Independent wheel suspension for a motor vehicle, in particular for a motor vehicle, and motor vehicle with at least one such independent wheel suspension

Abstract

Independent wheel suspension (10) for a motor vehicle, comprising at least one wheel carrier (12), a wheel hub (14) rotatably mounted on the wheel carrier (12), to which a vehicle wheel (18) of the motor vehicle can be connected in a rotationally fixed manner, at least one spring and / or damper element (22) connected to the wheel carrier (12), via which the wheel carrier (12) can be supported in a spring-loaded and / or damped manner on a body (42) of the motor vehicle, and a drive shaft (44), via which the wheel hub (14) and thereby the vehicle wheel (18) can be driven by a drive component (46) of the motor vehicle and thus can be rotated about a wheel rotation axis (16) relative to the wheel carrier (12), wherein a countershaft transmission (48) is integrated into the wheel carrier (12), which transmission has: - a first gear (50) which is drivable by the drive shaft (44) and is thereby rotatable relative to the wheel carrier (12) about a first gear rotation axis (52) spaced from the wheel rotation axis (16); and - a second gear (54) which is drivable by the first gear (50) and is thereby rotatable relative to the wheel carrier (12) about a second gear rotation axis (56) coinciding with the wheel rotation axis (16), wherein the wheel hub (14) is drivable by the first gear (50) via the second gear (54), characterized in that - the drive component (46) is arranged completely above the gear wheel rotation axes (52, 56) in the vehicle vertical direction (64), and / or - the spring and / or damper element (22) formed separately from the wheel carrier (12) is connected to the wheel carrier (12) at a first connection point (V3), wherein a wheel guide (60) formed separately from the wheel carrier (12) and separately from the spring and / or damper element (22) is articulatedly coupled to the wheel carrier (12) at a second connection point (V1), wherein the first connection point (V3) is arranged further down in the vehicle vertical direction (64) than the second connection point (V1), and wherein the wheel guide (60) is articulatedly coupled to the wheel carrier (12) at a third connection point (V2) arranged (60) in front of the second connection point in the vehicle longitudinal direction (62), wherein the wheel carrier (12) and the wheel guide (60) delimit a through-opening (66) which is penetrated by the spring and / or damper element (22).

Description

The invention relates to an independent wheel suspension for a motor vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1.From DE 1 895 981 U an axle for off-road motor vehicles is known, in which wheels are provided with built-in countershafts and brakes are arranged on drive shafts next to an axle center piece with a differential. The wheels are supported by suspension arms and corresponding springs, the drive shafts being provided with joints.Furthermore, DE 28 11 370 A1 discloses a rear suspension with rear axle arrangement for an off-road motor vehicle, the rear wheels of which are driven and are arranged on a trough-shaped vehicle structure. The rear suspension consists of two axle bodies which are designed as transmission housings.EP 0 266 353 B1 discloses a spring and damper arrangement, with a telescopic damper having two parts movable relative to one another along an axis.It is the object of the present invention to provide an independent wheel suspension and a motor vehicle with such an independent wheel suspension, so that a particularly high ground clearance of the motor vehicle can be realized.This object is achieved according to the invention by an independent wheel suspension having the features of patent claim 1 and by a motor vehicle having the features of patent claim 7. Advantageous embodiments with expedient developments of the invention are specified in the other claims.The invention relates to an independent wheel suspension for a motor vehicle preferably designed as a motor vehicle, in particular as a passenger vehicle. The independent wheel suspension comprises at least one wheel carrier and a wheel hub rotatably mounted on the wheel carrier, to which a vehicle wheel of the motor vehicle is connectable or connected in a rotationally fixed manner. The vehicle wheel is also referred to simply as a wheel and is a ground contact element, by means of which the motor vehicle can be or is supported on a ground in the vertical direction of the vehicle downwards. If, for example, the motor vehicle is driven along the ground while the motor vehicle is supported on the ground via the vehicle wheel in the vertical direction of the vehicle, the vehicle wheel rolls off on the ground. The independent wheel suspension system additionally has at least one spring and / or damper element connected to the wheel carrier, by means of which the wheel carrier and thus the vehicle wheel are spring-mounted and / or damped on a body of the motor vehicle, which body is designed, for example, as a self-supporting body. The spring and / or damper element thus permits relative movements, in particular translatory relative movements, between the wheel carrier and the superstructure, in particular at least in the vehicle vertical direction, so that the wheel carrier and with it the wheel can spring in and out relative to the superstructure in the vehicle vertical direction. These relative movements between the wheel carrier and the superstructure can be sprung and / or damped, for example, by means of the spring and / or damper element. In particular, the compression of the wheel carrier can be damped by means of the spring and / or damper element, wherein, for example, the rebound of the wheel carrier can be supported or effected by means of the spring and / or damper element.The independent wheel suspension system additionally comprises a drive component, by means of which or via which the wheel hub and thus the vehicle wheel can be driven. In addition, a drive shaft is provided, via which the wheel hub and thus the vehicle wheel can be driven by the drive component and can thereby be rotated about a wheel rotational axis relative to the wheel carrier. In other words, in order to drive the motor vehicle and thus drive it, for example, along the aforementioned ground, the wheel hub and thus the vehicle wheel are driven by the drive component via the drive shaft and thereby rotated about the wheel rotation axis relative to the wheel carrier.In order to be able to realize a particularly high ground clearance of the motor vehicle, it is provided that the independent wheel suspension has a countershaft transmission which is integrated into the wheel carrier. This is to be understood in particular as meaning that gearwheels of the countershaft transmission are rotatably held on the wheel carrier and are each accommodated at least indirectly, in particular at least predominantly or completely, in the wheel carrier. In this case, the wheel hub can be driven by the drive shaft via the countershaft transmission, so that the wheel hub and thus the wheel can be driven by the drive component via the countershaft transmission and the drive shaft. The countershaft transmission has a first gear wheel which can be driven by the drive shaft and is thereby rotatable relative to the axle carrier about a first gear wheel rotational axis spaced apart from the wheel rotational axis. The first gearwheel is arranged, for example, at an input of the countershaft transmission or is part of an input of the countershaft transmission, wherein torques provided by the drive shaft can be introduced into the countershaft transmission via the input of the countershaft transmission. Thus, torques provided by the input shaft for driving the vehicle wheel can be introduced into the countershaft transmission via the first gearwheel.The countershaft transmission additionally has at least one second gearwheel which can be driven by the first gearwheel. In this case, it can be provided that the first gearwheel and the second gearwheel mesh with one another, in particular directly. The feature that the first gearwheel and the second gearwheel directly mesh with one another can be understood in particular to mean that the first gearwheel and the second gearwheel are in direct engagement with one another via their respective toothings, such that the second gearwheel cannot be driven by the first gearwheel, for example by means of a third gearwheel, but rather the second gearwheel can be driven directly by the first gearwheel. The second gearwheel can be driven by the first gearwheel and can thereby be rotated relative to the wheel carrier about a second gearwheel rotation axis coinciding with the wheel rotation axis, wherein the wheel hub can be driven by the first gearwheel via the second gearwheel. The second gearwheel is thus arranged at an output of the countershaft transmission or is part of an output of the countershaft transmission, wherein the countershaft transmission can provide drive torques via the output or via the second gearwheel for driving the wheel hub and thus the vehicle wheel, and wherein the drive torques result from the torques which are or have been introduced into the countershaft transmission via the input or via the first gearwheel. It is of course conceivable for the gear train to have exactly two gearwheels or more than two gearwheels.Because the second gear axis of rotation coincides with the wheel axis of rotation, and because the first gear axis of rotation is spaced from the second gear axis of rotation, the first gear axis of rotation is off-axis from the second gear axis of rotation and thus from the wheel axis of rotation. As a result, the drive shaft cannot be arranged or arranged, for example, coaxially with the wheel rotational axis or coaxially with the second gearwheel rotational axis, but the drive shaft is arranged or arranged, for example, coaxially with the first gearwheel rotational axis and thus coaxially with the first gearwheel. In other words, the drive shaft can be placed eccentrically to the wheel hub and the vehicle wheel and coupled to the countershaft transmission and to the wheel hub via the countershaft transmission. As a result, it is possible to configure the independent wheel suspension or an axle of the motor vehicle comprising the independent wheel suspension in the manner of a portal axle, wherein however, the axle does not have to be configured as a rigid axle, for example, by using the independent wheel suspension according to the invention, but rather can be configured as an axle with an independent wheel suspension. In addition, it is possible to arrange the drive component at a particularly high level in the vehicle vertical direction, i.e. to install it at a particularly high level, so that a particularly high level of ground clearance can be realized. This ride height can be realized by using the independent wheel suspension, so that a particularly high driving comfort of the motor vehicle can be ensured at the same time.According to the invention, it is provided that the drive component is arranged completely above the gear wheel rotation axes and thus the wheel rotation axis in the vehicle vertical direction. This allows a particularly high level of ground clearance to be realized. The drive component has, for example, an output element, via which the drive component can provide output torques for driving the drive shaft and thus for driving the vehicle wheel. The output element is, for example, an output gearwheel or an output shaft of the drive component and / or is rotatable about an output rotational axis relative to the wheel carrier. In this case, the output rotational axis is arranged completely above the gearwheel rotational axis and thus the wheel rotational axis in the vehicle vertical direction. The drive shaft is connected, for example, rotationally fixedly to the output element. Alternatively or additionally, the drive shaft is connected, for example, rotationally fixedly to the first gearwheel.Alternatively or additionally, it is provided according to the invention that the spring and / or damper element formed separately from the wheel carrier is connected to the wheel carrier at a first connection point. The independent wheel suspension has at least one wheel link which is formed separately from the wheel carrier and separately from the spring and / or damper element. The wheel link is in this case coupled to the wheel carrier in an articulated manner at a second connection point, in particular at a distance from the first connection point. In this case, the first connection point is arranged further below than the second connection point in the vehicle vertical direction.For example, the spring and / or damper element is thus used as a further wheel control arm, by means of which, for example, the vehicle wheel is guided or is to be guided in the transverse direction of the vehicle, in particular relative to the superstructure. For example, the spring and / or damper element is connected to the wheel carrier in a rigid manner in the transverse direction of the vehicle, in particular in a torque-rigid manner. In particular, the spring and / or damper element is firmly connected to the wheel carrier in the vehicle transverse direction, i.e. in the vehicle transverse direction in an unbended manner, so that the vehicle wheel is to be guided or is guided in the vehicle transverse direction by means of the wheel link. In other words, the spring and / or damper element is formed fixed to the wheel carrier at least in the transverse direction of the vehicle.The spring and / or damper element is not necessarily arranged below, in particular completely below, the wheel control arm, but rather, since the first connection point is arranged further below than the second connection point in the vehicle vertical direction, the wheel carrier can be guided by means of the spring and / or damper element at the first connection point and by means of the wheel control arm at the second connection point higher than the first connection point. In this case, the spring and / or damper element is arranged, for example, at least partially further below in the vehicle vertical direction than the wheel control arm. The wheel control arm is, for example, coupled on the one hand in an articulated manner to the wheel carrier and on the other hand at least indirectly and in an articulated manner to the superstructure, so that the wheel control arm allows the compression and rebound and in the process guides the vehicle wheel relative to the superstructure.In order to be able to realize a particularly high ground clearance and a particularly defined guidance of the vehicle wheel, it is provided that the wheel control arm is coupled to the wheel carrier in an articulated manner at a third connection point arranged upstream of the second connection point in the longitudinal direction of the vehicle. This means that the second connection point and the third connection point are arranged one after the other or one behind the other in the vehicle longitudinal direction, wherein the first connection point and the third connection point do not necessarily have to be arranged at the same height with respect to the vehicle vertical direction, but can. In this case, the wheel carrier and the wheel link, which is designed, for example, as a trapezoidal link, form or delimit a through-opening, which is penetrated by the spring and / or damper element. The spring and / or damper element is supported, for example, at a support point at least indirectly, in particular directly, on the superstructure, in particular on a dome of the superstructure, also referred to as a spring dome. Because the spring and / or damper element penetrates the through-opening, a particularly large length of the spring and / or damper element running in the vehicle vertical direction can be created, so that particularly large spring and / or damper paths can be realized. In addition, the vehicle wheel can be guided in a defined manner.The invention is based in particular on the following findings: in order to achieve a great freedom from ground in motor vehicles designed, for example, as off-road vehicles, portal axles are generally installed. Portal axles usually have an upwardly displaced rigid axle with differential gearing and countershaft gearing at respective vehicle wheels. Due to the rigid axle, however, the two wheels of the portal axle are mechanically connected to one another, for which reason the vehicle wheels are limited in their freedom of movement. For this reason, it is desirable to create an independent wheel suspension, by the use of which a ground clearance or a ground clearance of a portal axle can be created, but with the simultaneous feasibility of kinematic advantages of an independent wheel suspension compared to a rigid axle. This can be realized by the independent wheel suspension according to the invention.In particular, it is possible to connect the drive shaft at a point to the countershaft transmission, in particular to the input of the countershaft transmission, wherein the mentioned point is offset in the longitudinal direction of the vehicle with respect to the wheel rotation axis and thus offset with respect to the center of the wheel hub or the vehicle wheel. It is furthermore conceivable for the said location to be situated further upward in the vehicle vertical direction than the wheel rotation axis or the center of the vehicle wheel, as a result of which a particularly high level of ground clearance can be created. In particular, the countershaft transmission enables a positioning of the drive shaft or of the aforementioned location according to particular requirements, so that a particularly high ground clearance can be represented.A further embodiment is characterized in that the drive component is designed as a differential gear. The differential gear is designed, for example, as a bevel differential, which is also referred to as a bevel gear differential. The output element can be an output gearwheel designed as a bevel gear, which can be connected to the drive shaft in a rotationally fixed manner, for example. It is conceivable that the motor vehicle has at least one drive motor, wherein the drive shaft can be driven by the drive motor via the differential gear. The drive motor is, for example, an internal combustion engine or else an electric motor.Furthermore, it is conceivable for the drive component to be designed as an electric machine. The electric machine can be operated, for example, in a motor mode and thus as an electric motor, so that the drive shaft can be driven by the electric machine, in particular in its motor mode. The output element here is, for example, a rotor of the electric machine, the rotor of which can comprise a rotor shaft. For example, the rotor shaft formed separately from the drive shaft is connected to the drive shaft in a rotationally fixed manner.In order to realize a particularly high level of ground clearance, it is provided in a further embodiment of the invention that an imaginary plane running in the vehicle vertical direction or parallel to the vehicle vertical direction, in which plane the wheel rotation axis runs, intersects the spring and / or damper element. For example, the plane is spanned by the vehicle vertical direction and the vehicle transverse direction. In this embodiment, it is thus provided that the spring and / or damper element is arranged at least partially in the plane, so that the plane at least partially intersects the spring and / or damper element.In a further embodiment of the invention, the spring and / or damper element has at least one spring and a hydraulic shock absorber. In principle, it is conceivable that the spring, which is designed, for example, as a helical spring or helical spring, and the shock absorber can be arranged coaxially with respect to one another, such that the spring surrounds at least one length region of the shock absorber.In a further embodiment, however, it is provided that the shock absorber is arranged next to and thus outside the spring. The spring is preferably a mechanical spring and therefore not, for example, a gas spring.A further embodiment is characterized in that the spring and / or damper element is designed as a strut.Finally, it has been shown to be particularly advantageous if the drive shaft is designed as a articulated shaft. The articulated shaft has, for example, a shaft element and at least one articulated part which is connected to the shaft element in an articulated manner. The joint part is connected at least indirectly in a rotationally fixed manner to the first gearwheel, for example, and is preferably arranged coaxially with respect to the first gearwheel, such that the first gearwheel and the joint part are rotatable together or simultaneously relative to the wheel carrier about the first gearwheel axis of rotation. In particular, the articulated shaft is designed as a constant velocity articulated shaft, so that by rotating the articulated part the shaft element can be rotated relative to the wheel carrier, in particular while the shaft element or its longitudinal extension direction runs obliquely to the first gearwheel rotation axis.It is furthermore conceivable for the articulated shaft to have at least one second articulated part which is connected in an articulated manner to the shaft element. For example, the first joint part is connected in an articulated manner to the shaft element at a first end of the shaft element, while the second joint part is connected in an articulated manner to the shaft element at a second end of the shaft element opposite the first end. In this case, for example, the second joint part is connected at least indirectly in a rotationally fixed manner to the output element of the drive component, with the result that the output element and the second joint part can be rotated simultaneously or jointly about the output rotational axis relative to the wheel carrier. By rotating the second joint part, the shaft element is or becomes drivable or driven, wherein, for example, the shaft element or its longitudinal extension direction runs or can run obliquely to the output rotational axis. The articulated shaft can thus permit or compensate for particularly large height differences between the output element and the first gearwheel, while the first gearwheel is driven by the output element via the articulated shaft. In particular, the articulated shaft can allow inward and outward spring movements or relative movements occurring in the vehicle vertical direction between the first gearwheel and the output element and can carry out this with it, in particular while the first gearwheel is connected to the output element via the articulated shaft in a torque-transmitting manner.The invention furthermore relates to a motor vehicle preferably designed as a motor vehicle, in particular as a passenger car. The motor vehicle has at least one vehicle wheel. In addition, the motor vehicle comprises an independent wheel suspension, in particular an independent wheel suspension as has already been described in connection with the independent wheel suspension according to the invention. Via the independent wheel suspension, the vehicle wheel is held in an articulated and at least indirect manner on a structure of the motor vehicle, which structure is preferably designed as a self-supporting body. The vehicle wheel and the independent wheel suspension are, for example, components of an axle which has the vehicle wheel and a second vehicle wheel spaced apart from the vehicle wheel in the transverse direction of the vehicle. The preceding and following explanations regarding the first vehicle wheel can also be easily transferred to the second vehicle wheel and vice versa. If the vehicle wheel is mentioned below, this means the first vehicle wheel unless otherwise stated.The independent wheel suspension system comprises a wheel carrier and a wheel hub rotatably mounted on the wheel carrier, to which wheel hub the vehicle wheel is connected in a rotationally fixed manner. In addition, the independent wheel suspension system comprises at least one spring and / or damper element connected to the wheel carrier, by means of which the wheel carrier and thereby the vehicle wheel are supported on the structure in a sprung and / or damped manner. The independent wheel suspension system additionally comprises a drive component and a drive shaft, via which the wheel hub and thus the vehicle wheel can be driven by the drive component and can thereby be rotated about a wheel rotational axis relative to the wheel carrier.In order to realize a particularly high ground clearance, it is provided according to the invention that a countershaft transmission is integrated into the wheel carrier. The countershaft transmission has a first gearwheel which can be driven by the drive shaft and is thereby rotatable relative to the axle carrier about a first gearwheel rotational axis spaced apart from the wheel rotational axis. In addition, the countershaft transmission comprises a second gearwheel which can be driven by the first gearwheel and is thereby rotatable relative to the wheel carrier about a second gearwheel rotation axis coinciding with the wheel rotation axis. The wheel hub can be driven by the first gearwheel via the second gearwheel. Advantages and advantageous embodiments of the independent wheel suspension according to the invention are to be regarded as advantages and advantageous embodiments of the motor vehicle according to the invention and vice versa.The invention also includes developments of the motor vehicle according to the invention, which have features as have already been described in connection with the developments of the independent wheel suspension according to the invention. For this reason, the corresponding developments of the motor vehicle according to the invention are not described again here.The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus. The invention also includes the combinations of the features of the described embodiments.An embodiment of the invention is described below. The following shows: FIG. 1 is a schematic perspective view of an independent wheel suspension according to the invention; FIG. 2 shows a schematic side view of a detail of the independent wheel suspension; FIG. 3 is a schematic perspective view of the independent wheel suspension, to the wheel hub of which a vehicle wheel is connected in a rotationally fixed manner; FIG. 4 is a schematic side view of the independent wheel suspension; FIG. 5 is a schematic front view of the independent wheel suspension; FIG. 6 is a schematic and sectional front view of the independent wheel suspension; and FIG. 7 shows a schematic sectional view of a detail of the independent wheel suspension.The exemplary embodiment explained below is a preferred embodiment of the invention. In the exemplary embodiment, the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another and that also develop the invention independently of one another. Therefore, the disclosure is intended to include combinations of features of the embodiment other than those illustrated. Furthermore, the described embodiment can also be supplemented by further features of the invention that have already been described.In the figures, identical reference numerals designate functionally identical elements.FIG. 1 shows a schematic perspective view of an independent wheel suspension 10 for a motor vehicle preferably designed as a motor vehicle, in particular as a passenger vehicle. The independent wheel suspension 10 has a wheel carrier 12 and a wheel hub 14, which are mounted rotatably on the wheel carrier 12 and can thereby be rotated about a wheel rotation axis 16 relative to the wheel carrier 12. As can be seen in conjunction with FIGS. 3 and 4, a vehicle wheel 18, also referred to simply as a wheel, of the motor vehicle is connected or can be connected in a rotationally fixed manner to the wheel hub 14. In addition, a brake disk 20 of the motor vehicle is connectable or connected to the wheel hub 14 in a rotationally fixed manner. The brake disk 20 is part of a service brake of the motor vehicle, which can be braked by means of the service brake and thus slowed down or brought to a standstill.The independent wheel suspension 10 also has a spring and / or damper element which is embodied separately from the wheel carrier 12 and is connected to the wheel carrier 12 and which is embodied as a spring strut 22 or is also referred to as a spring strut in the present case. The strut 22 comprises at least or exactly one hydraulic shock absorber 24 which has a housing 26 and a piston unit 28. The piston unit 28 comprises a piston rod 30 and a piston, which is not recognizable in the figures and which is accommodated in the housing 26 in a translatory movable manner and is connected to the piston rod 30. Thus, the piston and piston rod 30 are simultaneously translationally movable relative to the housing 26. As a result, the piston rod 30 can be at least partially retracted into the housing 26 and extended out of the housing 26. In particular, the piston unit 28 is translationally movable relative to the housing 26 along a direction of movement illustrated in FIG. 1 by a double arrow 32.The strut 22 further comprises base members 34 and 36 spaced apart along the direction of travel. The base element 36 is connected, for example, in particular fixedly, to the housing 26. The base element 34 is connected to the piston unit 28, for example, so that the base elements 34 and 36 can be moved translationally relative to one another along the direction of movement. If the piston rod 30 is retracted into the housing 26, the base elements 34 and 36 are moved towards one another along the direction of movement. When the piston rod 30 is extended from the housing 26, the base elements 34 and 36 are moved away from one another along the direction of movement.The suspension strut 22 additionally comprises springs 38 and 40, which in the present case are designed as mechanical springs. In other words, the respective spring 38 or 40 is designed as a spring different from a gas spring. The springs 38 and 40 can be formed from a metallic material or from a plastic, in particular from a fiber-reinforced plastic. In the exemplary embodiment illustrated in the figures, the springs 38 and 40 are designed as helical springs. The springs 38 and 40 are supported along the direction of movement on the one hand at least indirectly, in particular directly, on the base element 36 and thus via the base element 36 on the housing 26 and on the other hand at least indirectly, in particular directly, on the base element 34 and thus via the base element 34 on the piston unit 28. If the base elements 34 and 36 are thus moved towards one another, the springs 38 and 40 are tensioned and in the process compressed. As a result, the springs 38 and 40 each provide a spring force, such that the respective spring force or the respective spring 38 or 40 oppose the retraction of the piston rod 30 and of the housing 26 and bring about or support the extension.Overall, it can be seen that the wheel carrier 12 and thus the vehicle wheel 18 are sprung and damped via the suspension strut 22 on a body 42 of the motor vehicle, which body is illustrated particularly schematically in FIG. 1 and is designed as a self-supporting body, and can be supported or is supported. The suspension strut 22 thus permits relative movements between the wheel carrier 12 and the superstructure 42, wherein these relative movements run at least substantially in the vehicle vertical direction. For example, the direction of movement illustrated by the double arrow 32 coincides with the vehicle vertical direction. The inward and outward spring movements of the wheel carrier 12 are sprung and damped by means of the spring strut 22. During a spring-in movement of the wheel carrier 12, the base elements 34 and 36 are moved towards one another, wherein during a spring-out movement of the wheel carrier 12, the base elements 34 and 36 are moved away from one another. Thus, for example, the base element 34 is a component of the superstructure 42 or is held or supported at least indirectly, in particular directly, on the superstructure 42.It can be seen particularly well in conjunction with FIG. 2 that the independent wheel suspension 10 also has a drive shaft 44, via which the wheel hub 14 and thus the vehicle wheel 18 can be driven by a drive component 46 of the motor vehicle, which is illustrated particularly schematically in the figures, and can thereby be rotated about the wheel rotational axis 16 relative to the wheel carrier 12. The drive component 46 can be a component of the independent wheel suspension 10. For example, the drive component 46 is designed as a differential gear which is installed at a high level in the vehicle and is also referred to simply as a differential, or the drive component 46 is designed as an electric machine and thus as an electric drive which is also referred to as an electric drive. The electric machine is also preferably installed at a high level in the vehicle vertical direction. Particularly high comfort of the motor vehicle can be realized by the independent wheel suspension 10 in comparison with a rigid axle, since kinematic advantages can be provided by the independent wheel suspension 10 compared with a rigid axle.In order to be able to realize a particularly great ground clearance of the motor vehicle at the same time, a countershaft transmission 48, which is also referred to simply as a transmission, is integrated into the wheel carrier 12 shown particularly schematically in FIG. 2, as can be seen particularly well from FIG. 2. The countershaft transmission 48 comprises a first gearwheel 50, which can be driven by the drive shaft 44 and is thereby rotatable relative to the wheel carrier 12 about a first gearwheel rotation axis 52 spaced apart from the wheel rotation axis 16. In particular, the gearwheel 50 is rotatably mounted on the wheel carrier 12, in particular for example via a shaft. The countershaft transmission 48 additionally has a second gearwheel 54 which can be driven by the first gearwheel 50 and is thereby rotatable relative to the wheel carrier 12 about a second gearwheel rotation axis 56 coinciding with the wheel rotation axis 16. In this case, the wheel hub 14 arranged, for example, coaxially with the gearwheel 54 can be driven by the first gearwheel 50 via the second gearwheel 54. In the present case, the countershaft transmission 48 comprises exactly two gearwheels in the form of the gearwheels 50, 54, which in the present case mesh directly with one another.The drive shaft 44 is designed as a articulated shaft and has, for example, a shaft element 58, a first articulated part connected in an articulated manner to the shaft element 58 and a second articulated part connected in an articulated manner to the shaft element 58. The first joint part is, for example, connected in an articulated manner to the shaft element 58 at a first end of the shaft element 58, while the second joint part is connected in an articulated manner to the shaft element 58 at a second end of the shaft element 58 opposite the first end in the axial direction of the shaft element 58. The first joint part is arranged, for example, coaxially to the gearwheel 50 and is connected, in particular, rotationally fixedly to the gearwheel 50.The drive component 46 has an output element which is not recognizable in the figures and which is, for example, an output shaft. The output shaft is rotatable, for example, about an output rotational axis relative to the wheel carrier 12. In this case, for example, the second joint part is arranged coaxially with respect to the output shaft and / or connected to the output shaft in a rotationally fixed manner. If the output shaft or the output element is now rotated about the output rotational axis relative to the wheel carrier 12, the second joint part is thereby rotated about the output rotational axis relative to the wheel carrier 12. As a result, the shaft element 58 is driven by the output element via the second joint part. As a result, the first joint part is driven by the shaft element 58, so that the first joint part is driven by the second joint part or by the output element via the shaft element 58. As a result, the first joint part and, together with this, the gearwheel 50 connected to the first joint part in a rotationally fixed manner are rotated jointly or simultaneously about the first gearwheel axis of rotation 52 relative to the wheel carrier 12. As a result, the gear 54 is driven by the gear 50 and is thus rotated about the wheel rotation axis 16 relative to the wheel carrier 12. As a result, the wheel hub 14 is driven, thereby driving the vehicle wheel 18.The drive component 46 and thus the output element and the output rotational axis are arranged completely above the gear rotational axes 52 and 56 in the vehicle vertical direction, so that, for example, the shaft element 58 extends downward in the vehicle vertical direction starting from the second joint part and, in the process, extends, for example, obliquely to the vehicle vertical direction to the first joint part and thus to the gear wheel 50.The wheel rotation axis 16 extends through the center of the vehicle wheel 18. Overall, it can be seen that the countershaft transmission 48 makes it possible to place the drive shaft 44, in particular the first joint part, and thus a wheel drive eccentrically with respect to the center of the vehicle wheel 18. As a result, it is possible to place the suspension strut 22, which is also referred to as a spring damper leg or is designed as a spring damper leg, at the height of the wheel center, i.e. at the height of the center of the vehicle wheel 18, in particular with respect to the vehicle longitudinal direction, and in the process to guide the drive shaft 44, which is designed as a articulated shaft, laterally past it. In this case, it is preferably provided that the vehicle wheel 18 or an axle comprising the vehicle wheel 18 is deflected in order to avoid excessive displacement paths in the drive shaft 44, which is preferably designed as a articulated shaft. In other words, it is provided in the present case that an imaginary plane running in the vehicle vertical direction, in which the wheel axis of rotation 16 runs, intersects the strut 22.In a particularly advantageous embodiment, the suspension strut 22 is or is pulled downward in the vehicle vertical direction to such an extent that the suspension strut 22 forms a lower link plane, while a wheel link 60 of the independent wheel suspension system, which is pushed far in the vehicle vertical direction and is in the present case configured as a trapezoidal link, forms an upper link plane. The wheel control arm 60 formed separately from the wheel carrier 12 and separately from the suspension strut 22 is coupled in an articulated manner to the wheel carrier 12 at at least or exactly two connecting points V 1 and V 2 arranged successively in the longitudinal direction of the vehicle. The longitudinal direction of the vehicle is illustrated in FIGS. 1, 3 and 4 by a double arrow 62. The suspension strut 22 is formed separately from the wheel carrier 12 per se and is connected to the wheel carrier 12 at a connection point V 3. In this case, the connection point V 3 is arranged below the connection points V 1 and V 2 in the vehicle vertical direction, as a result of which particularly large spring and damper paths can be realized. The vehicle vertical direction is illustrated in FIGS. 1 and 3 by a double arrow 64.In addition, it can be seen particularly well from FIGS. 1 and 3 that the wheel carrier 12 and the wheel link 60 embodied in the present case as a trapezoidal link delimit a through-opening 66, in particular completely. In this case, the strut 22, in particular the shock absorber 24 and in this case preferably the housing 26, penetrates the through opening 66. the strut 22 can thereby extend in the vehicle vertical direction from top to bottom to the connection point V 3. This makes it possible for the suspension strut 22 to be connected particularly far down to the wheel carrier 12 in the vehicle vertical direction. As a result, particularly large spring displacements can be realized and a very high camber stiffness can be represented. The suspension arm 60 pushed far upward, i.e. the suspension arm 60 arranged far upward in the vehicle vertical direction, can prevent an undesired rotation of the wheel carrier 12 and enables a very high level of ground clearance. As an alternative to this embodiment, it is conceivable to provide the independent wheel suspension 10 or the axle with a tie rod and / or a trapezoidal link or a wheel link 60 with couplings and thereby to realize a particularly advantageous elastokinematic self-steering behavior.FIG. 5 shows the independent wheel suspension 10 in a schematic front view. In FIG. 5, a floor on which the motor vehicle is supported downward in the vehicle vertical direction via the vehicle wheel 18 is denoted by 68, the vehicle wheel 18 directly contacting the floor 68. In addition, the aforementioned, particularly large ground clearance that can be realized by the independent wheel suspension 10 is illustrated in FIG. 5 by a double arrow 70.FIG. 6 shows the independent wheel suspension 10 in a sectional front view, wherein a region denoted by B in FIG. 6 is depicted in an enlarged manner in FIG. 7. The connection point V 3 at which the suspension strut 22 is connected to the wheel carrier 12 in a torque-stiff manner at least in the vehicle transverse direction can be seen particularly well from FIGS. 6 and 7. As a result, the strut 22 is fixed to the wheel carrier at the connection point V 3, with the result that the strut 22 is wheel-guiding in the vehicle transverse direction. In other words, the vehicle wheel 18 is guided in the vehicle transverse direction by means of the suspension strut 22. Furthermore, in FIG. 6, a support base to the body (structure 42) is illustrated by a double arrow 72.

Claims

Independent wheel suspension (10) for a motor vehicle, having at least one wheel carrier (12), having a wheel hub (14) which is rotatably mounted on the wheel carrier (12) and to which a vehicle wheel (18) of the motor vehicle can be connected in a rotationally fixed manner, having at least one spring and / or damper element (22) which is connected to the wheel carrier (12) and via which the wheel carrier (12) can be supported on a superstructure (42) of the motor vehicle in a sprung and / or damped manner, and having a drive shaft (44) via which the wheel hub (14) and therefore the vehicle wheel (18) can be driven by a drive component (46) of the motor vehicle and can thereby be rotated about a wheel rotational axis (16) relative to the wheel carrier (12), wherein a countershaft transmission (48) is integrated into the wheel carrier (12), which transmission has: - a first gearwheel (50), which can be driven by the drive shaft (44) and is thereby rotatable relative to the wheel carrier (12) about a first gear rotation axis (52) spaced apart from the wheel rotation axis (16); and - a second gear (54) which can be driven by the first gear (50) and is thereby rotatable relative to the wheel carrier (12) about a second gear rotation axis (56), which coincides with the wheel rotation axis (16), wherein the wheel hub (14) can be driven by the first gear (50) via the second gear (54), characterized in that - the drive component (46) is arranged completely above the gear rotation axes (52, 56) in the vehicle vertical direction (64), and / or - the spring and / or damper element (22) formed separately from the wheel carrier (12) is connected to the wheel carrier (12) at a first connection point (V3), wherein a wheel control arm (60) formed separately from the wheel carrier (12) and separately from the spring and / or damper element (22) is coupled in an articulated manner to the wheel carrier (12) at a second connection point (V 1), wherein the first connection point (V 3) is arranged further below than the second connection point (V 1) in the vehicle vertical direction (64), and wherein the wheel control arm (60) is coupled in an articulated manner to the wheel carrier (12) at a third connection point (V 2) arranged (60) upstream of the second connection point in the vehicle longitudinal direction (62), wherein the wheel carrier (12) and the wheel control arm (60) delimit a through-opening (66) which is penetrated by the spring and / or damper element (22).Independent wheel suspension (10) according to Claim 1, characterized in that the drive component (46) is designed as a differential gear or as an electric machine.Independent wheel suspension (10) according to one of the preceding claims, characterized in that a plane which extends in the vehicle vertical direction (64) and in which the wheel axis of rotation (16) extends intersects the spring and / or damper element (22).Independent wheel suspension (10) according to one of the preceding claims, characterized in that the spring and / or damper element (22) has at least one spring (38, 40) and a hydraulic shock absorber (24) which is arranged next to the spring (38, 40).Independent wheel suspension (10) according to one of the preceding claims, characterized in that the spring and / or damper element (22) is designed as a strut (22).Independent wheel suspension (10) according to one of the preceding claims, characterized in that the drive shaft (44) is designed as a articulated shaft.Motor vehicle, having at least one vehicle wheel (18), and having an independent wheel suspension (10), via which the vehicle wheel (18) is held in an articulated and at least indirect manner on a superstructure (42) of the motor vehicle, wherein the independent wheel suspension (10) has: - a wheel carrier (12); - a wheel hub (14), which is mounted rotatably on the wheel carrier (12) and to which the vehicle wheel (18) is connected in a rotationally fixed manner; - at least one spring and / or damper element (22), which is connected to the wheel carrier (12) and via which the wheel carrier (12) and, as a result, the vehicle wheel (18) are supported on the superstructure (42) in a sprung and / or damped manner; - a drive component (46); a drive shaft (44), via which the wheel hub (14) and thereby the vehicle wheel (18) can be driven by the drive component (46) and can thereby be rotated about a wheel rotation axis (16) relative to the wheel carrier (12), - a countershaft transmission (48) integrated into the wheel carrier (12), which transmission has: ◯ a first gearwheel (50), which can be driven by the drive shaft (44) and can thereby be rotated relative to the wheel carrier (12) about a first gearwheel rotation axis (52) spaced apart from the wheel rotation axis (16); and ◯ a second gearwheel (54), which can be driven by the first gearwheel (50) and can thereby be rotated relative to the wheel carrier (12) about a second gearwheel rotation axis (56), which coincides with the wheel rotation axis (16), wherein the wheel hub (14) can be driven by the first gearwheel (50) via the second gearwheel (54), characterized in that, the drive component (46) being arranged completely above the gear axes of rotation (52, 56) in the vehicle vertical direction (64), and / or the spring and / or damper element (22) formed separately from the wheel carrier (12) being connected to the wheel carrier (12) at a first connection point (V3), wherein a wheel link (60) formed separately from the wheel carrier (12) and separately from the spring and / or damper element (22) is coupled in an articulated manner to the wheel carrier (12) at a second connection point (V1), wherein the first connection point (V3) is arranged further below than the second connection point (V1) in the vehicle vertical direction (64), and wherein the wheel control arm (60) is coupled in an articulated manner to the wheel carrier (12) at a third connection point (V2) arranged (60) in front of the second connection point in the vehicle longitudinal direction (62), wherein the wheel carrier (12) and the wheel control arm (60) delimit a through-opening (66) which is penetrated by the spring and / or damper element (22).

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