Wheel suspension for vehicle wheels and vehicle

Abstract

The invention relates to a wheel suspension of a vehicle, comprising a wheel support, on which a wheel is rotatably supportable, comprising at least one first wheel control arm, which is hingedly coupled to the wheel support, by means of which the wheel support is hingedly connectable to the chassis of the vehicle, which first wheel control arm is hingedly coupled to the wheel support by exactly two bearing points, which are spaced apart from one another, which bearing points are assigned to the wheel support, which bearing points form a common bearing arrangement, by means of which the wheel support is connected to the wheel control arm by means of at least one connecting element.

Description

Technical Field

[0001] This invention relates to a wheel suspension for an automobile (especially exactly one) wheel, as described in the preamble of claim 1. The invention also relates to an automobile having at least one such wheel suspension. Background Technology

[0002] WO 2015 / 144482 A1 discloses a steering device for a motor vehicle, which allows at least one steerable wheel elastically mounted on a suspension relative to the vehicle chassis to pivot. The steerable wheel is rotatably supported on a steering knuckle, which is rotatably supported on the suspension about a pivot axis in at least one pivot position. Here, a lateral control arm branches in a U-shape in a single direction from a pivot bearing. The inner ends of the upper and lower lateral control arms are vertically pivotally hinged to the chassis via two forks of the lateral control arm. Summary of the Invention

[0003] The objective of this invention is to provide a wheel suspension for a car (especially exactly one) wheel and a car having at least one such wheel suspension, thereby achieving particularly high ride comfort and particularly large steering angle of the wheel, while providing a wheel suspension that is easy to install.

[0004] This task is solved according to the invention by means of a wheel suspension having the features of claim 1 and a vehicle having the features of claim 10. The advantageous embodiments of the invention are those described in the dependent claims.

[0005] The first aspect of the invention relates to a wheel suspension for a car (especially exactly one) wheel, which is also simply referred to as a vehicle and preferably constructed as a sedan. This means that at least or preferably exactly one wheel of a car (also called a motor vehicle), i.e., the aforementioned wheel, can be hinged to the chassis of the car by means of the wheel suspension according to the first aspect of the invention. This means that the car has a wheel suspension and a wheel in its fully manufactured state, which is hinged to the chassis by the wheel suspension, i.e., coupled to the chassis. Therefore, the car also has a chassis in its fully manufactured state. For example, the car has a body in its fully manufactured state, which defines the interior space of the car, also referred to as the passenger compartment or passenger space. It is conceivable, especially when the body is constructed as a self-supporting body, that the body is the chassis. Furthermore, it is conceivable that the chassis is constructed separately from the body and held in the body, especially such that the chassis is elastically supported in the body or vice versa. The chassis here can be a frame, especially a guide frame, or it can also be an axle support. The vehicle body can be, in particular, a self-supporting body, for example, a chassis constructed as an axle support, which can be particularly flexibly supported on the vehicle body.

[0006] While the vehicle is in motion, occupants (e.g., the driver) can remain in the interior space. The feature "wheels are articulated or hinged to the chassis and therefore the body via or by means of wheel suspension" can be understood in particular as the wheel suspension being directly articulated to the chassis or body. Specifically, the wheel suspension is directly articulated to the chassis or body, that is, coupled to the chassis or body. The wheels are the ground contact elements of the vehicle, which is supported or can be supported on the ground downwards in the vehicle's height direction via ground contact elements. If the vehicle travels along the ground, also called a vehicle, and the vehicle is supported on the ground downwards in the vehicle's height direction via the wheels, then the wheels roll directly on the ground.

[0007] The wheel suspension has a wheel carrier. In principle, it is conceivable that the wheel carrier is constructed as a single unit, that is, formed from a single component. In other words, it is preferably specified that the wheel carrier is not composed of, for example, multiple separately constructed and interconnected components, but rather preferably formed from a single component and thus constructed as a monolith or formed from a monolith. The wheel is (also indirectly) rotatably supported on the wheel carrier.

[0008] A particularly preferred wheel suspension is one based on the so-called "Revo-Knuckle" principle, in which, in addition to the wheel carrier, a pivot bearing is provided, on which the wheel can be rotatably supported. To enable steering of the pivot bearing and the wheel, the pivot bearing is pivotally supported relative to the wheel carrier about a pivot axis. Unlike the known Revo-Knuckle principle in MacPherson strut wheel suspensions, this embodiment preferably features a double lateral control arm bridge or, more preferably, a multi-guide rod bridge (having at least three wheel control arms).

[0009] Therefore, the wheel suspension preferably has a pivot bearing, which is particularly attached to and constructed separately from the wheel carrier. The pivot bearing is a structural element that is particularly attached to and constructed separately from the wheel carrier. For example, the pivot bearing can be integrally constructed, i.e., it can be formed from a single component. Preferably, the wheel, particularly about its axis of rotation, is rotatably supported or rotatably supported on the pivot bearing relative to the pivot bearing and preferably also relative to the wheel carrier. For this purpose, for example, the wheel hub is rotatably supported or rotatably supported on the pivot bearing, particularly by at least one rolling bearing about its axis of rotation. The wheel is, for example, torsionally connected to or can be connected to the wheel hub, so that the hub, and especially the wheel, can rotate together with the hub about its axis of rotation relative to the pivot bearing. To steer the pivot bearing and therefore the wheel, the pivot bearing is pivotally supported on the wheel carrier about a pivot axis, also called the steering axis, which extends particularly perpendicularly to or inclined to the wheel's axis of rotation. In other words, the pivot bearing is pivotally supported on the wheel carrier about a pivot axis, so that in the fully manufactured state of the automobile, the pivot bearing and the wheel can pivot together with the pivot bearing about the pivot axis relative to the wheel carrier and thus steer. This specifically means that by pivoting and thus steering the pivot bearing and therefore the wheel about the pivot axis and relative to the wheel carrier, the automobile can be steered, i.e., it can cause the automobile to turn, change direction, and / or change lanes. For this purpose, a steering control device, particularly configured as a steering wheel, is provided in the interior space, which can rotate about a steering wheel rotation axis relative to the vehicle body. The driver can operate and thus rotate the steering wheel about the steering wheel rotation axis relative to the vehicle body, thereby pivoting the pivot bearing and the wheel, and thus the automobile, about the pivot axis, so as to cause the aforementioned changes in direction, lane changes, and / or turning. For example, the steering control device is mechanically connected to the pivot bearing.

[0010] The feature “e.g., the wheel rotation axis extends at an angle or perpendicular to the pivot axis” can be understood in particular as the wheel rotation axis extending perpendicular to a first plane and the pivot axis extending perpendicular to a second plane, the planes being at an angle or perpendicular to each other.

[0011] In the fully manufactured state of a automobile, the wheel suspension is, for example, a component of the automobile axle (also simply referred to as an axle). This axle includes, for example, the wheel suspension and the wheel. The wheel suspension is also referred to as the first wheel suspension, and the wheel is also referred to as the first wheel. Unless otherwise stated, when referring to wheel suspension below, it should be understood as the first wheel suspension. When referring to wheel below, unless otherwise stated, it should be understood as the first wheel. For example, an axle may have at least or exactly two wheel suspensions, namely the first wheel suspension and at least or exactly one second wheel suspension; the preceding and following descriptions of the first wheel suspension can be applied without problem to the second wheel suspension and vice versa. It is also conceivable that an axle may have at least or exactly two wheels, namely the first wheel and at least or exactly one additional second wheel; the preceding and following descriptions of the first wheel can be applied without problem to the second wheel and vice versa. Here, the first wheel suspension is assigned to the first wheel, so that the first wheel is hinged or articulated to the chassis or body via the first wheel suspension. The second wheel suspension is assigned to the second wheel, which is articulated or articulated to the chassis or body via the second wheel suspension.

[0012] An axle (also called a bridge) is especially a rear axle or front axle. An axle is particularly a driveable axle (also called a driven axle), whose wheels can be driven by means of the vehicle's drive unit, thereby driving the entire vehicle and thus enabling it to travel, for example, along the aforementioned ground. The drive unit may have an internal combustion engine and / or an electric motor.

[0013] The wheel suspension includes at least one first wheel control arm articulated with a wheel bracket, through which the wheel bracket is articulated to the chassis of the vehicle.

[0014] The first wheel control arm is hingedly coupled to the wheel carrier via two spaced-apart bearing sections. These bearing sections or bearings are typically achieved using rubber bearings and / or ball joints. Each bearing section or bearing comprises a bearing core and an outer sleeve.

[0015] The bearing portion, or two bearings, are respectively assigned to the wheel bracket. This specifically means that the bearings are mounted on the wheel bracket. For example, the bearings are pressed into the wheel bracket. In the case of rubber bearings, the rubber bearings can be pressed into the wheel bracket.

[0016] Assigning bearings to wheel brackets has the following advantages: the design of the control arm and wheel brackets is improved in terms of strength, cost, weight, and rigidity.

[0017] Furthermore, it is stipulated that the two bearing locations are arranged in such a way that they form a common bearing arrangement structure. The wheel bracket is connected to the first wheel control arm via at least one connecting element through this bearing arrangement structure.

[0018] Preferably, the connecting element is a single threaded connection element (including, for example, bolts, washers, and nuts) that connects two bearing locations, or two bearings, and thus the bearing arrangement structure to the wheel control arm.

[0019] Alternatively, it is conceivable to use two threaded connecting elements to connect the bearing to the wheel control arm.

[0020] This bearing arrangement can be achieved, for example, by a forked control arm comprising two outer (at least approximately parallel) forked teeth, tabs, or forked elements. In this case, the bearing arrangement is positioned between these two forked teeth, especially when no other components are connected in the middle. For example, the two bearing cores of two bearings are positioned with their end faces directly abutting each other (in other words, the two bearing cores are connected in series), thus forming a continuous bearing core to a certain extent in the bearing arrangement. Connecting elements in this case press the two bearing cores together at the bearing location and hold them together by the generated preload. An integral bearing core (i.e., two bearings forming or comprising a common bearing core) is also conceivable in the bearing arrangement. In the latter case, for example, threads can be provided on the integral bearing core, so that connecting elements, especially threaded connecting elements, can engage with it.

[0021] The design of this fork-shaped wheel control arm with two forks has the following advantages: the wheel control arm can be geometrically simple to design and can be easily installed on the wheel bracket.

[0022] Another possible implementation of this bearing arrangement structure with two bearing sections is to construct the first wheel control arm as a fork-shaped wheel control arm with three fork teeth, tabs, or fork-shaped elements. These fork teeth, tabs, or fork-shaped elements are arranged at least approximately parallel to each other. The fork-shaped control arm then includes two outer fork teeth and an intermediate fork tooth disposed between the two outer fork teeth. The bearing arrangement structure is disposed between the two outer fork teeth. The corresponding bearing cores of the two bearings then abut against the intermediate fork tooth with their end faces viewed in the axial direction of the bearing. A connecting element here presses the outer fork tooth and the two bearing cores together. At the center of this connecting body (especially a threaded connecting body), the two bearing cores are pressed against the intermediate fork tooth. Here, for example, the intermediate fork tooth may include threads for accommodating the threaded connecting element. This design also has the particular advantage that the wheel control arm can be geometrically simple to design and at the same time allows for simple mounting of the wheel control arm on the wheel bracket.

[0023] Particularly preferred is that the bearing portion is formed using a rubber bearing as described above. Further preferred is that at least one rubber bearing includes at least one axial stop when viewed in the axial direction of the bearing. The axial stop supports the corresponding rubber bearing on the first wheel control arm. Preferably, in a fork-shaped first wheel control arm design with at least two fork teeth, the axial stop supports the corresponding rubber bearing on the fork teeth. This axial support allows for smaller bearing clearance and thus achieves good elastokinetic characteristics and good vibration characteristics. Furthermore, this, for example, eliminates the need for costly and frictional ball joint hinges.

[0024] A further preferred embodiment specifies that the first wheel control arm constitutes the upper lateral control arm of the wheel suspension. This creates favorable installation space conditions for axle guidance and vertical dynamic components. Furthermore, this wheel control arm allows for particularly good elastic kinematic characteristics.

[0025] To provide exceptionally high driving comfort for occupants within the interior space and to achieve exceptionally large steering angles, enabling the wheels to pivot about a pivot axis relative to the wheel carrier and thus steer, thereby achieving, for example, a particularly small turning radius for the vehicle, an advantageous embodiment of the invention specifies that the wheel suspension has at least two wheel control arms hingedly coupled to the wheel carrier, namely, the first wheel control arm and the second wheel control arm. These wheel control arms are also simply referred to as control arms or wheel guide control arms. The wheel carrier is hinged or hingeably connected to the vehicle chassis via the first and second wheel control arms. In particular, the first and second wheel control arms are hingedly coupled to the wheel carrier without passing through a preferred pivot bearing (i.e., without passing through the pivot bearing), so that, for example, forces from the wheel carrier to the first or second wheel control arm are transmitted along or potentially along a first force path extending from the wheel carrier to the first or second wheel control arm, such that the pivot bearing is not located in the first force path between the wheel carrier and the first or second wheel control arm. Therefore, the aforementioned force (also referred to as the first force) does not pass through the pivot bearing on its path from the wheel carrier along the first force path to the first or second wheel control arm. By means of the first and second wheel control arms, the wheel carrier, and thus, especially through the pivot bearing, guides or allows the wheel relative to the chassis, particularly ensuring that the first and second wheel control arms, for example, at least limit or prevent a first relative movement between the wheel carrier and the chassis at least along a first direction of motion, and particularly, specifically allow relative movement between the wheel carrier and the chassis at least along a second direction of motion. The second relative movement between the wheel carrier and the chassis, and thus between the wheel and the chassis, along the second direction of motion, is, for example, the elastic retraction and elastic extension movement of the wheel and therefore the wheel carrier, wherein the wheel moves relative to the chassis or body at least substantially along the vehicle height direction during said elastic retraction and elastic extension movement. The elastic retraction and elastic extension movement is also referred to as wheel movement. Therefore, for example, the second direction of motion extends at least substantially along the vehicle height direction. This wheel movement occurs, for example, when the wheels roll over uneven surfaces of the ground while the car is traveling along the ground. A protrusion in the ground causes, for example, the elastic retraction of the wheel, and a depression in the ground (e.g., a pothole) causes, for example, the elastic extension of the wheel. In the corresponding elastic retraction movement, for example, the wheel bracket, the pivot bearing, and the wheel move upward relative to the chassis along the vehicle height direction, and in the corresponding elastic extension movement, for example, the wheel bracket, the pivot bearing, and the wheel move downward relative to the chassis along the vehicle height direction.In particular, springs and / or damping elements are provided, by means of which the wheel brackets and thus the wheels are elastically and / or damped (also indirectly, for example, by means of wheel control arms) supported or can be supported on the chassis.

[0026] In this preferred embodiment, the wheel suspension also has, in particular, at least one or exactly one third wheel control arm, which is hinged to the pivot bearing via, in particular, at least one or exactly one connecting element, especially bypassing the wheel carrier. This third wheel control arm is also referred to, for example, as a toe control arm. It is particularly conceivable that the toe-in, especially the positive toe-in, of the wheel can be adjusted, i.e., changed, by means of the third wheel control arm. The pivot bearing and the wheel are pivoted together about a pivot axis relative to the wheel carrier by means of the third wheel control arm (in particular, by making at least a translational movement of the third wheel control arm relative to the wheel carrier and, in particular, also relative to the chassis), so that the pivot bearing and therefore the wheel are steered. In other words, in order to, for example, pivot the pivot bearing about a pivot axis relative to the wheel carrier, i.e., to make the pivot bearing and the wheel pivot together about a pivot axis relative to the wheel carrier and thus steer, the third wheel control arm is translated at least or only relative to the wheel carrier and, in particular, also relative to the chassis, i.e., displaced. Therefore, for example, the aforementioned steering control device is mechanically coupled to the pivot bearing via the third wheel control arm, such that rotation of the steering wheel about the steering wheel rotation axis and relative to the vehicle body can, for example, cause the third wheel control arm to be displaced relative to the wheel bracket and thereby allow the pivot bearing to pivot about the pivot axis relative to the wheel bracket.

[0027] Preferably, the connecting element is a rubber bearing or hinge, particularly sliding hinges and / or ball joint hinges. The connecting element can be understood in particular as an assembly attached to the pivot bearing and the third wheel control arm, i.e., the assembly has at least one or more members attached to the pivot bearing and the third wheel control arm, which hinges and couples the pivot bearing and the third wheel control arm so that they are kinetically coupled relative to each other. For example, if a load, such as a force, acts on the pivot bearing, this load can be transmitted from the pivot bearing to the third wheel control arm through the connecting element, or vice versa. Thus, for example, in terms of the force transmission path in which loads, such as forces and / or torques, can be transmitted from the pivot bearing to the third wheel control arm and vice versa, the connecting element is positioned in the force transmission path between the pivot bearing and the third wheel control arm.

[0028] The feature "the third wheel control arm is preferably hingedly coupled to the pivot bearing while bypassing the wheel bracket" can be understood as follows: the third wheel control arm is not hingedly coupled to the pivot bearing via the wheel bracket, so that, for example, a second force is transmitted or can be transmitted from the pivot bearing to the third wheel control arm along a second force path, wherein the second force path extends such that the wheel bracket is not located in the second force path between the pivot bearing and the third wheel control arm. Therefore, the second force does not pass through the wheel bracket during its transmission from the pivot bearing to the third wheel control arm along the second force path. That is, the second force bypasses the wheel bracket during its transmission from the pivot bearing to the third wheel control arm. Correspondingly, for example, it is specified that the aforementioned first force bypasses the pivot bearing, i.e., does not pass through the pivot bearing, during its transmission from the wheel bracket to the first or second wheel control arm along the first force path. The third wheel control arm is also provided or constructed to guide the pivot bearing and therefore the wheel, thus the third wheel control arm is referred to as a guide control arm or wheel guide control arm. Therefore, for example, it is specified that the aforementioned first relative movement is at least limited or prevented by means of the third wheel control arm, for example, the third wheel control arm specifically allows the second relative movement. In summary, it can be seen that the wheel bracket, pivot bearing, and wheel jointly perform wheel movement, i.e., wheel movement relative to the chassis, and thus wheel movement is selectively permitted by the first wheel control arm, second wheel control arm, and third wheel control arm. However, the wheel bracket does not participate in the pivoting movement around the pivot axis, also known as steering movement. Therefore, with respect to the wheel bracket, pivot bearing, and wheel, only the pivot bearing and wheel jointly perform steering or pivoting movement around the pivot axis relative to the wheel bracket. Thus, in terms of steering movement, the pivot bearing and wheel are decoupled from the wheel bracket. Since at least the first wheel control arm, second wheel control arm, and third wheel control arm are used in this invention to guide the wheels relative to the chassis, the axle can be constructed as a multi-guide-bar axle, thereby achieving particularly high ride comfort.

[0029] Furthermore, particularly high ride comfort can be achieved, especially since the third wheel control arm is hinged to the pivot bearing via the aforementioned connecting element (also known as the first connecting element and configured, for example, as a rubber bearing or ball joint hinge).

[0030] It is also conceivable to assign a motor, particularly an electric motor, to the pivot bearing and thus to the third wheel control arm. This motor, for example, can drive the wheel control arm and thus displace it, particularly relative to the wheel carrier, i.e., perform a translational movement, so that the pivot bearing can pivot about a pivot axis relative to the wheel carrier via the third wheel control arm and the motor. Therefore, it is conceivable to construct a steering system, including the third wheel control arm and, for example, also including the pivot bearing, configured as a rear axle steering system, as a steer-by-wire system, such that the steering system has no mechanical connection to the steering actuator.

[0031] According to the invention, a spring and / or damping element is also provided, and the wheel bracket and thus the wheel are elastically and / or dampedly supported or can be supported on the vehicle body by the spring and / or damping element (or indirectly, for example, by a wheel control arm).

[0032] The spring and / or damping element can be hinged, and therefore, for example, indirectly or directly coupled to the wheel carrier via at least one or exactly one hinge, especially when bypassing the pivot bearing. This can be understood in particular as follows: the spring and / or damping element can be hingedly coupled to the wheel carrier via, in particular, exactly one hinge, especially when bypassing the pivot bearing and preferably, bypassing the wheel suspension and all or all of the wheel control arms. Thus, the spring and / or damping element is directly hingedly coupled to the wheel carrier via this hinge. It is also conceivable that the spring and / or damping element can be hinged to, in particular, exactly one wheel control arm via, in particular, exactly one hinge, especially when bypassing the pivot bearing, the wheel carrier, and the wheel suspension and all or all of the remaining wheel control arms. Thus, the spring and / or damping element can be said to be hinged and indirectly coupled to the wheel carrier. In other words, the feature "for example, the spring and / or damping element is hinged and therefore, for example, coupled indirectly to the wheel carrier via at least or exactly one hinge" can be understood as the spring and / or damping element being hinged and therefore coupled to one of the wheel control arms via the at least or exactly one hinge, more precisely, bypassing the wheel carrier, the pivot bearing, and the other or all the remaining wheel control arms, such that the spring and / or damping element is hinged to the wheel carrier via the one wheel control arm, i.e., with the one wheel control arm in the middle. Therefore, for example, force is transmitted along a path from the wheel carrier to the spring and / or damping element such that this path and therefore the force extend from the wheel carrier to the one wheel control arm and from the one wheel control arm to the spring and / or damping element. This means that the force is transmitted from the wheel carrier to the spring and / or damping element via the one wheel control arm. In this transmission path, the force bypasses the pivot bearing and the remaining wheel control arms, meaning it passes neither through the pivot bearing nor the remaining wheel control arms. The wheel control arm is thus positioned downstream of the wheel carrier and upstream of the spring and / or damping element, i.e., between the wheel carrier and the spring and / or damping element. The pivot bearing and the remaining wheel control arms are not located in the transmission path between the wheel carrier and the spring and / or damping element. The pivot bearing may be located in the transmission path, but not between the wheel carrier and the spring and / or damping element, but rather, particularly upstream of the wheel carrier, such that, for example, the force is transmitted from the pivot bearing to the wheel carrier and from the wheel carrier to the stated wheel control arm, and from that wheel control arm, particularly bypassing the stated or all remaining wheel control arms, to the spring and / or damping element.

[0033] The feature “e.g., the spring and / or damping element is hinged and therefore, for example, coupled directly to the wheel carrier via at least one or exactly one hinge” should be understood as the spring and / or damping element being hinged and therefore connected to the wheel carrier via, for example, the at least one or exactly one hinge, more precisely, in the case of bypassing the pivot bearing and the one or all other wheel control arms. Therefore, the aforementioned transmission path and thus the force extends from the wheel carrier to the spring and / or damping element in such a way that the transmission path and thus the force extends from the wheel carrier to the spring and / or damping element. Here, the force bypasses the pivot bearing and the one or all wheel control arms of the wheel suspension in its journey from the wheel carrier to the spring and / or damping element; that is, the force does not pass through the pivot bearing or the wheel control arms in its journey from the wheel carrier to the spring and / or damping element. Therefore, neither the pivot bearing nor the wheel control arms are located in the transmission path between the wheel carrier and the spring and / or damping element. The pivot bearing may be located in the transmission path, but not between the wheel carrier and the spring and / or damping element, but rather, particularly upstream of the wheel carrier, such that, for example, force is transmitted from the pivot bearing to the wheel carrier and from the wheel carrier, particularly in cases where the force passes over the wheel suspension, to the spring and / or damping element.

[0034] The spring and / or damping element may have at least one or exactly one spring, which may also be referred to as a support spring. This spring is constructed, for example, as a mechanical spring, i.e., constructed as a solid and, for example, as a helical spring. The spring may be made of a metallic material, particularly steel or fiber-reinforced plastic. Alternatively, the spring may be constructed as an air spring. For example, during the corresponding wheel movement, the spring is tensioned, thus providing a spring force opposite to the corresponding wheel movement. As an alternative or supplement to the spring, the spring and / or damping element may include at least one or exactly one vibration damper for damping the corresponding wheel movement, wherein the vibration damping element is also referred to as a shock absorber and is very preferably constructed as a hydraulic shock absorber. If the spring and / or damping element includes both a spring and a vibration damper, it is possible that: the spring and vibration damper are particularly hinged and therefore, for example, coupled to the wheel carrier, particularly in cases involving the wheel control arms and pivot bearings bypassing the wheel suspension, or coupled to the same wheel control arm, particularly in cases involving the pivot bearings, wheel carriers, and the wheel suspension, but it is also conceivable that:

[0035] Springs can be hinged, in particular, and thus coupled to wheel supports, especially around the wheel suspension and all wheel control arms and pivot bearings, for example, by at least or exactly one hinge, while vibration dampers can be hinged, in particular, and thus coupled to one of the wheel control arms, especially around the wheel supports and pivot bearings and the remaining wheel control arms of the wheel suspension.

[0036] Vibration dampers can be hinged, in particular, and thus coupled to the wheel bracket, especially around the wheel control arm and pivot bearing, for example, by at least or exactly one hinge, while springs can be hinged, in particular, and thus coupled to one of the wheel control arms, especially around the wheel bracket and pivot bearing and the said or all other wheel control arms of the wheel suspension.

[0037] Vibration dampers can be hinged, in particular, and thus coupled, for example, by at least or exactly one hinge to one of the wheel control arms, especially in cases where the wheel control arms pass around the wheel bracket and pivot bearing and the wheel suspension, and the spring can, for example, be hinged, and thus coupled, for example, by at least or exactly one hinge to another wheel control arm, especially in cases where the spring passes around the wheel bracket and pivot bearing and the wheel suspension, and the spring.

[0038] To achieve exceptionally high ride comfort and a particularly large steering angle, in one embodiment of the invention, the third wheel control arm is hingedly coupled to the pivot bearing via exactly one, i.e., via a single bearing portion including the connecting element. Therefore, the third wheel control arm is preferably constructed as a lever-type control arm or a two-point control arm, which preferably has exactly two coupling portions: the aforementioned bearing portion including the first connecting element as the first coupling portion, and a second coupling portion, at which, or via, the third wheel control arm is coupled or can be coupled to the steering mechanism or motor.

[0039] Another alternative implementation is characterized in that, particularly when bypassing the pivot bearing, at least or exactly four wheel control arms are hinged to the wheel supports, namely the first wheel control arm, the second wheel control arm, the fourth wheel control arm, and the fifth wheel control arm. These first, second, fourth, and fifth wheel control arms are hinged or articulated to the vehicle chassis, particularly when bypassing the pivot bearing. This allows for the particularly clear avoidance of undesirable relative movement, thereby achieving exceptionally high ride comfort.

[0040] Another embodiment is characterized in that the second wheel control arm is hingedly coupled to the wheel carrier, particularly when bypassing the pivot bearing, via exactly one third bearing portion, which has, for example, exactly one connecting element constructed as, for example, a rubber bearing or a ball joint hinge. Preferably, the second wheel control arm has a fourth bearing portion spaced exactly from the third bearing portion, through which the second wheel control arm is hingedly or hingeably coupled to the chassis. Thus, it is preferable that the second wheel control arm is hingedly or hingeably coupled to the chassis via exactly one bearing portion spaced exactly from the third bearing portion, i.e., the fourth bearing portion, particularly when bypassing the wheel carrier and the pivot bearing. Alternatively or additionally, the fourth wheel control arm is hingedly coupled to the wheel carrier, particularly when bypassing the pivot bearing, via exactly one fifth bearing portion, which has, for example, exactly one connecting element constructed as, for example, a rubber bearing or a ball joint hinge. Furthermore, it is preferred that the fourth wheel control arm has a sixth bearing portion spaced exactly from the fifth bearing portion, through which the fourth wheel control arm is hingedly or hingeably coupled to the chassis. In other words, for example, the fourth wheel control arm is hinged or articulatedly coupled to the chassis, particularly around the wheel brackets and pivot bearings, via exactly one bearing location, namely the sixth bearing location, which has, for example, exactly one connecting element constructed, for example, a rubber bearing or a ball joint hinge. The third and / or fourth and / or fifth and / or sixth bearing locations may have, for example, exactly one connecting element constructed, for example, a rubber bearing or a ball joint hinge.

[0041] Alternatively or additionally, the fifth wheel control arm is hingedly coupled to the wheel carrier, particularly when bypassing the pivot bearing, via exactly one seventh bearing portion, which has, for example, exactly one connecting element constructed as, for example, a rubber bearing or a ball joint hinge. Preferably, the fifth wheel control arm has an eighth bearing portion spaced exactly from the seventh bearing portion, through which the fifth wheel control arm is hingedly or hingedly coupled to the chassis, which has, for example, exactly one connecting element constructed as, for example, a rubber bearing or a ball joint hinge. In other words, it is preferably specified that the fifth wheel control arm is hingedly or hingedly coupled to the chassis, particularly when bypassing the wheel carrier and the pivot bearing, via exactly one bearing portion, i.e., the eighth bearing portion, which has, for example, exactly one connecting element constructed as, for example, a rubber bearing or a ball joint hinge. In other words, it is preferred that the second wheel control arm and / or the fourth wheel control arm and / or the fifth wheel control arm be constructed as lever-type control arms, i.e., two-point control arms, having exactly two coupling points, i.e., the corresponding bearing points. The corresponding lever-type control arms are hingedly coupled to the wheel bracket, especially when bypassing the pivot bearing, and hingedly or articulatedly coupled to the chassis, especially when bypassing the pivot bearing and the wheel bracket. This allows for particularly precise wheel guidance in a way that saves installation space, weight, and cost.

[0042] In another particularly advantageous embodiment of the invention, the first wheel control arm has exactly one bearing portion, which has, for example, exactly one connecting element constructed as a rubber bearing or ball joint hinge, through which the first wheel control arm can be hingedly coupled or articulatedly coupled to the chassis, particularly bypassing the wheel brackets and pivot bearings. This allows for particularly precise wheel guidance and therefore particularly high ride comfort in a space-saving and cost-effective manner.

[0043] In another particularly advantageous embodiment of the invention, the first wheel control arm is hingedly coupled to the wheel bracket, particularly around a pivot bearing, via a bearing portion having, for example, a connecting element constructed, for example, a rubber bearing or a ball joint hinge. Therefore, the first wheel control arm is preferably constructed as a lever-type control arm, i.e., a two-point control arm, thereby enabling particularly precise and space-saving wheel guidance.

[0044] Finally, for achieving particularly high ride comfort, it has proven particularly advantageous that the pivot bearing is pivotally supported on the wheel carrier about a pivot axis by means of at least one bearing. Here, the pivot bearing has a recess, particularly constructed as a through-hole and also referred to as a window, in which the bearing is at least partially disposed. The wheel carrier engages with this recess such that, for example, within this recess, the pivot bearing is pivotally supported on the wheel carrier about a pivot axis by means of the bearing. For example, the bearing is or comprises a ball joint hinge or the bearing forms a ball joint hinge, wherein, for example, the pivot bearing can be pivotally supported on the wheel carrier about a pivot axis by means of the ball joint hinge. It is also conceivable that the bearing is a ball bearing. In other words, the bearing can be a rolling bearing, especially a ball bearing. It is also conceivable that the bearing at least partially disposed in the recess is constructed as a rubber bearing.

[0045] The second aspect of the invention relates to an automobile (also called a vehicle or motor vehicle and preferably constructed as an automobile) having at least one or exactly one axle constructed as a multi-bar axle, the axle having at least two wheel suspensions according to the first aspect of the invention. The advantages and advantageous designs of the first aspect of the invention should be regarded as advantages and advantageous designs of the second aspect of the invention, and vice versa. It is conceivable that the corresponding connecting elements are constructed as corresponding ball joint hinges and / or sliding hinges. Attached Figure Description

[0046] The present invention will be further described below with reference to two embodiments. Figure 1 An exemplary wheel suspension of a vehicle is shown in a three-dimensional view from above, in which the first wheel control arm is schematically shown. Figure 2 Show Figure 1 A cross-sectional view of the first wheel control arm. Figure 3 Another example of a first wheel control arm is shown in cross-sectional view, having an exemplary bearing arrangement toward the wheel bracket. All features described in detail herein are considered important to the invention. Detailed Implementation

[0047] exist Figure 1 A portion of the wheel suspension of a vehicle according to the first embodiment is visible in the figure. The wheel suspension includes a wheel bracket 1 on which a wheel (not visible in the figure) is rotatably supported. Furthermore, the wheel suspension includes a first wheel control arm 2 hingedly coupled to the wheel bracket 1, via which the wheel bracket 1 is hinged (e.g., via a rubber bearing 5) to the vehicle chassis (not visible in the figure). The wheel control arm 2 is as follows... Figure 1 As can be seen in this case, the upper lateral control arm is viewed in the vehicle height direction H. Preferably, other wheel control arms also exist, but they are not located in... Figure 1 As shown in the image.

[0048] The wheel control arm 2 is hinged to the wheel bracket 1 via two rubber bearings 3, which are pressed into the wheel bracket 1. The wheel control arm 2 is fork-shaped and has two fork teeth 2.1 and 2.2 arranged at least approximately parallel to each other. Especially as in... Figure 2 As can be seen in the sectional view of the hinged connection between the wheel control arm 2 and the wheel bracket 1, the two rubber bearings 3 of the wheel bracket 1 are positioned between two fork teeth 2.1 and 2.2. Each rubber bearing 3 has its end face positioned on one fork tooth 2.1 and 2.2 respectively. A single threaded connecting element 4 presses the two bearing cores 3.1 of the rubber bearing 3 together.

[0049] Figure 2 The rubber bearing 3 in the figure includes at least one bearing core, a rubber element and an outer sleeve, but this is in Figure 2 Not shown in detail. Because the rubber bearings 3 are distributed within the wheel bracket 1 (i.e., pressed in), an advantageous design in terms of strength, cost, weight, and rigidity is possible for both the control arm and the wheel bracket. By placing the rubber bearings 3 within the wheel bracket 1, the wheel control arm 2 can be geometrically simplified, and its mounting on the wheel bracket 1 can be easily achieved. Each of the two rubber bearings 3 includes an axial stop 3.1, which supports the respective rubber bearing 3 on its end face in the axial direction A.

[0050] like Figure 3 The embodiment of the wheel control arm 6 shown has similar advantages. Figure 2 The difference between wheel control arm 2 and the previous one is that... Figure 3 The wheel control arm 6 includes three forks 6.1, 6.2, and 6.3 arranged at least approximately parallel to each other, and a rubber bearing 3 (with...). Figure 2 The rubber bearings 3 are the same as those in the rubber bearings 3, and are arranged between the two outer fork teeth 6.1 and 6.2. The middle fork tooth 6.3 is arranged between each rubber bearing 3, and the threaded connecting element 4 presses the corresponding bearing cores of the two rubber bearings 3 onto the middle fork tooth 6.3.

Claims

1. A wheel suspension for a vehicle, the wheel suspension including a wheel bracket (1) on which a wheel is rotatably supported, the wheel suspension including at least one first wheel control arm (2) hingedly coupled to the wheel bracket (1), the wheel bracket (1) being hingedly connected to the chassis of the vehicle via the first wheel control arm. The first wheel control arm (2) is hingedly coupled to the wheel bracket (1) via two spaced-apart bearing sections (3). The bearing portion (3) is assigned to the wheel bracket (1). The bearing section (3) forms a common bearing arrangement structure. The wheel bracket (1) is connected to the wheel control arm (2) via at least one connecting element (4) through the bearing arrangement structure.

2. The wheel suspension according to claim 1, wherein, The first wheel control arm (2) is constructed as a fork-shaped control arm, which includes two fork teeth (2.1, 2.2) arranged in parallel with each other. The bearing arrangement structure is arranged between the two fork teeth (2.1, 2.2) and a bearing part (3) is provided on each fork tooth (2.1, 2.2). The connecting element (4) presses the corresponding bearing cores of the two bearing parts (3) together.

3. The wheel suspension according to claim 1, wherein, The first wheel control arm (6) is constructed as a fork-shaped control arm, which includes three fork teeth (6.1, 6.2, 6.3) arranged at least approximately parallel to each other. The bearing arrangement structure is arranged between the two outer fork teeth (6.1, 6.2), and the middle fork tooth (6.3) is arranged between each bearing part (3). The connecting element (4) presses the corresponding bearing core of the corresponding bearing part (3) onto the middle fork tooth (6.3).

4. The wheel suspension according to any one of claims 1 to 3, wherein, The bearing portion (3) is formed of a rubber bearing, at least one of which includes at least one axial stop (3.1) that supports the corresponding rubber bearing in the axial direction (A) of the bearing on the first wheel control arm (2, 6).

5. The wheel suspension according to any one of the preceding claims, comprising a pivot bearing on which a wheel is rotatably supported, wherein, in order to steer the pivot bearing and the wheel, the pivot bearing is pivotally supported on the wheel carrier about a pivot axis relative to the wheel carrier. in, A second wheel control arm is provided, which is hingedly coupled to the wheel bracket. The wheel bracket can be hingedly connected to the chassis of the vehicle through the second wheel control arm. A third wheel control arm is provided, hingedly coupled to the pivot bearing via a connecting element. This third wheel control arm enables the pivot bearing to pivot about a pivot axis relative to the wheel carrier, thereby steering the pivot bearing and the wheel. Equipped with springs and / or damping elements, the wheel brackets and pivot bearings are elastically and / or shock-absorbingly supported on the vehicle body via these springs and / or damping elements.

6. The wheel suspension according to claim 5, characterized in that, The third wheel control arm is hinged to the pivot bearing via a bearing portion that includes the connecting element.

7. The wheel suspension according to claim 5 or 6, characterized in that, At least four or exactly four wheel control arms are hingedly coupled to the wheel brackets, namely the first wheel control arm, the second wheel control arm, the fourth wheel control arm, and the fifth wheel control arm, through which the wheel brackets can be hinged to the chassis of the vehicle.

8. The wheel suspension according to claim 7, characterized in that, The second wheel control arm is hingedly coupled to the wheel bracket via exactly one third bearing portion and has exactly one fourth bearing portion spaced apart from the third bearing portion, through which the second wheel control arm can be hingedly coupled to the chassis; and / or The fourth wheel control arm is hingedly coupled to the wheel bracket via exactly one fifth bearing portion and has exactly one sixth bearing portion spaced apart from the fifth bearing portion, through which the fourth wheel control arm can be hingedly coupled to the chassis; and / or The fifth wheel control arm is hingedly coupled to the wheel bracket via a seventh bearing portion and has an eighth bearing portion spaced exactly from the seventh bearing portion. The fifth wheel control arm is hingedly coupled to the chassis via the eighth bearing portion.

9. The wheel suspension according to any one of claims 5 to 8, characterized in that, The pivot bearing is pivotally supported on the wheel carrier about a pivot axis by means of at least one bearing, the pivot bearing having a recess in which the bearing is at least partially disposed, and the wheel carrier engaging in the recess.

10. An automobile having at least one or exactly one multi-guide rod axle, said multi-guide rod axle having at least two or exactly two wheel suspensions according to any one of the preceding claims.

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