contact area where the wheel contacts the road. The wheel suspension also has a wheel bracket on which the wheel is rotatably mounted about a wheel axis of rotation, an upper bracket area located at the top of the wheel bracket when the wheel suspension is functioning normally on the vehicle, and a lower bracket area located at the bottom of the wheel bracket when the wheel suspension is functioning normally on the vehicle. The wheel bracket may specifically form the aforementioned first wheel bracket portion. The wheel suspension also includes a control arm attachment, which is pivotally mounted on the wheel bracket about a first axis in the upper bracket area. The control arm attachment may specifically form the aforementioned second wheel bracket portion. Furthermore, the wheel suspension includes a connecting member, which is pivotally mounted on the wheel bracket about a second axis in a side area of ​​the wheel bracket located in front of or behind the wheel axis of rotation. This connecting member may specifically form the aforementioned third wheel bracket portion. The wheel suspension proposed herein also includes a connecting rod for hingedly connecting the control arm attachment to the connecting member. The connecting rod is mounted on the connecting member by means of a connecting member support (Lager) and on the control arm attachment by means of an attachment support. The wheel suspension also includes an upper control arm assembly for supporting the wheel suspension on a motor vehicle, the upper control arm assembly being pivotally mounted on the control arm attachment about a third axis. The wheel suspension also includes a lower control arm assembly for supporting the wheel suspension on a motor vehicle, the lower control arm assembly being pivotally mounted on the connecting member by means of a lower control arm support. It is now appropriate to specify that the connecting member, lower control arm support, and connecting member support are coordinated with each other such that a fourth axis extending through the lower control arm support and connecting member support intersects the second axis in a projection parallel to the wheel rotation axis, or actually at the instantaneous rotation center, wherein, when the wheel suspension is functioning properly on the motor vehicle, the instantaneous rotation center is located below the wheel suspension and in a region of the road level. By designing the wheel suspension such that the instantaneous rotation center is located in a region of the road level, the force required to adjust the camber angle is significantly reduced. This simplifies camber angle adjustment.

[0011] The instantaneous center of rotation, located in the area at the road level, can be situated at, slightly above, or slightly below the road level. Specifically, the instantaneous center of rotation can be within a height range of -5 cm to +5 cm perpendicular to the road level, where the road level is 0 cm, positive values ​​are above the road level, and negative values ​​are below the road level.

[0012] Wheel suspensions are typically configured for use on the front axle or rear axle of a motor vehicle. Wheel suspensions can also be referred to as single-wheel suspensions or independent wheel suspensions.

[0013] In this context, “construct” is synonymous with “design” and / or “arrange”, and the phrase “construct so that” is synonymous with the phrase “design so that” and / or “arrange so that”.

[0014] The relative position indicators “top,” “bottom,” “front,” and “rear” refer to the normal mounting position of the wheel suspension, with “bottom” facing the road and “top” facing away from the road. Additionally, “front” faces the front of the vehicle, while “rear” faces the rear of the vehicle.

[0015] According to an advantageous embodiment, the connecting member, the lower control arm support, and the connecting member support can be coordinated with each other so that when the wheel suspension is functioning normally on the vehicle, the instantaneous center of rotation is below the road level. This configuration generates a negative camber moment / negative camber angle torque on the wheel during cornering, supporting the adjustment of the negative wheel camber angle, thus correspondingly reducing the adjustment force that a camber actuator would have to apply to adjust or increase the negative wheel camber angle. Furthermore, positioning the instantaneous center of rotation below the road level ensures that the negative camber moment generated during cornering is sufficient to achieve automatic negative camber angle adjustment, eliminating the need for a camber angle actuator. By adjusting or increasing the negative camber angle, the instantaneous center of rotation rises relative to the road level, which alters the kinematics and reduces the negative camber moment. Subsequently, the camber angle, depending on the vehicle's lateral acceleration, can be automatically set. The kinematics of the wheel suspension can be used, for example, by means of corresponding stoppers to specify the maximum camber angle.

[0016] In another embodiment, the connecting member, the lower control arm support, and the connecting member support can cooperate with each other so that when the wheel suspension is functioning properly on the vehicle, the instantaneous center of rotation is in the road level plane. In this configuration, no camber moment is generated on the wheels during cornering. Therefore, the camber actuator, which must resist such camber moment to maintain a set positive, neutral, or negative wheel camber angle during cornering, can be specifically released.

[0017] In another advantageous embodiment, the wheel suspension may include a camber actuator for adjusting the wheel camber angle. On one hand, the camber actuator is mounted on the wheel bracket, and on the other hand, the camber actuator is hingedly supported on the vehicle when the wheel suspension is mounted on the vehicle according to a first alternative or on a control arm attachment according to a second alternative. For example, the camber actuator can be used to selectively adjust a desired wheel camber angle, such as based on the vehicle's current lateral acceleration. The camber actuator may be mounted above the wheel's axis of rotation, particularly between the axis of rotation and the upper bracket area on the wheel bracket. Similarly, the camber actuator may be mounted below the wheel's axis of rotation, particularly between the axis of rotation and the lower bracket area on the wheel bracket. In the first alternative, the camber actuator requires an additional attachment point on the vehicle. For this purpose, it may be necessary to adapt an auxiliary frame / subframe of the vehicle on which the camber actuator is hingedly supported to this function. In a second alternative, the length variation of the camber actuator allows the upper control arm attachment to tilt relative to the wheel bracket about a first axis, thereby adjusting the camber angle. In these second alternatives, the additional attachment point for the camber actuator to the vehicle is thus omitted. Therefore, no additional work costs, such as for adapting the auxiliary frame, are incurred. This makes camber adjustment particularly easy to integrate into the wheel suspension without requiring complex adjustments to the vehicle.

[0018] According to an advantageous embodiment, the upper control arm assembly can be formed from an upper triangular control arm. Alternatively, the lower control arm assembly can be formed from a lower triangular control arm. The use of triangular control arms reduces the space requirements of the wheel suspension and simplifies its construction. The wheel suspension can be specifically configured as a double lateral control arm wheel suspension, wherein the upper control arm assembly is formed from an upper triangular control arm, and additionally, the lower control arm assembly is formed from a lower triangular control arm.

[0019] In another embodiment, the upper control arm assembly may be formed by a plurality of upper control levers / links. Alternatively, the lower control arm assembly may be formed by a plurality of lower control levers. Such control levers may be specifically configured as lateral control arms, longitudinal control arms, and diagonal control arms, increasing the degrees of freedom for achieving complex kinematics of the wheel suspension. The wheel suspension may be specifically configured as a multi-link wheel suspension. In this case, at least one of the upper and lower control arm assemblies is formed by a plurality of control levers, while the other control arm assembly may be formed by a triangular control arm, or may also be formed by a plurality of control levers.

[0020] According to an advantageous embodiment, the wheel suspension may include a toe angle actuator for adjusting the toe angle, the actuator being mounted on a wheel bracket or a control arm attachment and hingedly supported on the vehicle when the wheel suspension is properly installed. With the aid of such a toe angle actuator, the toe angle can be adjusted selectively. In particular, such a toe angle actuator can be used when the wheel suspension is configured for use on a rear axle. The toe angle actuator is supported on the wheel bracket or control arm attachment either before or after the wheel's axis of rotation.

[0021] A particularly advantageous embodiment is that the toe angle actuator is mounted on the control arm attachment by means of a toe angle actuator support, wherein the toe angle actuator support is arranged at the control arm attachment such that a third axis extends through the toe angle actuator support. Therefore, the upper control arm assembly and the toe angle actuator engage at the control arm attachment along the third axis, which facilitates the separation of camber adjustment from toe angle adjustment.

[0022] According to an advantageous embodiment, the mounting / support portion (Lagerung) of the control arm attachment to the wheel bracket and the mounting portion of the upper control arm assembly to the control arm attachment can be coordinated such that the first axis extends parallel to the third axis. In this way, a kinematics is created in which the adjustment of the wheel camber angle has no effect on the toe angle.

[0023] However, in an alternative embodiment, the mounting portions of the control arm attachment on the wheel bracket and the upper control arm assembly on the control arm attachment can be configured to coordinate with each other such that the first axis extends at an angle to the third axis. This angle is specifically selected to produce a defined toe angle correction in the event of a change in camber angle, and thus causes a defined change in the toe angle. This embodiment takes into account the need to adjust the toe angle according to the wheel camber angle. For example, with regard to improved vehicle dynamics, it may be advantageous to increase or decrease the toe angle as the positive or negative camber angle increases. The angle between the first axis and the third axis is relatively small, for example, it can be a maximum of 5°.

[0024] The motor vehicle according to the invention, preferably a passenger vehicle, includes a chassis comprising at least the type of wheel suspension described above. Preferably, the chassis has two such wheel suspensions on its front axle and / or its rear axle. The motor vehicle is a dual-rail vehicle.

[0025] Other important features and advantages of the invention will become apparent from the dependent claims, the accompanying drawings, and the description of the related drawings in conjunction with the drawings.

[0026] It should be understood that, without departing from the scope of the invention as defined by the claims, the features mentioned above and described below can be used not only in the given combinations, but also in other combinations or individually. The components of a higher-level unit (e.g., apparatus, device, or component) that are named above and will be mentioned below may constitute independent parts and / or components of that unit, or constitute integral regions and / or segments of that unit, even if they are not shown differently in the drawings. Attached Figure Description

[0027] Preferred embodiments of the present invention are shown in the accompanying drawings and explained in further detail in the following description, wherein the same reference numerals denote the same, similar or functionally identical parts.

[0028] The attached figures schematically illustrate:

[0029] Figure 1 Isometric / isoaxial view of a motor vehicle in the area of ​​its wheel suspension.

[0030] Figure 2 Cross-sectional view of the vehicle in the area of ​​the wheel suspension.

[0031] Figure 3 Longitudinal view of the vehicle in the area of ​​the wheel suspension at minimum camber angle.

[0032] Figure 4 like Figure 3 However, in the longitudinal view at the maximum outward tilt angle,

[0033] Figure 5 like Figure 1 However, in another embodiment, it is an isometric view. Detailed Implementation

[0034] according to Figures 1 to 5 The motor vehicle 1 shown here, only partially, includes a chassis 2 having at least one wheel suspension 3. The corresponding wheel suspension 3 is used to hold the wheel 4. For this purpose, the wheel suspension 3 includes the wheel 4, according to... Figures 2 to 4 The vehicle 1 is supported by the wheels on a road 5 on which it is traveling or parked. The road 5 extends on the road level E, at least in the contact area 6 where the wheels 4 contact the road 5. The wheel suspension 3 includes wheel brackets 7, control arm attachments 8, connectors 9, connecting rods 10, upper control arm assembly 11, and lower control arm assembly 12.

[0035] The wheel bracket 7 is used to mount the wheel 4 and may have a hub support, for example not shown here, such that the wheel 4 is rotatably mounted on the wheel bracket 7 about the wheel rotation axis R. The wheel bracket 7 has an upper bracket area 13 and a lower bracket area 14. When the wheel suspension 3 is properly mounted on the motor vehicle 1 or chassis 2, the upper bracket area 13 is located at the top of the wheel bracket 7, i.e., suitably above the wheel rotation axis R, while the lower bracket area 14 is located at the bottom of the wheel bracket 7, i.e., suitably below the wheel rotation axis R. The control arm attachment 8 is pivotally mounted on the wheel bracket 7 about a first axis A1 in the upper bracket area 13. The connecting member 9 is pivotally mounted on the wheel bracket 7 about a second axis A2 in a side area 15. The side area 15 is located on the wheel bracket 7 before or after the wheel rotation axis R.

[0036] The connecting rod 10 is used for the hinged connection between the control arm attachment 8 and the connecting member 9, and for this purpose, it is mounted on the connecting member 9 by means of the connecting member support 16 and on the control arm attachment 8 by means of the attachment support 17. The wheel bracket 7, control arm attachment 8, connecting member 9, and connecting rod 10 form a wheel bracket assembly constructed as a multi-part or multi-component type. The various parts or components of this wheel bracket assembly are mounted together or connected to each other, which produces the special kinematics of the wheel suspension 3 proposed herein.

[0037] The upper control arm assembly 11 supports the wheel suspension 3 on the vehicle 1 or chassis 2 and is pivotally mounted on the control arm attachment 8 about a third axis A3. Since the control arm attachment 8 is used to attach the upper control arm assembly 11, it can also be referred to as the upper control arm attachment 8. The upper control arm assembly 11 can be pivotally mounted on the control arm attachment 8 about the third axis A3 via an upper control arm support 18. The lower control arm assembly 12 supports the wheel suspension 3 on the vehicle 1 or body 2. For this purpose, the lower control arm assembly 12 is pivotally mounted on the connector 9 by means of a lower control arm support 19. In this respect, the connector 9 is used to attach the lower control arm assembly 12 and can also be referred to as the lower control arm attachment 12.

[0038] The fourth axis A4 extends through the lower control arm support 19 and through the connecting member support 16. In the wheel suspension 3 proposed herein, the connecting member 9, the lower control arm support 19, and the connecting member support 16 are coordinated with each other such that the fourth axis A4 extends at least in its projection parallel to the wheel rotation axis R according to... Figure 2The second axis A2 intersects at the instantaneous rotation center P. The instantaneous rotation center P represents the intersection point between the second axis A2 and the fourth axis A4 in a projection parallel to the wheel rotation axis R, or even in reality. Through this purposeful coordination of the connecting member 9, the lower control arm support 19, and the connecting member support 16, when the wheel suspension 3 is properly mounted on the vehicle 1 or chassis 2, the instantaneous rotation center P is located below the wheel suspension 3, specifically in the area of ​​the road level plane E. For example, the instantaneous rotation center P may be located in a height range 20, which is within... Figure 2 The height range 20 is indicated by curly braces. It extends from the lower boundary 21 to the upper boundary 22 and is contained within the road level E, which is specifically centered between the lower and upper boundaries 21 and 22. For example, the lower boundary 21 is -5 cm, meaning it is below the road level E, which represents a value of 0 cm. The upper boundary 22 is +5 cm, meaning it is above the road level E.

[0039] Positioning the instantaneous rotation center P within the area of ​​the road's horizontal plane E, specifically within the height range 20, ensures that the lateral acceleration of the motor vehicle 1, especially the lateral acceleration generated during turning, can only introduce a relatively small positive camber moment into the wheel 4, or cannot introduce a camber moment into the wheel 4, or even introduce a negative camber moment into the wheel 4. Figure 3 and Figure 4 In the diagram, the arrow indicates the force 23 acting on wheel 4 during cornering when wheel 4 is the outermost wheel 4. Force 23 is introduced into wheel 4 in the contact area 6 with the road 5. With a conventional wheel suspension, this force 23 on wheel 4 will generate a positive camber moment, i.e., a torque in the counter-clockwise direction, causing wheel 4 to tilt outwards at the top. Figure 3 and 4 The wheel camber angle is tilted to the left. By designing or coordinating the connector 9, connector support 16, and lower control arm support 19 so that the instantaneous rotation center P is located in the area of ​​and above the road level plane E, this positive torque can be significantly reduced, requiring only a relatively small force to maintain the set wheel camber angle. By designing or coordinating the connector 9, connector support 16, and lower control arm support 19 so that the instantaneous rotation center P is located in the road level plane E, this torque is almost eliminated, allowing the set wheel camber angle to be maintained effortlessly. If the connector 9, connector support 16, and control arm support 19 are designed or coordinating so that the instantaneous rotation center P is located in the area of ​​and below the road level plane E, even a negative camber moment is obtained on wheel 4, which acts in the clockwise direction, causing wheel 4 to tilt inwards from the top, i.e., according to... Figure 3 and 4 Tilt to the right. In particular, measures for active camber adjustment can be omitted here.

[0040] In the embodiment shown here, the wheel suspension 3 is equipped with a camber actuator 24, which is configured to adjust the wheel camber angle and is mounted on the wheel bracket 7 via a camber actuator support 25. Figures 1 to 4 In the first embodiment or alternative shown, the camber actuator 24 is also hingedly supported on the vehicle 1 or chassis 2 in a suitable manner. In the example shown, the camber actuator 24 is mounted above the wheel rotation axis R, i.e., between the wheel rotation axis R and the upper support area 13 on the wheel bracket 7. Figure 3 In the image, arrow 26 indicates the actuation device of the tilt-out actuator 24, which can produce... Figure 4 The over-delineated wheel camber angle is addressed. The associated actuation force is significantly reduced by locating the instantaneous rotation center P in the region of the road level plane E, as proposed in this paper.

[0041] In the example shown here, the upper control arm assembly 11 is formed by an upper triangular control arm 27. In this example, the lower control arm assembly 12 is formed by a lower triangular control arm 28. Therefore, the wheel suspension 3 shown here is designed as a double lateral control arm wheel suspension 3. Alternatively, the wheel suspension 3 can also be designed as a multi-link wheel suspension 3, wherein the upper control arm assembly 11 is then formed by a plurality of upper control arms, and / or the lower control arm assembly 12 is formed by a plurality of lower control arms.

[0042] In the embodiment shown here, the wheel suspension 3 is also provided with a toe angle actuator 29 configured to adjust the toe angle. For this purpose, the toe angle actuator 29 is mounted on the wheel bracket 7 or the control arm attachment 8 and hingedly supported on the motor vehicle 1 or the chassis 2. In the example shown, the toe angle actuator 29 is mounted on the control arm attachment 8 by means of a toe angle actuator support 30. The toe angle actuator support 30 is suitably arranged at the control arm attachment 8 such that the third axis A3 also extends through the toe angle actuator support 30. When the wheel suspension 3 is a rear axle wheel suspension 3, the wheel suspension is preferably equipped with such a toe angle actuator 29. On the other hand, the front wheel suspension 3 can generally omit the toe angle actuator 29. Instead of the toe angle actuator 29, the front axle wheel suspension 3 may then include a spurstange (not shown here) that hinges the wheel bracket 7 or control arm attachment 8 to the vehicle 1 or chassis 2. If the hinged support is implemented at the control arm attachment 8, the hinged support may also be positioned such that the third axis A3 extends through the support.

[0043] The control arm attachment 8 is pivotally mounted on the wheel bracket 7 via a mounting portion 31 about a first axis A1. The mounting portion 31 has two support points spaced apart from each other along the first axis A1, as illustrated only by way of example. The second support point is... Figure 5 The center is not visible or is obscured. The connecting member 9 is pivotally mounted on the wheel bracket 7 via mounting portion 32 about the second axis A2. Similarly, this mounting portion 32 may have two support points spaced apart from each other along the second axis A2. An upper control arm support member 18, for pivotally mounting the upper control arm assembly 11 about the third axis A3 at the control arm attachment 8, also forms a mounting portion 33. The mounting portion 31 of the control arm attachment 8 on the wheel bracket 7 and the mounting portion 33 of the upper control arm assembly 11 on the control arm attachment 8 can be appropriately coordinated with each other such that the first axis A1 extends parallel to the third axis A3. In this way, the change in wheel camber angle will be independent of the toe angle.

[0044] However, according to another alternative embodiment (not shown here), it can be specified that the mounting portion 31 of the control arm attachment 8 on the wheel bracket 7 and the mounting portion 33 of the upper control arm assembly 11 on the control arm attachment 8 are coordinated with each other such that the first axle A1 and the third axle A3 extend at an angle. This angle can be intentionally selected to cause toe angle correction in the event of a change in camber. For example, it may be necessary to increase the positive toe angle by adjusting or increasing the negative camber angle. This can be achieved automatically using the angle adjustment without needing to actuate the toe angle actuator 29 and without requiring such a toe angle actuator 29.

[0045] according to Figure 5 In the second embodiment or the second alternative, the camber actuator 24 can be supported on the wheel bracket 7 as previously described, and is no longer as... Figures 1 to 4 Instead of being supported on vehicle 1 as in the conventional design, the wheel suspension 3 is hingedly supported on control arm attachment 8 within the wheel suspension 3. Therefore, camber adjustment can be achieved within the wheel suspension 3 without the need for complex support on vehicle 1 or chassis 2. Figure 5 In this example, the camber actuator 24 is hingedly connected to the control arm attachment 8 in another mounting portion 34. Actuation of the camber actuator 24 produces a change in its length, which causes the control arm attachment 8 to pivot about a first axis A1. Since the control arm attachment 8 is supported on the vehicle 1 via the upper control arm assembly 11, the spatial position of the wheel bracket 7 is thus changed, and consequently the tilt of the wheel rotation axis R relative to the vehicle 1 is altered, thereby changing the wheel camber angle. Figure 5In the example shown, the mounting portion 34 of the camber actuator 24 is positioned at the control arm attachment 8 such that the third axis A3 extends through the mounting portion 34. In this case, the third axis A3 thus extends through the mounting portion 33 of the upper control arm assembly 11 at the control arm attachment 8, through the mounting portion 34 of the camber actuator 24 at the control arm attachment 8, and through the toe angle actuator support 30, that is, through the mounting portion of the toe angle actuator 29 at the control arm attachment 8.

[0046] exist Figure 5 In the example shown, the mounting portion 34 of the camber actuator 24 is arranged at the control arm attachment 8 between the mounting portion 33 of the upper control arm assembly 11 and the toe angle actuator support 30.

[0047] Figure 1 and 5 The length changes of the camber actuator 24 that cause the camber angle change of the corresponding wheel 4 are shown by double arrows. Figure 1 and 5 The length changes of the toe angle actuator 29 that cause the toe angle changes of the corresponding wheel 4 are shown by double arrows.

Claims

1. A wheel suspension (3) for a wheel (4) of a motor vehicle (1), -Having wheels (4) for supporting the motor vehicle (1) on a road (5), the road extending in the road horizontal plane (E) at least in the contact area (6) where the wheels (4) contact the road (5). - It has a wheel bracket (7), on which the wheel (4) is rotatably mounted about a wheel rotation axis (R). The wheel bracket has an upper bracket area (13) located at the top of the wheel bracket (7) when the wheel suspension (3) is mounted on the motor vehicle (1), and a lower bracket area (14) located at the bottom of the wheel bracket (7) when the wheel suspension (3) is mounted on the motor vehicle (1). - It has a control arm attachment (8) that is pivotally mounted on the wheel bracket (7) about a first axis (A1) in the upper bracket area (13). - It has a connecting member (9) that is pivotally mounted on the wheel bracket (7) about a second axis (A2) in the side region (15) of the wheel bracket (7). - It has a connecting rod (10) for hingedly connecting the control arm attachment (8) to the connecting member (9), the connecting rod being mounted on the connecting member (9) by means of a connecting member support (16) and on the control arm attachment (8) by means of an attachment support (17). -Has an upper control arm assembly (11) for supporting the wheel suspension (3) on the motor vehicle (1), the upper control arm assembly being pivotally mounted on the control arm attachment (8) about a third axis (A3). - It has a lower control arm assembly (12) for supporting the wheel suspension (3) on the motor vehicle (1), the lower control arm assembly being pivotally mounted on the connecting member (9) by means of a lower control arm support (19). - wherein the connecting member (9), the lower control arm support (19) and the connecting member support (16) are coordinated with each other such that the fourth axis (A4) extending through the lower control arm support (19) and the connecting member support (16) intersects the second axis (A2) at the instantaneous rotation center (P) at least in the projection parallel to the wheel rotation axis (R), when the wheel suspension (3) is mounted on the motor vehicle (1), the instantaneous rotation center is located below the wheel suspension (3) and in the area of ​​the road level plane (E).

2. The wheel suspension (3) according to claim 1, Its features - The connecting member (9), the lower control arm support (19) and the connecting member support (16) cooperate with each other so that when the wheel suspension (3) is installed on the motor vehicle (1), the instantaneous rotation center (P) is located below the road level (E).

3. The wheel suspension (3) according to claim 1 or 2, Its features - The wheel suspension (3) includes a camber actuator (24) for adjusting the camber angle of the wheel, the camber actuator being mounted on the wheel bracket (7) and hingedly supported on the motor vehicle (1) when the wheel suspension (3) is mounted on the motor vehicle (1).

4. The wheel suspension (3) according to claim 1 or 2, Its features - The wheel suspension (3) includes a camber actuator (24) for adjusting the camber angle of the wheel, the camber actuator being mounted on the wheel bracket (7) and hingedly supported on the control arm attachment (8).

5. The wheel suspension (3) according to any one of the preceding claims, Its features -The upper control arm assembly (11) is formed by an upper triangular control arm (27) or by a plurality of upper control levers, and / or - The lower control arm assembly (12) is formed by a lower triangular control arm (28) or by a plurality of lower control rods.

6. The wheel suspension (3) according to any one of the preceding claims, Its features - The wheel suspension (3) includes a toe angle actuator (29) for adjusting the wheel toe angle, the toe angle actuator being mounted on the wheel bracket (7) or the control arm attachment (8) and hingedly supported on the motor vehicle (1) when the wheel suspension (3) is mounted on the motor vehicle (1).

7. The wheel suspension (3) according to claim 6, Its features - The toe angle actuator (29) is mounted on the control arm attachment (8) by means of a toe angle actuator support (30). - The toe angle actuator support (30) is arranged on the control arm attachment (8) such that the third axis (A3) extends through the toe angle actuator support (30).

8. The wheel suspension (3) according to any one of the preceding claims, Its features The mounting portion (31) of the control arm attachment (8) on the wheel bracket (7) and the mounting portion (33) of the upper control arm assembly (11) on the control arm attachment (8) cooperate with each other so that the first axis (A1) extends parallel to the third axis (A3).

9. The wheel suspension (3) according to any one of claims 1 to 7, Its features The mounting portion (31) of the control arm attachment (8) on the wheel bracket (7) and the mounting portion (33) of the upper control arm assembly (11) on the control arm attachment (8) are coordinated with each other, such that the first axis (A1) extends at an inclined angle to the third axis (A3). - The tilt angle is selected such that toe angle correction occurs when the camber angle changes.

10. A motor vehicle (1), particularly a passenger vehicle, -Has a chassis (2), said chassis including at least one wheel suspension (3) according to any one of the preceding claims.

Images