Wheel suspension and motor vehicle

Abstract

The invention relates to a wheel suspension (3) with a wheel (4) for supporting the motor vehicle (1) on a roadway (5), with a wheel carrier (7) on which the wheel (4) is mounted and which has an upper support area (13) and a lower support area (14), with a linkage (8) which is pivotably mounted on the wheel carrier (7) in the upper support area (13) about a first axis (A1), with a coupling (9) which is pivotably mounted on the wheel carrier (7) in a side area (15) of the wheel carrier (7) about a second axis (A2), with a connecting rod (10) for articulatedly connecting the linkage (8) to the coupling (9), which is mounted on the coupling (9) by means of a coupling bearing (16), with an upper link assembly (11) which is pivotably mounted on the linkage (8) about a third axis (A3), and with a lower Handlebar assembly (12) which is pivotably mounted on the coupling (9) by means of a lower handlebar bearing (19). For simple camber adjustment, the linkage (9), the lower control arm bearing (19) and the linkage bearing (16) are aligned such that a fourth axis (A4), which extends through the lower control arm bearing (19) and the linkage bearing (16), intersects the second axis (A2) at an instantaneous center of rotation (P), which, when the wheel suspension (3) is mounted on the motor vehicle (1), is located below the wheel suspension (3) and in the area of ​​a road surface (E).

Description

[0001] The present invention relates to a wheel suspension for a wheel of a motor vehicle. The invention also relates to a motor vehicle equipped with such a wheel suspension.

[0002] From DE 10 2019 117 991 A1, a multi-link wheel suspension is known which has a wheel carrier and several control arms, wherein a first, upper control arm and a second, lower control arm each extend at least partially in the longitudinal direction of the vehicle and are designed to at least partially support longitudinal forces introduced into the wheel carrier on the motor vehicle, wherein the independent wheel suspension is designed such that, in a functional installation state of the independent wheel suspension in a motor vehicle, a movement of the first and second control arms resulting from a longitudinal force acting in the wheel center and directed rearward in the longitudinal direction of the vehicle is supported by a first defined longitudinal compliance, and a movement resulting from a braking force acting in the wheel contact point and directed rearward in the longitudinal direction of the vehicle is supported by a second definedis supported by a longitudinal compliance different from the first longitudinal compliance.

[0003] From DE 10 2008 063 603 A1, a control arm for a wheel suspension is known which can be connected to a suspension point of a vehicle and a mounting point of a wheel carrier. For a compact design without restricting the kinematic properties, the control arm has a wheel carrier-side link and a vehicle-side link, which are rotatably connected to each other. The vehicle-side link can be attached to the vehicle-side suspension point, while the wheel carrier-side link can be attached to the wheel carrier-side mounting point.

[0004] From DE 10 2012 221 699 A1, a wheel suspension for a motor vehicle is known, which has a wheel guide link for connecting a wheel carrier to the motor vehicle, wherein the wheel guide link has at least two link sections connected to each other via a connecting joint, one of which is connected to the wheel carrier via a wheel-side joint and the other of which is connected to the vehicle via a vehicle-side joint. A pivot actuator is also provided for pivoting the two link sections about the connecting joint. Furthermore, a second wheel guide link is provided, which is formed from at least two link sections connected to each other via a second connecting joint arranged between a second vehicle-side joint and a second wheel carrier-side joint.Furthermore, a swivel actuator for pivoting the second vehicle-side joint and / or a swivel actuator for pivoting the second connecting joint is provided.

[0005] From DE 10 2004 008 802 A1, it is known to divide the upper control arm into two longitudinally arranged sections by means of a joint in a wheel suspension with two control arms arranged one above the other, which are connected on one side to a wheel carrier and on the other side to the motor vehicle, wherein the section of the divided control arm articulated to the wheel carrier is designed as a camber link. A relative movement of the wheel carrier can be transmitted as a forced movement to the upper and lower control arms and the camber link by means of a pivotally arranged control arm link.

[0006] From DE 10 2017 208 554 A1, a wheel suspension for a rear wheel of a two-track vehicle that is at least slightly actively steerable is known, comprising a wheel carrier for receiving the wheel, a track link and at least one further link for connecting the wheel carrier to the motor vehicle and an actuator device with at least one actuator for actively steering the wheel in a first active steering direction, preferably in toe-in, and in a second active steering direction, in particular in toe-out.The wheel carrier is designed in at least two parts and has a first wheel carrier part and a second wheel carrier part, wherein the first wheel carrier part is designed to receive the wheel and the second wheel carrier part can be attached to the vehicle body via at least one of the further links, in particular not actively steerable, and wherein the first wheel carrier part and the second wheel carrier part in a functional state of use of the wheel suspension in a vehicle can be moved relative to each other by means of the actuator device in such a way that an active, at least slight steering movement of the wheel can be effected.

[0007] The present invention addresses the problem of providing an improved or at least an alternative embodiment of a wheel suspension or of a motor vehicle equipped therewith, which is characterized in particular by the fact that only minimal forces are required to adjust the camber. Furthermore, a camber adjustment is sought that is accompanied by the smallest possible toe adjustment. At the same time, this should be achievable with the least possible effort.

[0008] This problem is solved according to the invention by the subject matter of the independent claim. Advantageous embodiments are the subject matter of the dependent claims.

[0009] The invention is based on the general concept of configuring the wheel carrier in multiple parts, such that the wheel is mounted on a first wheel carrier part, an upper link assembly is mounted on a second wheel carrier part, a lower link assembly is mounted on a third wheel carrier part, the second and third wheel carrier parts are pivotably mounted on the first wheel carrier part, and the second and third wheel carrier parts are coupled to each other. This allows for the realization of a kinematic mechanism within the wheel suspension that enables camber adjustment of the wheel largely independent of toe adjustment. Furthermore, the kinematic mechanism of the wheel suspension can be configured, in particular, so that camber adjustment can be carried out actively by means of a camber actuator or passively by the forces occurring during cornering.With this type of passive camber adjustment, a camber actuator is not required.

[0010] Specifically, the invention proposes that the wheel suspension includes a wheel for supporting the motor vehicle on a roadway, wherein the roadway extends in a roadway plane, at least in a contact area where the wheel contacts the roadway. The wheel suspension also includes a wheel carrier on which the wheel is rotatably mounted about a wheel axis of rotation. The wheel carrier has an upper support section, which, when the wheel suspension is functionally mounted on the motor vehicle, is located at the top of the wheel carrier, and a lower support section, which, when the wheel suspension is functionally mounted on the motor vehicle, is located at the bottom of the wheel carrier. The wheel carrier can, in particular, form the aforementioned first wheel carrier part. The wheel suspension is also equipped with a linkage connection, which is pivotably mounted on the wheel carrier in the upper support section about a first axis. The linkage connection can, in particular, form the aforementioned second wheel carrier part.Furthermore, the wheel suspension is equipped with a coupling that is pivotably mounted on the wheel carrier about a second axis in a lateral region of the wheel carrier located in front of or behind the wheel's axis of rotation. This coupling can, in particular, form the aforementioned third wheel carrier component. The wheel suspension presented here is also equipped with a connecting rod for articulatedly connecting the control arm connection to the coupling, which is mounted to the coupling by means of a coupling bearing and to the control arm connection by means of a connecting bearing. The wheel suspension also has an upper control arm assembly for supporting the wheel suspension on the vehicle, which is pivotably mounted to the control arm connection about a third axis. In addition, the wheel suspension has a lower control arm assembly for supporting the wheel suspension on the vehicle, which is pivotably mounted to the coupling by means of a lower control arm bearing.It can be advantageous to design the linkage, the lower control arm bearing, and the linkage bearing in such a way that a fourth axis, extending through the lower control arm bearing and the linkage bearing, intersects the second axis in a projection parallel to the wheel's axis of rotation, or actually at an instantaneous center of rotation. With the wheel suspension properly mounted on the vehicle, this instantaneous center of rotation is located below the wheel suspension and in the plane of the road surface. By designing the wheel suspension such that the instantaneous center of rotation is located in the plane of the road surface, the forces required to adjust the camber are significantly reduced. This simplifies camber adjustment.

[0011] The instantaneous center of rotation, positioned within the road surface, can lie within the road surface, slightly above it, or slightly below it. Specifically, the instantaneous center of rotation can lie within a vertical range perpendicular to the road surface, from -5 cm to +5 cm, with the road surface at 0 cm. Positive values ​​represent values ​​above the road surface, and negative values ​​represent values ​​below it.

[0012] The wheel suspension can be configured for either the front or rear axle of a motor vehicle. It can also be referred to as independent suspension.

[0013] In the present context, a “configuration” is synonymous with a “design” and / or “setup”, so that the phrase “configured so that” is synonymous with the phrase “designed so that” and / or “set up so that”.

[0014] The relative positions "top", "bottom", "front", and "rear" refer to the correct installed state of the wheel suspension, with "bottom" facing the roadway and "top" facing away from it. Furthermore, "front" faces the front of the vehicle, while "rear" faces the rear.

[0015] According to an advantageous embodiment, the linkage, the lower control arm bearing, and the linkage bearing can be coordinated such that the instantaneous center of rotation is located below the road surface when the wheel suspension is properly mounted on the vehicle. This configuration generates a negative camber moment at the wheel during cornering, which assists in setting negative camber. This reduces the actuating forces that a camber actuator, if present, must exert to adjust or increase negative camber. Furthermore, by positioning the instantaneous center of rotation below the road surface, the negative camber moments occurring during cornering are sufficient to enable automatic negative camber adjustment, thus eliminating the need for a camber actuator.By setting or increasing negative camber, the instantaneous center of rotation rises relative to the road surface, thus changing the kinematics and reducing the negative camber moment. As a result, a camber angle dependent on the vehicle's lateral acceleration can automatically adjust itself. The kinematics of the wheel suspension can specify a maximum camber angle, for example, through a corresponding stop.

[0016] In another embodiment, the linkage, the lower control arm bearing, and the linkage bearing can be coordinated such that the instantaneous center of rotation is located in the road plane when the wheel suspension is properly mounted on the vehicle. With such a configuration, no camber moments are generated at the wheel during cornering. This particularly relieves the load on a camber actuator, which must counteract such camber moments to maintain a set positive, neutral, or negative wheel camber during cornering.

[0017] In another advantageous embodiment, the wheel suspension can include a camber actuator for adjusting the wheel camber. This actuator is mounted on the wheel carrier and, according to a first alternative, is pivotally supported on the vehicle when the wheel suspension is mounted on the vehicle, or according to a second alternative, it is pivotally supported at the steering linkage. The camber actuator allows for targeted adjustment of the desired wheel camber, for example, depending on the vehicle's current lateral acceleration. The camber actuator can be mounted above a rotation axis of the wheel, specifically between the rotation axis and the upper support area on the wheel carrier. Alternatively, the camber actuator can be mounted below the rotation axis of the wheel, specifically between the rotation axis and the lower support area on the wheel carrier. In the first alternative, an additional mounting point for the camber actuator on the vehicle is required.This may require adapting a subframe of the vehicle, to which the camber actuator is articulated, to this function. In the second alternative, changing the length of the camber actuator allows the upper control arm connection to be tilted around the first axis relative to the wheel carrier, thereby adjusting the camber angle. This second alternative eliminates an additional mounting point for the camber actuator on the vehicle. Consequently, no additional effort is required, for example, to adapt the subframe. This allows camber adjustment to be integrated into the wheel suspension particularly easily, without requiring complex modifications to the vehicle.

[0018] According to an advantageous embodiment, the upper link assembly can be formed by an upper triangular link. Additionally or alternatively, the lower link assembly can be formed by a lower triangular link. The use of triangular links reduces the space required for the wheel suspension and simplifies its design. The wheel suspension can, in particular, be configured as a double wishbone suspension, in which the upper link assembly is formed by an upper triangular link and, furthermore, the lower link assembly is formed by a lower triangular link.

[0019] In another embodiment, the upper linkage can be formed by several upper control arms. Additionally or alternatively, the lower linkage can be formed by several lower control arms. Such control arms can be configured, in particular, as transverse links, longitudinal links, or diagonal links, and increase the degrees of freedom for realizing complex kinematics for the wheel suspension. The wheel suspension can, in particular, be configured as a multi-link suspension. In this case, at least one linkage assembly, consisting of the upper and lower linkages, is formed by several control arms, while the other linkage assembly, consisting of the upper and lower linkages, can be formed by a triangular link or also by several control arms.

[0020] According to an advantageous embodiment, the wheel suspension can include a tracking actuator for adjusting the wheel alignment. This actuator is mounted on the wheel carrier or the linkage and is pivotally supported on the vehicle when the wheel suspension is properly installed. Such a tracking actuator allows for precise adjustment of the wheel alignment. It is particularly useful when the wheel suspension is configured for a rear axle. The tracking actuator is mounted on the wheel carrier or linkage in front of or behind the wheel's axis of rotation.

[0021] A particularly advantageous embodiment involves mounting the tracking actuator at the linkage by means of a tracking actuator bearing, the tracking actuator bearing being arranged at the linkage such that the third axis extends through the tracking actuator bearing. This allows the upper linkage assembly and the tracking actuator to engage the linkage along the third axis, thus decoupling the camber adjustment from the toe adjustment.

[0022] According to an advantageous embodiment, the mounting of the control arm connection on the wheel carrier and the mounting of the upper control arm assembly on the control arm connection can be coordinated such that the first axis extends parallel to the third axis. In this way, a kinematic system is created in which the adjustment of the wheel camber has no influence on the wheel track.

[0023] In an alternative embodiment, the mounting of the control arm connection on the wheel carrier and the mounting of the upper control arm assembly on the control arm connection can be coordinated such that the first axle extends at an angle relative to the third axle. This angle of inclination is specifically chosen to generate a defined toe correction when the camber changes, thus resulting in a defined change in the wheel track. This embodiment addresses the desire to adjust the wheel track in relation to the camber. For example, to improve the vehicle's driving dynamics, it can be advantageous to increase or decrease the toe angle with increasing positive or negative camber. The angle of inclination between the first axle and the third axle is relatively small, for example, a maximum of 5°.

[0024] A motor vehicle according to the invention, preferably a passenger car, comprises a chassis having at least one wheel suspension of the type described above. Advantageously, the chassis has two such wheel suspensions on its front axle and / or its rear axle. The motor vehicle is a two-track vehicle.

[0025] Further important features and advantages of the invention will become apparent from the dependent claims, the drawings and the associated description of the figures based on the drawings.

[0026] It is understood that the features mentioned above and those to be explained below can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention as defined by the claims. Components of a higher-level unit, such as a device, apparatus, or arrangement, mentioned above and those to be mentioned below, which are designated separately, can form separate parts or components of this unit or be integral areas or sections of this unit, even if this is depicted differently in the drawings.

[0027] Preferred embodiments of the invention are shown in the drawings and are explained in more detail in the following description, wherein identical reference numerals refer to identical or similar or functionally identical components.

[0028] They show, schematically, Fig. 1. An isometric view of the motor vehicle in the area of ​​a wheel suspension, Fig. 2 a cross-sectional view of the vehicle in the area of ​​the wheel suspension, Fig. 3. A longitudinal view of the vehicle in the area of ​​the wheel suspension at a minimum camber angle. Fig. 4 a longitudinal view as in Fig. 3, however at a maximum angle of inclination, Fig. 5 an isometric view as in Fig. 1, however, in a different embodiment.

[0029] According to the Fig. 1, Fig. 2, Fig. 3, Fig. 4 to Fig. Figure 5 comprises a motor vehicle 1, only partially depicted here, and a chassis 2 which has at least one wheel suspension 3. Each wheel suspension 3 serves to hold a wheel 4. The wheel suspension 3 includes the wheel 4, over which the vehicle 1 moves according to the Fig. 2, Fig. 3 to Fig. The wheel 4 rests on a roadway 5 on which the vehicle 1 drives or stands. The roadway 5 extends, at least in a contact area 6 where the wheel 4 contacts the roadway 5, in a roadway plane E. The wheel suspension 3 has a wheel carrier 7, a linkage 8, a coupling 9, a connecting rod 10, an upper link assembly 11 and a lower link assembly 12.

[0030] The wheel carrier 7 serves to support the wheel 4 and may, for example, have a wheel hub bearing (not shown here), so that the wheel 4 is rotatably mounted on the wheel carrier 7 about a wheel axis of rotation R. The wheel carrier 7 has an upper support section 13 and a lower support section 14. When the wheel suspension 3 is properly mounted on the motor vehicle 1 or chassis 2, the upper support section 13 is located at the top of the wheel carrier 7, thus expediently above the wheel axis of rotation R, while the lower support section 14 is located at the bottom of the wheel carrier 7, thus expediently below the wheel axis of rotation R. The control arm connection 8 is pivotably mounted on the wheel carrier 7 in the upper support section 13 about a first axis A1. The coupling 9 is pivotably mounted on the wheel carrier 7 in a side section 15 about a second axis A2. The side section 15 is located on the wheel carrier 7 in front of or behind the wheel axis of rotation R.

[0031] The connecting rod 10 serves to articulately connect the control arm connection 8 to the coupling 9 and is mounted for this purpose by means of a coupling bearing 16 on the coupling 9 and by means of a connecting bearing 17 on the control arm connection 8. The wheel carrier 7, the control arm connection 8, the coupling 9 and the connecting rod 10 form a wheel carrier assembly that is configured as a multi-part or multi-link assembly. The individual parts or links of this wheel carrier assembly are mounted to or coupled with one another, resulting in a specific kinematic configuration for the wheel suspension 3 presented here.

[0032] The upper link assembly 11 serves to support the wheel suspension 3 on the vehicle 1 or chassis 2 and is pivotably mounted about a third axis A3 at the linkage 8. Since the linkage 8 serves to connect the upper link assembly 11, it can also be referred to as the upper linkage 8. The upper link assembly 11 can be pivotably mounted about the third axis A3 at the linkage 8 via an upper link bearing 18. The lower link assembly 12 serves to support the wheel suspension 3 on the vehicle 1 or chassis 2. For this purpose, the lower link assembly 12 is pivotably mounted at the coupling 9 by means of a lower link bearing 19. In this respect, the coupling 9 serves to connect the lower link assembly 12 and can also be referred to as the lower linkage.

[0033] A fourth axis A4 extends through the lower control arm bearing 19 and the coupling bearing 16. In the wheel suspension 3 presented here, the coupling 9, the lower control arm bearing 19, and the coupling bearing 16 are coordinated such that the fourth axis A4 aligns with the second axis A2 according to Fig. 2 intersects at least in a projection parallel to the wheel rotation axis R at an instantaneous center of rotation P. The instantaneous center of rotation P represents, in the projection oriented parallel to the wheel rotation axis R or even in reality, the intersection point between the second axis A2 and the fourth axis A4. Through the targeted alignment of coupling 9, lower control arm bearing 19, and coupling bearing 16 with each other, the instantaneous center of rotation P is located below the wheel suspension 3, specifically in the area of ​​the road surface E, when the wheel suspension 3 is properly mounted on the vehicle 1 or chassis 2. For example, the instantaneous center of rotation P can be located in a height range 20, which is in Fig. The height range 20 is indicated by a curly bracket. It extends from a lower limit 21 to an upper limit 22 and includes the road surface E between the lower limit 21 and the upper limit 22, specifically in the middle. The lower limit 21 is, for example, at minus 5 cm, i.e., below the road surface E, which represents the value 0 cm. The upper limit 22 is, for example, at plus 5 cm, i.e., above the road surface E.

[0034] By positioning the instantaneous center of rotation P in the area of ​​the road surface E, i.e., in the height range 20, it is ensured that lateral accelerations of the vehicle 1, which occur particularly when cornering, can only introduce a comparatively small positive camber moment, or no camber moment, or even a negative camber moment into the wheel 4. In the Fig. 3 and Fig. Figure 4 indicates a force 23, indicated by an arrow, which acts on wheel 4 when cornering, provided that wheel 4 is the outer wheel. The force 23 is introduced onto wheel 4 at the contact point 6 with the road surface 5. With a conventional wheel suspension, this force 23 would generate a positive camber moment at wheel 4, i.e., a counterclockwise torque, causing wheel 4 to tilt outwards at the top, i.e., inwards. Fig. 3 and Fig. 4, to the left. By designing or adjusting linkage 9, linkage bearing 16, and lower control arm bearing 19 so that the instantaneous center of rotation P is located in and above the road surface E, this positive torque can be significantly reduced, so that only relatively little force is required to maintain the set camber. By designing or adjusting linkage 9, linkage bearing 16, and lower control arm bearing 19 so that the instantaneous center of rotation P is located in the road surface E, this torque is virtually eliminated, so that the set camber can be maintained effortlessly. If the design or adjustment of coupling 9, coupling bearing 16 and steering bearing 19 is such that the instantaneous center of rotation P is located in the area of ​​the road surface E and below the road surface E, a negative camber moment even results at wheel 4, which acts clockwise, so that wheel 4 can tilt inwards at the top, i.e. according to the Fig. 3 and Fig. 4 to the right. In this case, measures for active fall correction can be dispensed with.

[0035] In the embodiment shown here, the wheel suspension 3 is equipped with a camber actuator 24, which is configured to adjust the wheel camber and is mounted on the wheel carrier 7 via a camber actuator bearing 25. The camber actuator 24 is located in the Fig. 1, Fig. 2, Fig. 3 to Fig. In the first embodiment or first alternatives shown in Figure 4, the camber actuator 24 is also articulatedly supported on the vehicle 1 or chassis 2 in a suitable manner. In the example shown, the camber actuator 24 is mounted above the wheel axis of rotation R, i.e., between the wheel axis of rotation R and the upper support area 13 on the wheel carrier 7. Fig. Figure 3 shows an actuating device of the tilt actuator 24, which is indicated by an arrow 26, and which is located in Fig. 4. This can lead to an exaggerated wheel camber. The associated actuation force is significantly reduced by the positioning of the instantaneous center of gravity P in the area of ​​the road surface E, as presented here.

[0036] In the example shown here, the upper link assembly 11 is formed by an upper triangular link 27. The lower link assembly 12 is formed by a lower triangular link 28. The wheel suspension 3 shown here is therefore designed as a double wishbone suspension. Alternatively, the wheel suspension 3 can also be designed as a multi-link suspension, in which the upper link assembly 11 is formed by several upper control arms, and / or the lower link assembly 12 is formed by several lower control arms.

[0037] In the embodiment shown here, the wheel suspension 3 is also equipped with a tracking actuator 29, which is configured for adjusting the wheel alignment. For this purpose, the tracking actuator 29 is mounted on the wheel carrier 7 or on the control arm connection 8 and pivotally supported on the motor vehicle 1 or the chassis 2, respectively. In the example shown, the tracking actuator 29 is mounted on the control arm connection 8 by means of a tracking actuator bearing 30. Advantageously, the tracking actuator bearing 30 is arranged on the control arm connection 8 such that the third axis A3 also extends through the tracking actuator bearing 30. The wheel suspension 3 is preferably equipped with such a tracking actuator 29 if it is a rear axle wheel suspension. In contrast, a tracking actuator 29 can usually be omitted in the case of a front wheel suspension.Instead of the track actuator 29, a tie rod (not shown here) can be provided in a front axle wheel suspension, which articulately supports the wheel carrier 7 or the control arm connection 8 on the vehicle 1 or on the chassis 2. If the articulated support is located at the control arm connection 8, this articulated support can also be positioned such that the third axle A3 extends through the support.

[0038] The handlebar connection 8 is pivotably mounted on the wheel carrier 7 about the first axis A1 via a bearing 31. This bearing 31 has, by way of example, two bearing points spaced apart from each other along the first axis A1. The second bearing point is in Fig. 5 not visible or concealed. The coupling 9 is pivotably mounted on the wheel carrier 7 via a bearing 32 about the second axis A2. This bearing 32 can also have two bearing points spaced apart from each other along the second axis A2. The upper control arm bearing 18, via which the upper control arm assembly 11 is pivotably mounted on the control arm connection 8 about the third axis A3, also forms a bearing 33. The bearing 31 of the control arm connection 8 on the wheel carrier 7 and the bearing 33 of the upper control arm assembly 11 at the control arm connection 8 can be advantageously aligned such that the first axis A1 extends parallel to the third axis A3. In this way, a change in wheel camber is independent of the wheel track.

[0039] According to another embodiment, not shown here, the bearing 31 of the linkage 8 on the wheel carrier 7 and the bearing 33 of the upper linkage assembly 11 on the linkage 8 can be arranged such that the first axle A1 and the third axle A3 extend at an angle to each other. This angle of inclination can be specifically chosen to effect a toe correction when the camber changes. For example, increasing or adjusting negative camber can increase toe-in. This can be achieved automatically using the angle of inclination, without requiring the toe actuator 29 to be actuated and without the need for such a toe actuator 29 to be present.

[0040] According to Fig. In a second embodiment or second alternative, the camber actuator 24 can be mounted on the wheel carrier 7 as before, but no longer on the vehicle 1 as in the Fig. 1, Fig. 2, Fig. 3 to Fig. 4, but rather be articulated within the wheel suspension 3 at the control arm connection 8. This allows the camber adjustment to be achieved within the wheel suspension 3, i.e., without potentially complex support on the vehicle 1 or chassis 2. The camber actuator 24 is, in the example of the Fig. 5 is pivotally connected to the linkage 8 in a further bearing 34. Actuation of the camber actuator 24 causes a change in the length of the camber actuator 24, which causes the linkage 8 to pivot about the first axis A1. Since the linkage 8 is supported on the vehicle 1 via the upper link assembly 11, this changes the spatial position of the wheel carrier 7 and thus the inclination of the wheel axis of rotation R relative to the vehicle 1, and consequently the wheel camber. In the example shown, the Fig. In section 5, the bearing 34 of the camber actuator 24 is positioned at the handlebar connection 8 such that the third axis A3 extends through the bearing 34. In this case, the third axis A3 thus extends through the bearing 33 of the upper handlebar assembly 11 at the handlebar connection 8, through the bearing 34 of the camber actuator 24 at the handlebar connection 8, and through the tracking actuator bearing 30, i.e., through the bearing of the tracking actuator 29 at the handlebar connection 8.

[0041] In the example shown, the Fig. 5 is the bearing 34 of the camber actuator 24 arranged between the bearing 33 of the upper link assembly 11 and the tracking actuator bearing 30 at the link connection 8.

[0042] Length changes of the camber actuator 24, which lead to a change in the camber angle of the respective wheel 4, are described in the Fig. 1 and Fig. 5 each indicated by a double arrow. Length changes of the track actuator 29, which lead to a change in the track angle of the respective wheel 4, are shown in the Fig. 1 and Fig. 5 each indicated by a double arrow.

Claims

[1] Wheel suspension (3) for a wheel (4) of a motor vehicle (1), - with a wheel (4) for supporting the motor vehicle (1) on a roadway (5) which extends in a roadway plane (E) at least in a contact area (6) where the wheel (4) contacts the roadway (5), - with a wheel carrier (7) on which the wheel (4) is rotatably mounted about a wheel rotation axis (R) and which has an upper carrier area (13) which is located at the top of the wheel carrier (7) when the wheel suspension (3) is mounted on the motor vehicle (1), and a lower carrier area (14) which is located at the bottom of the wheel carrier (7) when the wheel suspension (3) is mounted on the motor vehicle (1), - with a handlebar connection (8) which is pivotably mounted on the wheel carrier (7) in the upper support area (13) about a first axis (A1), - with a coupling (9) which is pivotably mounted on the wheel carrier (7) in a side area (15) of the wheel carrier (7) about a second axis (A2), - with a connecting rod (10) for articulatedly connecting the handlebar connection (8) to the coupling (9), which is mounted on the coupling (9) by means of a coupling bearing (16) and on the handlebar connection (8) by means of a connecting bearing (17), - with an upper link assembly (11) for supporting the wheel suspension (3) on the motor vehicle (1), which is pivotably mounted on the linkage (8) about a third axis (A3), - with a lower link assembly (12) for supporting the wheel suspension (3) on the motor vehicle (1), which is pivotably mounted on the coupling (9) by means of a lower link bearing (19), - wherein the coupling (9), the lower control arm bearing (19) and the coupling bearing (16) are aligned such that a fourth axis (A4) extending through the lower control arm bearing (19) and the coupling bearing (16) intersects the second axis (A2) at least in a projection parallel to the wheel rotation axis (R) at an instantaneous center of rotation (P) which, when the wheel suspension (3) is mounted on the motor vehicle (1), is located below the wheel suspension (3) and in the area of ​​the road surface (E). [2] Wheel suspension (3) according to claim 1, characterized by , - that the coupling (9), the lower control arm bearing (19) and the coupling bearing (16) are aligned so that the instantaneous center of rotation (P) is located below the road surface (E) when the wheel suspension (3) is mounted on the motor vehicle (1). [3] Wheel suspension (3) according to claim 1 or 2, characterized by , - that the wheel suspension (3) has a camber actuator (24) for adjusting wheel camber, which is mounted on the wheel carrier (7) and is pivotally supported on the motor vehicle (1) when the wheel suspension (3) is mounted on the motor vehicle (1). [4] Wheel suspension (3) according to claim 1 or 2, characterized by , - that the wheel suspension (3) has a camber actuator (24) for adjusting wheel camber, which is mounted on the wheel carrier (7) and is articulatedly supported on the steering linkage (8). [5] Wheel suspension (3) according to any one of the preceding claims, characterized by , - that the upper linkage assembly (11) is formed by an upper triangular link (27) or by several upper linkages, and / or - that the lower link assembly (12) is formed by a lower triangular link (28) or by several lower link rods. [6] Wheel suspension (3) according to any one of the preceding claims, characterized by , - that the wheel suspension (3) has a tracking actuator (29) for adjusting a wheel track, which is mounted on the wheel carrier (7) or on the linkage (8) and is pivotally supported on the motor vehicle (1) when the wheel suspension (3) is mounted on the motor vehicle (1). [7] Wheel suspension (3) according to claim 6, characterized by , - that the tracking actuator (29) is mounted on the steering linkage (8) by means of a tracking actuator bearing (30), - that the track actuator bearing (30) is arranged on the linkage (8) such that the third axis (A3) extends through the track actuator bearing (30). [8] Wheel suspension (3) according to any one of the preceding claims, characterized by , - that a bearing (31) of the linkage connection (8) on the wheel carrier (7) and a bearing (33) of the upper linkage assembly (11) on the linkage connection (8) are aligned such that the first axis (A1) extends parallel to the third axis (A3). [9] Wheel suspension (3) according to any one of claims 1 to 7, characterized by , - that a bearing (31) of the steering linkage (8) on the wheel carrier (7) and a bearing (33) of the upper steering linkage assembly (11) on the steering linkage (8) are aligned such that the first axis (A1) extends at an angle of inclination to the third axis (A3), - that the tilt angle is chosen in such a way that it produces a toe correction in the event of a change in camber. [10] Motor vehicle (1), in particular passenger cars, - with a chassis (2) comprising at least one wheel suspension (3) according to one of the preceding claims.

Images