Steerable independent suspension

Abstract

The invention relates to a steerable independent wheel suspension (1) designed as a steerable double wishbone suspension (1) for a motor vehicle (2). The independent wheel suspension (1) has at least one lower wishbone (3) and at least one upper wishbone (4). The invention is characterized in that the lower wishbone (3) is connected to a wheel carrier (5) via a first ball joint (26). Furthermore, the upper wishbone (4) is connected to a spring carrier (7) via a rigid hinge joint (6). Simultaneously, the wheel carrier (5) is connected to the spring carrier (7) by a second ball joint (8) and a third ball joint (9).

Description

[0001] The invention relates to a steerable independent wheel suspension, designed as a steerable double wishbone suspension for a motor vehicle, according to the preamble of patent claim 1.

[0002] Steerable independent wheel suspensions designed as steerable double wishbone suspensions for motor vehicles are known from the prior art. For example, WO 2021 / 094039 A1 describes such an independent wheel suspension. The independent wheel suspension has at least one upper wishbone and at least one lower wishbone, wherein the upper wishbone is operatively connected to a wheel carrier in an articulated manner at an upper kinematic point, and the lower wishbone is operatively connected to the wheel carrier in an articulated manner at a lower kinematic point, and the two kinematic points simultaneously define a linear steering axis around which the wheel carrier can be pivoted for the purpose of steering the motor vehicle. The independent wheel suspension also has a spring for cushioning relative movements between a chassis and wheel-guiding components of the independent wheel suspension, such as the wheel carrier and the wishbones.The spring has a spring axis that is at least substantially congruent with the steering axis.

[0003] The object of the invention is to provide a steerable independent wheel suspension having an alternative design.

[0004] This object is achieved according to the present invention by a generic steerable independent wheel suspension, which additionally has the characterizing features of patent claim 1.

[0005] Preferred embodiments and further developments are the subject of the subclaims and the following description.

[0006] The invention accordingly provides a steerable independent wheel suspension designed as a steerable double wishbone suspension for a motor vehicle. The independent wheel suspension has at least one lower wishbone and at least one upper wishbone. According to the invention, the lower wishbone is connected to a wheel carrier via a first ball joint, and the upper wishbone is connected to a spring carrier via a rigid hinge joint. At the same time, the wheel carrier is connected to the spring carrier via a second ball joint and a third ball joint.

[0007] The present invention, in particular the rigid hinge joint connecting the upper wishbone to the spring support, eliminates the need for a coupling rod. Without the rigid hinge joint, such a coupling rod would be necessary to prevent uncontrolled rotation of the spring support. A rigid hinge joint within the meaning of the present invention is a backlash-free hinge joint without any flexibility, for example, caused by elastomeric joint components. In particular, the rigid hinge joint has a rolling bearing. In particular, the rolling bearing is designed as a tapered roller bearing. The second ball joint and the third ball joint replace the through-bearing steering knuckles known from the prior art. In particular, the first ball joint, the second ball joint, and the third ball joint are maintenance-free ball joints.In particular, the first ball joint and / or the second ball joint and / or the third ball joint have a rotatable and pivotable joint ball that is supported by a sliding bearing. In particular, the first ball joint and / or the second ball joint and / or the third ball joint have a bearing shell for receiving the sliding-bearing joint ball.

[0008] In particular, the cross member connection point, at which the lower wishbone is connected to the wheel carrier via the first ball joint, is located below a wheel axle of a vehicle wheel that is supported by the steerable independent wheel suspension. In particular, the cross member connection point, at which the upper wishbone is connected to the spring carrier via the rigid hinge joint, is located above the wheel axle of the vehicle wheel that is supported by the steerable independent wheel suspension. The wishbones can be designed as cast parts, forged parts, or as so-called assembled wishbones, which consist of several rigidly interconnected individual components. The same applies to the wheel carrier, whereby an assembled version here is preferably designed as a welded construction. The motor vehicle is, in particular, a commercial vehicle.The wheel load that the steerable independent wheel suspension has to bear when installed is approximately eight to ten tonnes.

[0009] In an installed state, the upper wishbone and the lower wishbone are connected, in particular in an articulated manner, to a vehicle frame of the motor vehicle with their ends facing away from the wheel carrier. In particular, the upper wishbone and the lower wishbone are of different lengths starting from the wheel carrier. In particular, the lower wishbone is longer than the upper wishbone, measured in an installed position in a motor vehicle and at the same time in a vehicle transverse direction. The terms “lower wishbone” and “upper wishbone” commonly used in the field refer to an installation situation in a motor vehicle, whereby the lower wishbone, in an installed state, has a smaller distance to a surface, for example a roadway, than the upper wishbone.

[0010] In this case, an independent wheel suspension is understood to mean a wheel suspension for multi-track road vehicles in which two wheels opposite one another in a transverse direction of the vehicle can deflect independently of one another. At the same time, independent wheel suspensions are characterized by the fact that such connected wheels are mechanically coupled to a vehicle frame. In contrast, wheels of rigid axles are rigidly coupled to the frame. In the context of the present invention, a vehicle wheel is understood to be the combination of all components that are non-rotatable relative to one another but rotatable relative to the wheel carrier. Essential components of the vehicle wheel are a tire and a rim. In particular, the independent wheel suspension is part of a steered axle of a commercial vehicle. The steered axle can be a driven axle or a non-driven axle. In particular, the steered axle is a front axle.In particular, the steerable independent wheel suspension is a steerable front wheel independent wheel suspension.

[0011] Advantageously, the wheel carrier can be pivoted relative to the spring carrier by means of the second ball joint and the third ball joint.

[0012] Another advantageous feature is that the wheel carrier surrounds the spring carrier in the area of ​​the second ball joint. At the same time, the spring carrier surrounds the wheel carrier in the area of ​​the third ball joint. This arrangement enables the use of pre-assembled components, for example, by pre-assembling the second ball joint with its joint ball into the wheel carrier and the third ball joint with its joint ball into the spring carrier.

[0013] The center axes of the first ball joint, the second ball joint, and the third ball joint preferably define a steering axis. In the present case, a steering axis is an axis about which the wheel carrier can be pivoted for the purpose of steering the motor vehicle when the steering is turned. The steering axis extends substantially in a vertical direction of the vehicle. In particular, when viewed in a longitudinal direction of the vehicle, the steering axis has a slight inclination such that the first ball joint is arranged further outwardly of the vehicle than the second ball joint, and at the same time, the second ball joint is arranged further outwardly of the vehicle than the third ball joint. In particular, the steerable independent wheel suspension has a positive steering roll radius when installed in a vehicle.For steerable vehicle axles, the steering roll radius is the horizontal distance between the centerline of the vehicle wheel and the point where the steering axle intersects the road surface. A positive steering roll radius is defined as the distance between the centerline of the wheel and the road surface. The advantage of a positive steering roll radius is more stable straight-line travel.

[0014] A ball stud of the second ball joint and a ball stud of the third ball joint are expediently positioned facing each other. This arrangement makes it possible to connect the wheel carrier, which is provided with the pre-assembled second ball joint, and the spring carrier, which is provided with the pre-assembled third ball joint, by means of an assembly movement that occurs essentially in the vertical direction of the vehicle. The conical ball stud of the second ball joint engages a correspondingly shaped receiving bore in the spring carrier, and the likewise conical ball stud of the third ball joint engages a correspondingly shaped receiving bore in the wheel carrier.

[0015] When the steerable independent wheel suspension is installed, the second ball joint and the third ball joint preferably experience a compressive load on their respective joint balls. Such an arrangement is particularly advantageous because ball joints can withstand significantly higher forces under such a compressive load than under tensile load. When the ball joint is subjected to tensile load, an attempt is made to pull the joint ball out of the housing that houses it. Because the second ball joint and the third ball joint are subjected to a compressive load, these two ball joints can be designed smaller than would be the case under tensile load in the installed state.

[0016] Advantageously, a pivot axis of the rigid hinge joint, when the steerable independent wheel suspension is installed, is offset from the steering axle in a transverse direction of the vehicle. In particular, the offset extends from the steering axis to the outside of the vehicle. In particular, the spring support has an offset at its upper end, which also extends from the steering axis to the outside of the vehicle. In this way, the upper wishbone can be made longer. This is advantageous if, due to its design, the upper wishbone can only execute relatively small pivot angles in its connection or mounting on the vehicle frame during compression and rebound of the steerable independent wheel suspension. This can be the case, for example, when using rubber-metal joints, which are also referred to as claw joints or molecular joints.In particular, the pivot axis of the rigid hinge joint extends at least substantially in a vehicle longitudinal direction. In particular, the pivot axis of the vehicle frame-side connection of the upper wishbone and / or the pivot axis of the vehicle frame-side connection of the lower wishbone extends in a vehicle longitudinal direction. In particular, the pivot axes of the vehicle frame-side connections of the upper wishbone and the lower wishbone extend parallel to one another. In particular, the pivot axis of the rigid hinge joint extends parallel to the pivot axis of the vehicle frame-side connection of the upper wishbone and / or to the pivot axis of the vehicle frame-side connection of the lower wishbone. The offset results in an inclined position of the steering axis, which in turn can achieve a relatively small steering roll radius.This has a positive effect on the service life of a vehicle tire because tire wear is relatively low.

[0017] Advantageously, an air spring damper module is pivotably connected to the spring carrier and simultaneously free of lateral forces, with a spring axis of the air spring damper module extending in the vertical direction of the vehicle when the steerable independent wheel suspension is installed. In particular, the spring axis extends vertically without tilt when viewed in the longitudinal direction of the vehicle and / or when viewed in the transverse direction of the vehicle. In particular, the air spring damper module is operatively connected to the wheel carrier. In particular, the air spring damper module has a telescopic vibration damper and a rolling piston with an opening that is placed over the upper end of the vibration damper.In particular, the air spring damper module comprises an air spring part, which, in addition to the rolling piston, also includes an air spring bellows that at least partially defines a working chamber filled with compressed air and rolls along the rolling piston when the air spring damper module is compressed, forming a rolling fold. In particular, the pivoting and simultaneously lateral-force-free connection of the air spring damper module to the spring carrier has a pivot axis that extends in a vehicle's longitudinal direction.

[0018] Connecting the air spring damper module to the spring carrier is advantageous compared to connecting the air spring damper module to the lower control arm at a location that is spaced apart from the first ball joint in a vehicle transverse direction toward the vehicle center. This is due to the fact that the forces acting on the first ball joint in the vehicle vertical direction are reduced, thus allowing a longer service life of the first ball joint to be achieved. Furthermore, a favorable 1:1 transmission ratio is achieved between a vehicle wheel, which is connected to the wheel carrier of the steerable independent wheel suspension, and the air spring damper module. In this way, the operating pressure in the air spring part of the air spring damper module can be reduced compared to the previously described attachment of the same to the lower control arm.The alignment of the spring axis in the vehicle's vertical direction results in a very favorable force flow from the air spring damper module via the spring carrier and finally directly into the wheel carrier. Due to the previously described slight inclination of the steering axis, in conjunction with the spring axis extending vertically in the vehicle's vertical direction, a force component is created when installed that attempts to pull the spring carrier toward the center of the vehicle. This provides additional stability to the arrangement. Furthermore, the alignment of the air spring damper module in the vehicle's vertical direction is particularly space-saving.

[0019] Preferably, a spring support connection point, in which the air spring damper module is pivotably connected to the spring support and at the same time free of lateral forces, is arranged in an installed state of the steerable independent wheel suspension and when viewed in the vehicle vertical direction substantially between the second ball joint and the third ball joint or substantially at the level of the third ball joint.

[0020] The spring support connection point is advantageously located between the second ball joint and the center of a wheel supported by the steerable independent wheel suspension when the steerable independent wheel suspension is installed and viewed vertically. The smaller the distance between the spring support connection point and the lower wishbone, viewed vertically, the more compact the steerable independent wheel suspension is in the vehicle's vertical direction. A compact design in the vehicle's vertical direction has the advantage that, when installed, more space is available for components arranged above the air spring damper module, such as a driver's cab.

[0021] According to an alternative embodiment, the spring support has an opening for the passage of a drive shaft below the spring support connection point, as viewed in the vertical direction of the vehicle. With such a configuration, the steerable independent wheel suspension can be part of a driven vehicle axle with a drive shaft passing through it, or alternatively, part of a non-driven vehicle axle without a drive shaft passing through it.

[0022] A spring support connection point, in which the air spring damper module is pivotably connected to the spring support without lateral force, is advantageously located essentially at the level of the center of the lower wishbone when the steerable independent wheel suspension is installed and viewed in the vehicle's transverse direction. Such an arrangement allows for large steering angles because a vehicle wheel only contacts the air spring damper module at a relatively large steering angle.

[0023] The rigid hinge joint is advantageously connected directly to the spring carrier. This allows for a particularly compact design.

[0024] Preferably, there is a free space between the second ball joint and the third ball joint for the passage of a drive shaft. The presence of this free space makes it possible to use the steerable independent wheel suspension as a driven independent wheel suspension or, alternatively, as a non-driven independent wheel suspension.

[0025] The steerable independent wheel suspension is advantageously suitable for realizing a maximum steering angle of more than 60 degrees, preferably up to 63 degrees, in an installed state. In the context of the present invention, the maximum steering angle is understood to be the maximum possible acute angle, when viewed from above, between a vehicle wheel center plane and a vehicle longitudinal direction, at which the vehicle wheel just does not touch adjacent components. Such large maximum steering angles make it possible to achieve a particularly small turning circle in commercial vehicles, for example buses. This is particularly advantageous when maneuvering. In practice, such maximum steering angles in commercial vehicles, in particular buses, are usually between 55 degrees and 56 degrees, as far as the applicant knows.

[0026] The invention is explained in more detail below with reference to drawings illustrating exemplary embodiments only, in which like reference numerals refer to like components or elements. Herein: Fig. 1 shows a perspective view of a steerable independent wheel suspension according to a first embodiment of the invention in an installed state in a motor vehicle; Fig. 2 in a two-dimensional, partially schematic representation of the steerable independent wheel suspension of Fig. 1, viewed in the direction of travel of the motor vehicle; Fig. 3 in a sectional view the steerable independent wheel suspension of Fig. 2; Fig. 4 in a two-dimensional representation the steerable independent wheel suspension of Fig. 1, viewed from inside the vehicle; Fig. 5 in a two-dimensional, partially schematic representation a top view of the steerable independent wheel suspension of Fig. 1 in a maximum steering position; Fig. 6 shows a perspective view of a steerable independent wheel suspension according to a second embodiment of the invention in an installed state in a motor vehicle and Fig. 7 shows a sectional view of the steerable independent wheel suspension Fig. 6, viewed in the direction of travel of the motor vehicle.

[0027] Fig. 1 shows a steerable independent wheel suspension 1, which is designed as a steerable double wishbone suspension for a motor vehicle 2 ( Fig. 2). The steerable independent wheel suspension 1 is shown in an installed state in the motor vehicle 2, wherein the motor vehicle 2 is a commercial vehicle, in particular a bus. In the bus 2, the steerable independent wheel suspension 1 is arranged at the front left; i.e., approximately in the area below the driver in a left-hand drive bus. The steerable independent wheel suspension 1 has a lower wishbone 3, which is connected to a wheel carrier 5. Furthermore, the steerable independent wheel suspension 1 has an upper wishbone 4, which is connected to a spring carrier 7. The wheel carrier 5 carries a vehicle wheel 21, which has an air-filled vehicle tire and a vehicle rim. Furthermore, the steerable independent wheel suspension 1 has an air spring damper module 13, which is supported on the spring carrier 7 and is operatively connected to the wheel carrier 5. The spring carrier 7 is pivotally connected to the wheel carrier 5.A tie rod 23 is connected to the wheel carrier 5 in an articulated manner.

[0028] Fig. Figure 2 shows the steerable independent wheel suspension 1, which is connected to a schematically illustrated vehicle frame 24 of the motor vehicle 2. The vehicle wheel 21 rests on a roadway 25. The air spring damper module 13 is pivotally connected to the spring support 7 in a manner that is free of lateral forces, with a spring axis 14 of the air spring damper module 13 extending in a vertical direction z of the vehicle in the illustrated installed state of the steerable independent wheel suspension 1.

[0029] In Fig. 3 it can be seen that the lower wishbone 3 is connected to the wheel carrier 5 via a first ball joint 26 and the upper wishbone 4 is connected to the spring carrier 7 via a rigid hinge joint 6. The wheel carrier 5 is connected to the spring carrier 7 by a second ball joint 8 and a third ball joint 9. At the same time, the wheel carrier 5 can be pivoted relative to the spring carrier 7 by the second ball joint 8 and the third ball joint 9. In the area of ​​the second ball joint 8, the wheel carrier 5 engages around the spring carrier 7. At the same time, the spring carrier 7 engages around the wheel carrier 5 in the area of ​​the third ball joint 9. The center axes of the first ball joint 26, the second ball joint 8 and the third ball joint 9 define a steering axis 10. A ball stud 11 of the second ball joint 8 and a ball stud 12 of the third ball joint 9 face one another.In the illustrated installed state of the steerable independent wheel suspension 1, the second ball joint 8 and the third ball joint 9 experience a compressive load on their respective joint balls.

[0030] A pivot axis S of the rigid hinge joint 6 is offset V from the steering axis 10 in a vehicle transverse direction y. The air spring damper module 13 is connected to the spring support 7 in a pivotally movable and simultaneously transverse-force-free manner. The pivotally movable and simultaneously transverse-force-free connection of the air spring damper module 13 to the spring support 7 has a pivot axis that extends in a vehicle longitudinal direction x. The air spring damper module 13 has a telescopic vibration damper and a rolling piston, which is fitted with an opening over the upper end of the vibration damper. Furthermore, the air spring damper module 13 has an air spring part, which in addition to the rolling piston also includes an air spring bellows, which at least partially delimits a working space filled with compressed air and rolls on the rolling piston when the air spring damper module 13 is compressed, forming a rolling fold.

[0031] When viewed in the vehicle's vertical direction z, a spring support connection point 15, in which the air spring damper module 13 is pivotally connected to the spring support 7 without any lateral forces, is arranged between the second ball joint 8 and the third ball joint 9. At the same time, the spring support connection point 15 is arranged between the second ball joint 8 and a wheel center of the vehicle wheel 21 carried by the steerable independent wheel suspension 1. Furthermore, the spring support connection point 15, when viewed in the vehicle's transverse direction y, is arranged essentially at the level of the center of the lower wishbone 3. The rigid hinge joint 6 is connected directly to the spring support 7. Between the second ball joint 8 and the third ball joint 9 there is a free installation space 16 for the passage of a drive shaft.The steerable independent wheel suspension 1 has a positive steering roll radius r, which is defined as the distance measured in the vehicle transverse direction y between a vehicle wheel center plane 22 and the point at which the steering axle 10 passes through a roadway 25, wherein the point at which the steering axle 10 passes through is spaced from the vehicle wheel center plane 22 inwards towards the vehicle.

[0032] Fig. Figure 4 shows the steerable independent wheel suspension 1, viewed from the inside of the vehicle. It is designed as a steerable double wishbone suspension. The pivot axis 20 of the vehicle frame-side connection 17 of the upper wishbone 4 and the pivot axis 27 of the vehicle frame-side connection 18 of the lower wishbone 3 extend in the vehicle longitudinal direction x. Furthermore, the pivot axes 20, 27 of the two vehicle frame-side connections 17, 18 of the upper wishbone 4 and the lower wishbone 3 extend parallel to each other. The pivot axis S of the rigid hinge joint 6, which is covered here by the air spring damper module 13, extends parallel to the pivot axis 20 of the vehicle frame-side connection 17 of the upper wishbone 4 and to the pivot axis 27 of the vehicle frame-side connection 18 of the lower wishbone 4. The upper wishbone 4 and the lower wishbone 3 are connected to the vehicle frame 24 ( Fig. 2), whereby only one of two claw joints 19 is shown here for each wishbone 3, 4. The spring axis 14 of the air spring damper module 13 extends in the vehicle's vertical direction, z.

[0033] In Fig. 5 shows that the steerable independent wheel suspension 1 is capable of achieving a maximum steering angle α of more than 60 degrees in the installed state. A steering angle α of 63 degrees is shown. The steering angle is measured as the acute angle between the vehicle wheel center plane 22 and the vehicle longitudinal direction x, at which the vehicle wheel 21 just does not touch adjacent components. When viewed together with Fig. 2 it is clear that the vehicle wheel 21 does not touch the vehicle frame 24, but is partially arranged under the vehicle frame 24.

[0034] Fig. 6 shows a steerable independent wheel suspension 1, which is designed as a steerable double wishbone suspension for a motor vehicle 2 and which differs from the steerable independent wheel suspension according to Fig. 1 only by a geometrically different spring carrier 7. The steerable independent wheel suspension according to Fig. 6 is suitable for a drivable or, alternatively, a non-drivable vehicle wheel 21. The spring carrier 7 is arranged in the vehicle's vertical direction z between the lower wishbone 3 and the upper wishbone 4 and supports the air spring damper module 13.

[0035] In Fig. 7 shows that the spring support connection point 15, when viewed in the vehicle's vertical direction z, is arranged essentially at the level of the third ball joint 9. At the same time, the spring support 7 has an opening 28 below the spring support connection point 15 for the passage of a drive shaft (not shown). Reference symbol 1 steerable independent suspension, steerable double wishbone suspension 2 Motor vehicle, commercial vehicle, bus 3 lower wishbone 4 upper wishbone 5 wheel carriers 6 rigid hinge joint 7 spring carriers 8 second ball joint 9 third ball joint 10 Steering axle 11 Ball stud of the second ball joint 12 ball studs of the third ball joint 13 Air spring damper module 14 Spring axle 15 Spring support connection point 16 free installation space 17 Vehicle frame connection of the upper wishbone 18 Vehicle frame connection of the lower wishbone 19 Rubber-metal joint, claw joint, molecular joint 20 Swivel axis of the vehicle frame connection 21 vehicle wheel 22 Vehicle wheel center plane 23 Tie rod 24 vehicle frames 25 roadway 26 first ball joint 27 Swivel axis of the vehicle frame connection 28 Breakthrough x Vehicle longitudinal direction y vehicle transverse direction z Vehicle vertical direction r steering roll radius S Swivel axis of the rigid hinge joint V Offset α steering angle QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] WO 2021 / 094039 A1

[0002]

Claims

[1] Steerable independent wheel suspension (1), designed as a steerable double wishbone suspension (1) for a motor vehicle (2), the independent wheel suspension (1) comprising at least one lower wishbone (3) and at least one upper wishbone (4), characterized by that the lower wishbone (3) is connected to a wheel carrier (5) via a first ball joint (26) and that the upper wishbone (4) is connected to a spring carrier (7) via a rigid hinge joint (6) and that the wheel carrier (5) is simultaneously connected to the spring carrier (7) by a second ball joint (8) and a third ball joint (9). [2] Steerable independent wheel suspension (1) according to claim 1, characterized by that the wheel carrier (5) is pivotable relative to the spring carrier (7) by means of the second ball joint (8) and the third ball joint (9). [3] Steerable independent wheel suspension (1) according to claim 1 or 2, characterized bythat the wheel carrier (5) engages around the spring carrier (7) in the area of the second ball joint (8) and that the spring carrier (7) simultaneously engages around the wheel carrier (5) in the area of the third ball joint (9). [4] Steerable independent wheel suspension (1) according to one of the preceding claims, characterized by that the center axes of the first ball joint (26), the second ball joint (8) and the third ball joint (9) define a steering axis (10). [5] Steerable independent wheel suspension (1) according to one of the preceding claims, characterized by that a ball stud (11) of the second ball joint (8) and a ball stud (12) of the third ball joint (9) face each other. [6] Steerable independent wheel suspension (1) according to one of the preceding claims, characterized by that the second ball joint (8) and the third ball joint (9) experience a compressive load on their respective joint balls in an installed state of the steerable independent wheel suspension (1). [7] Steerable independent wheel suspension (1) according to claim 4, characterized by that a pivot axis (S) of the rigid hinge joint (6) in the installed state of the steerable independent wheel suspension (1) has an offset (V) in a vehicle transverse direction (y) to the steering axis (10). [8] Steerable independent wheel suspension (1) according to one of the preceding claims, characterized by that an air spring damper module (13) is connected to the spring carrier (7) in a pivotable and at the same time free of transverse forces, wherein a spring axis (14) of the air spring damper module (13) extends in a vehicle vertical direction (z) in the installed state of the steerable independent wheel suspension (1). [9] Steerable independent wheel suspension (1) according to claim 8, characterized byin that a spring support connection point (15), in which the air spring damper module (13) is pivotally and simultaneously free of lateral forces connected to the spring support (7), is arranged in an installed state of the steerable independent wheel suspension (1) and when viewed in the vehicle vertical direction (z) substantially between the second ball joint (8) and the third ball joint (9) or substantially at the level of the third ball joint (9). [10] Steerable independent wheel suspension (1) according to claim 9, characterized by that the spring support connection point (15) is arranged in an installed state of the steerable independent wheel suspension (1) and when viewed in the vehicle vertical direction (z) between the second ball joint (8) and a wheel center of a vehicle wheel (21) carried by the steerable independent wheel suspension (1). [11] Steerable independent wheel suspension (1) according to claim 9, characterized bythat the spring support (7), when viewed in the vehicle vertical direction (z), has an opening (28) below the spring support connection point (15) for the passage of a drive shaft. [12] Steerable independent wheel suspension (1) according to claim 8, characterized by that a spring support connection point (15), in which the air spring damper module (13) is pivotally and simultaneously free of transverse forces connected to the spring support (7), is arranged in an installed state of the steerable independent wheel suspension (1) and when viewed in a vehicle transverse direction (y) substantially at the level of the center of the lower wishbone (3). [13] Steerable independent wheel suspension (1) according to one of the preceding claims, characterized by that the rigid hinge joint (6) is directly connected to the spring carrier (7). [14] Steerable independent wheel suspension (1) according to one of the preceding claims, characterized bythat there is a free space (16) between the second ball joint (8) and the third ball joint (9) for the passage of a drive shaft. [15] Steerable independent wheel suspension (1) according to one of the preceding claims, characterized by that the steerable independent wheel suspension (1) is suitable for realizing a maximum steering angle (α) of more than 60 degrees, preferably of up to 63 degrees, in an installed state.

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