Independent suspension for a vehicle as well as a vehicle with independent suspension

Abstract

A single-wheel suspension 1 for a vehicle 2 is proposed, comprising a strut 3 which has a vibration damper 5 with a reservoir tube 6, wherein the reservoir tube 6 defines a longitudinal axis 100, with a wheel carrier 4 which has a receiving section 9 for receiving a mounting section 10 of the reservoir tube 6, and with a support sleeve 16 which is fixed to the reservoir tube 6 adjacent to the mounting section 10 by means of a welded connection 17, wherein the reservoir tube 6 with the mounting section 10 is received in a receiving opening 18 of the receiving section 9 and is supported axially with respect to the longitudinal axis 100 on the wheel carrier 4 by means of the support sleeve 16, wherein the support sleeve 16 has at least one radial opening 20 for relieving the welded connection 17 in the event of a force being applied.

Description

[0001] The invention relates to an independent wheel suspension for a vehicle with the features of the preamble of claim 1. Furthermore, the invention relates to a vehicle with the independent wheel suspension.

[0002] Struts are known which are attached, at least indirectly, to a wheel carrier via a clamping connection. A stop ring attached to an outer tube of the strut serves for axial positioning; its end face, pointing towards the steering knuckle, acts as an axial stop. Such stop rings are typically attached to the outer tube by welding.

[0003] For example, DE 85 07 642 U1 discloses a strut for springing and damping the vibrations of a steered vehicle wheel, wherein the strut has a tubular container, the lower part of which is provided with a substantially cylindrical receiving surface for clamping connection to a steering knuckle. This receiving surface has a slightly smaller diameter than the tubular container, thereby forming a transition surface between the receiving surface and the tubular container. The tubular container is provided in the area of ​​the transition surface with a safety stop that extends radially further than the outer contour of the tubular container.

[0004] The invention is based on the objective of creating an independent wheel suspension of the type mentioned above, which is characterized by a robust and at the same time cost-effective design.

[0005] This problem is solved by an independent wheel suspension with the features of claim 1 and a vehicle with the features of claim 15. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description, and the accompanying figures.

[0006] The invention relates to an independent wheel suspension designed and / or suitable for a vehicle. In particular, the independent wheel suspension is designed and / or suitable for a vehicle wheel, preferably a steered and / or driven vehicle wheel, and most preferably a front wheel. Alternatively, the vibration damper is assigned to a wheel of an intermediate axle or a rear axle of the vehicle.

[0007] The independent wheel suspension comprises a strut which includes a shock absorber with a reservoir tube defining a longitudinal axis. The reservoir tube is preferably designed as a cylindrical tube and / or an outer tube. The shock absorber also has a piston rod which has a piston at its end that is slidable within the reservoir tube or is connected to it. Optionally, the strut includes a spring, the spring preferably being arranged coaxially or at least surrounding the cylinder housing and / or the piston rod. Preferably, a spring plate is arranged on the reservoir tube, by which the spring can be supported and / or is supported on the shock absorber. The shock absorber is designed, for example, as a gas pressure damper or a hydraulic damper. The shock absorber can be, for example, a single-tube or twin-tube damper.

[0008] The independent wheel suspension comprises a wheel carrier which has a receiving section for receiving a mounting section of the reservoir tube. The receiving section is preferably designed to support the loads occurring on the strut, especially tensile and compressive forces, without play. Preferably, the receiving section is designed to receive the mounting section in a positive-locking and / or friction-locking manner, at least in the radial direction with respect to the longitudinal axis. In particular, the mounting section is defined as a cylindrical section of the reservoir tube which is received and / or secured in the receiving section. The receiving section is particularly preferably formed integrally with the wheel carrier. For example, the wheel carrier is designed as a cast or forged part.

[0009] Furthermore, the independent wheel suspension comprises a support sleeve, which is fixed to the reservoir tube adjacent to the mounting section via a welded connection. The reservoir tube is received with the mounting section in a receiving opening of the receiving section and supported at least axially with respect to the longitudinal axis on the wheel carrier by the support sleeve. In particular, the support sleeve serves to form a stop that positions the reservoir tube in the receiving section, preferably along the longitudinal axis of the strut. Preferably, the support sleeve is fixed directly adjacent to the mounting section on the reservoir tube. In other words, the mounting section, which is received or can be inserted into the receiving section, is defined or limited axially with respect to the longitudinal axis by the support sleeve.In particular, the receiving opening is designed as an opening extending axially with respect to the longitudinal axis, into which the container pipe with the mounting section is axially received or inserted. Preferably, the receiving opening is designed as a through-hole. In its simplest embodiment, the support sleeve can be designed as a cylindrical sleeve. Alternatively, however, the support sleeve can also be designed as a cylindrical clamp, clip, or the like. Preferably, the support sleeve is bonded to the container pipe via the welded connection.

[0010] Within the scope of the invention, it is proposed that the support sleeve has at least or exactly one radial opening, which is designed and / or suitable for relieving stress on the weld joint when a force is applied. In particular, the opening serves to reduce the occurrence of stresses in the area of ​​the weld joint, preferably between the two joining partners. The opening is dimensioned and / or arranged in the support sleeve such that, when the vibration damper is subjected to stress during driving, especially bending stress due to transverse forces, any stress concentration occurring in the area of ​​the weld joint is reduced or relieved. Preferably, the opening is completely closed around its circumference and thus entirely bounded by the support sleeve.

[0011] The invention is based on the understanding that the support sleeve, due to its axial support on the wheel carrier, is subject to forces during vehicle operation. Investigations have shown that the welded joint represents a critical point over its service life, with fatigue fractures frequently occurring in the area of ​​the weld on the container tube. Due to the increasing vehicle weight resulting from electrification, the stresses in this welded joint area are also increasing. While using a thicker outer tube can extend the service life of the container tube and thus the vibration damper, this invariably results in increased costs and weight.

[0012] The advantage of the invention lies in the fact that the breakthrough relieves stress on the welded joint while retaining the existing damper components, such as the tank tube, piston, etc. Particularly under bending stress on the tank tube, the stress concentration in the welded joint area can be reduced by the breakthrough. Preferably, the breakthrough increases the fatigue strength of the tank tube in the welded joint area, especially under alternating bending stress. Due to the stress relief on the welded joint, a service life up to 1.79 times longer is achieved compared to a conventional support sleeve design without a breakthrough. A further advantage is that the weight of the support sleeve can be reduced by the breakthrough. Thus, a robust and cost-effective design for the independent wheel suspension is proposed.

[0013] In a specific implementation, the opening in the support sleeve is arranged such that it reduces surface tension, preferably compressive stress, on the container tube. This reduced surface tension is transmitted via the welded joint depending on a force acting between the container tube and the wheel carrier, preferably a transverse force. In particular, a transverse force, e.g., during driving, can act on the container tube, resulting in a bending stress. The opening is preferably located in the area of ​​the compressive stress. It is especially preferred that the opening be located in the area of ​​highest stress concentration. The transverse force can be directed towards or away from the vehicle wheel. Alternatively or optionally, the transverse force can be directed towards or away from the vehicle wheel.It is particularly preferred that the breakthrough extends into areas subject to low or no stress under dynamic loading of the support sleeve and / or the welded joint. A support sleeve is thus proposed which is characterized by the targeted reduction of surface stresses, especially on the vessel tube, thereby significantly increasing the fatigue strength.

[0014] In a specific embodiment, the opening is designed to have a shorter axial extent than its tangential extent. In other words, the opening is elongated in the tangential direction. For example, the ratio of the tangential extent to the axial extent may be greater than 1.5:1 and / or less than 2:1. This design proposes a support sleeve that can relieve stress on the weld joint in the tangential and circumferential directions over a relatively large area while simultaneously allowing the transmission of high compressive forces in the axial direction.

[0015] In a specific specification, it is provided that the axial extent is more than 30% of the axial sleeve height of the support sleeve. Alternatively or optionally, it is provided that the axial extent is less than 70% of the axial sleeve height of the support sleeve. In particular, the sleeve height is to be understood as the axial length of the support sleeve, preferably a cylindrical shell, with respect to its longitudinal axis. Preferably, the axial extent is more than 40% and / or less than 50% of the axial sleeve height.

[0016] In a further specification, it is provided that the tangential extent is more than 10% of the circumference of the support sleeve. Alternatively or optionally, it is provided that the tangential extent is less than 50% of the circumference of the support sleeve. In particular, the circumference of the sleeve is to be understood as the outer circumference of the support sleeve, preferably the cylindrical shell. Preferably, the tangential extent is more than 20% and / or less than 30% of the circumference of the sleeve.

[0017] In this specific embodiment, the opening is arranged centrally on the support sleeve in the axial direction with respect to the longitudinal axis and / or the sleeve height. In particular, the opening is arranged centrally between the welded joint and the wheel carrier, preferably the receiving section. Thus, a support sleeve is proposed which is characterized by a symmetrical design and / or a symmetrical load distribution.

[0018] In a specific design implementation, the opening is intended to be shaped as an elliptical through-hole. In simplified terms, the opening is designed as an elliptical hole. Preferably, the greatest extent of the ellipse is oriented tangentially or circumferentially with respect to the longitudinal axis. For example, the opening can be created by punching in the support sleeve.

[0019] In a further development, the support sleeve is provided with a positioning contour which, together with a positioning counter contour formed on the wheel carrier, forms a positioning connection that enables precise circumferential alignment of the container tube and the wheel carrier. In particular, the positioning connection is formed by a positive fit circumferentially around the longitudinal axis. Preferably, the positioning contour extends axially over the sleeve height. The positioning contour can, for example, be formed by a tongue extending axially over the sleeve height, with the positioning counter contour being a corresponding recess formed on the receiving section.Preferably, the positioning contour and the positioning counter-contour can only engage with each other in a single orientation and / or when the wheel carrier is correctly aligned with the container pipe. In simplified terms, the support sleeve forms a mounting stop in both the axial and circumferential directions.

[0020] In a further refinement, it is proposed that the opening be arranged symmetrically to the positioning contour. Specifically, the center point of the opening lies on a centerline of the positioning contour. This centerline can be aligned parallel to the axis and / or in the same direction as the longitudinal axis. A support sleeve is thus proposed in which the position of the opening can be precisely aligned using the positioning contour. This allows the opening to be positioned and held in place precisely, for example, in a main load path of the independent wheel suspension.

[0021] In a further specific implementation, the receiving section is provided with a slot extending axially along the longitudinal axis, which, together with at least one fastening element, forms a clamping connection to the container pipe. Specifically, the receiving section is connected to the wheel carrier exclusively by this clamping connection. In other words, the receiving section is preferably held in the receiving section solely by force and / or friction, particularly by clamping. Specifically, the receiving section is divided by the slot into two clamping parts, which can be subjected to a clamping force via the fastening element and are thus clamped together.Preferably, a mounting opening is provided on the radial outer surface of one clamping part and a mounting receptacle on the other clamping part, via which the fastening element is mounted, preferably in a tangential direction. For example, the fastening element is designed as a screw which is guided through the mounting opening and screwed into the mounting receptacle. It is further provided that the opening is arranged symmetrically and / or diametrically opposite the slot. In particular, a central axis of the opening intersects the center or dividing line of the slot. The center or dividing line can be aligned parallel to the axis and / or in the same direction as the longitudinal axis. Alternatively, the opening, or optionally a further opening, can be arranged symmetrically to the slot and / or on the side of the slot.The center point of the opening can lie on the center line or dividing line of the slot.

[0022] In a further embodiment, the wheel carrier is provided with a bearing section on which a vehicle wheel can be rotatably mounted, at least indirectly, about a wheel axis of rotation. Preferably, a wheel hub is rotatably mounted on the bearing section. Thus, the wheel hub can rotate relative to the wheel carrier about the wheel axis of rotation. In particular, the bearing section has a further receiving opening, which is preferably designed and / or suitable for receiving a wheel bearing for the rotatable mounting of the wheel hub. For example, the further receiving opening is designed as a bore, preferably a through bore. Optionally, a drive shaft for driving the vehicle wheel or the wheel hub can be guided coaxially to the wheel axis of rotation through the further receiving opening and / or rotatably mounted on the bearing section.Furthermore, it is provided that the opening is located on the side of the bearing section and / or that a central axis of the opening is aligned with the wheel's axis of rotation. In particular, the opening is located above the bearing section and / or aligned with the additional receiving opening. In other words, the opening and the additional receiving opening are open towards the vehicle wheel. Thus, a support sleeve is proposed whose opening is located in the main load path between the vehicle wheel and the strut.

[0023] In a further specific embodiment, the weld joint is formed by a weld seam that circumferentially extends at least partially around the longitudinal axis, with the opening located in the area of ​​the weld seam. In principle, the weld seam can be continuous. Alternatively, however, the weld seam can also extend over a defined angular range and / or be interrupted circumferentially. For example, the weld seam can extend over an angular range of more than 90 degrees and / or less than 270 degrees, specifically more than 180 degrees. Preferably, in the sectional embodiment of the weld seam, the opening is located centrally in the circumferential direction.Preferably, the support sleeve is supported directly on the receiving section at an axial end face facing the wheel carrier and welded to the container pipe at an axial end face facing away from the wheel carrier via the weld connection, in particular the weld seam.

[0024] In a specific further development, it is provided that the wheel carrier is designed as a steering knuckle. The steering knuckle is, for example, associated with and / or part of a steering knuckle system, by means of which the wheels of a vehicle axle can be steered. In other words, the steering knuckle is designed as a wheel carrier that can pivot, in particular about a steering axis. Thus, the wheels of the vehicle axle can pivot about a respective steering axis relative to the vehicle body and can therefore be steered. In particular, the steering knuckle has a connection section to which a tie rod of a steering gear can be articulated or coupled to the steering knuckle. The steering gear and the tie rod are, for example, components of the steering knuckle system. By means of the tie rod, for example, a pivoting of the steering knuckle and thus of the wheel about the steering axis, in particular relative to the vehicle body, can be effected.Furthermore, the steering knuckle can have an additional connection section to which a wheel link, preferably a transverse control arm, can be pivotally coupled or connected for guiding the wheel. The wheel link allows the steering knuckle, and thus the wheel, to be defined and guided relative to the vehicle body.

[0025] In another specific implementation, the strut is designed as a McPherson strut. Preferably, the strut and the wheel carrier, which is designed particularly as a steering knuckle, form a McPherson wheel suspension.

[0026] Another aspect of the invention relates to a vehicle with the wheel suspension as previously described. The vehicle can preferably be a passenger car, preferably an electric vehicle, or also a bus, commercial vehicle, agricultural or construction machine, etc.

[0027] Further features, advantages, and effects of the invention will become apparent from the following description of preferred embodiments of the invention and the accompanying figures. These show: Fig. 1. A side view of an independent wheel suspension for a vehicle in an installation situation; Fig. 2. The independent wheel suspension in a sectional view under load; Fig. 3 a perspective view of the independent wheel suspension from Fig. 1; Fig. 4 a front view of a strut of the independent suspension Fig. 1; Fig. 5 a front view of a support sleeve for the shock absorber made of Fig. 4.

[0028] The Fig. Figure 1 shows a perspective view of an independent wheel suspension 1 for a vehicle 2 as an embodiment of the invention, wherein the vehicle 2 is only shown in sections and abstracted as a mounting contour. The independent wheel suspension 1 is designed, for example, as a McPherson strut suspension. For this purpose, the independent wheel suspension 1 has a strut 3 and a wheel carrier 4, wherein the strut 3 is directly fixed or mounted to the wheel carrier 4.

[0029] The strut 3 comprises a vibration damper 5, which essentially consists of a reservoir tube 6 and a piston rod 7 slidably arranged within the reservoir tube 6 along a longitudinal axis 100. A piston (not shown), which is slidable within the reservoir tube 6, can be arranged on the piston rod 7 to form a damping element of the vibration damper 5. The free end of the piston rod 7 can be connected, at least indirectly, e.g., via a support bearing assembly, to the vehicle 2, in particular a vehicle body. The strut 3 also has a spring plate 8, preferably welded to the reservoir tube 6, on which a suspension spring (not shown) can be supported.

[0030] The wheel carrier 4 has a receiving section 9, which serves to receive a mounting section 10 of the container tube 6. The receiving section 9 has a slot 11 extending substantially parallel to the longitudinal axis 100, which provides elasticity to the receiving section 9 in the circumferential direction. A fastening element 12 in the form of a clamping screw is arranged in the region of the slot 11 and is mounted, preferably screwed in, to the receiving section 9 transversely to the longitudinal axis 100 to form a clamping connection. The container tube 6 is guided axially through the receiving section 9 with respect to the longitudinal axis 100, and the mounting section 9 is clamped, preferably by friction and / or force-fit, in the receiving section 9 by the clamping connection.

[0031] Furthermore, the wheel carrier 9 has a bearing section 13 on which a vehicle wheel is rotatably mounted about a wheel axis 101, at least indirectly, in particular via a wheel hub (not shown). The wheel carrier 9 is, for example, designed as a steering knuckle that can pivot for steering the vehicle wheel. For this purpose, the wheel carrier 9 has several connection sections 14, 15, which serve, for example, to connect a tie rod and / or a control arm. For example, the wheel carrier 9 is designed as a single casting, wherein the receiving section 9, the bearing section 13, and the connection sections 14, 15 are manufactured from a single casting or a single section of material.

[0032] The strut 3 also has a support sleeve 16, which is fixed to the reservoir tube 6 adjacent to the mounting section 10 by a weld 17. For example, the support sleeve 16 can be designed as a cylindrical sleeve or a cylindrical clamp that surrounds the reservoir tube 6 and is arranged coaxially to the longitudinal axis 100. The weld 17 is designed, for example, as a weld circumferentially around the longitudinal axis 100, which is formed on an axial end face of the support sleeve 16 facing away from the wheel carrier 9 and connects the support sleeve 16 and the reservoir tube 6 by a metallurgical bond. The support sleeve 16 serves to support the strut 3 on the mounting section 9 in the axial direction with respect to the longitudinal axis 100 and thus determines an axial mounting position of the wheel carrier 4 relative to the reservoir tube 6. In other words, the support sleeve 16 forms an axial stop for the wheel carrier 4.

[0033] Fig. Figure 2 shows the independent wheel suspension 1 under load, e.g., during cornering, where a lateral force 102, directed towards the vehicle wheel or outwards, acts on the reservoir tube 6. The lateral force 102 causes a bending of the reservoir tube 6 relative to the wheel carrier 4 (shown here in a highly exaggerated manner), which increases surface tension, particularly compressive stress, on the side of the vehicle wheel, especially in the area of ​​the weld 17. Due to constantly changing loads on the strut 3, fatigue fracture can occur in the area of ​​the weld 17, particularly on the reservoir tube 6, and thus, in the worst case, lead to the failure of the shock absorber 6.

[0034] Furthermore, the Fig. As can be seen from Figure 2, the receiving section 9 has a receiving opening 18 into which the container pipe 6 with the fastening section 10 is received. The receiving opening 18 is designed as a through-opening extending axially with respect to the longitudinal axis 100, through which the container pipe 6 is guided section by section.

[0035] Fig. Figure 3 shows the independent wheel suspension 1 in a perspective view, revealing that the support sleeve 16 has a radial opening 20, which serves to relieve the weld joint 17 under load. In particular, the opening 20 reduces the compressive stress in the area of ​​the weld joint 17 resulting from the transverse force 102, thereby increasing the fatigue strength of the container pipe 6 and / or the weld joint 17. The opening 20 is designed as a through-hole, for example, produced by punching, in order to redirect the force or a load path to less stressed or unstressed areas of the support sleeve 16.

[0036] For this purpose, the opening 20 is arranged opposite the slot 11 and / or on a side facing the vehicle wheel above the bearing section 13. For example, the opening 20 and the slot 11 can be arranged diametrically opposite to the longitudinal axis 11. The bearing section 13 has a further receiving opening 19 arranged coaxially to the wheel axis of rotation 101, which serves, for example, to receive a wheel bearing and / or to allow a drive shaft to pass through. The further receiving opening 19 is designed as a through-opening extending axially with respect to the longitudinal axis 100.

[0037] Fig. Figure 4 shows the strut 1 or the vibration damper 5 in a removed state. It can be seen that the support sleeve 16 is arranged axially adjacent to the mounting section 10 with respect to the longitudinal axis 100, or axially limits the mounting section 10. Furthermore, it can be seen that the opening 20 has a smaller axial extent with respect to the longitudinal axis 100 than in the circumferential or tangential direction. For example, the opening 20 has an elliptical shape.

[0038] Fig.Figure 5 shows the support sleeve 16 in an axial view with respect to a central axis 104 of the opening 20. The support sleeve 16 has a positioning contour 21 which, together with a positioning counter contour formed on the wheel carrier 4 (not shown), forms a positioning connection for the precise circumferential alignment of the wheel carrier 4 on the container tube 6. The positioning contour 21 is formed as a tongue axially aligned with respect to the longitudinal axis 100 in the direction of the wheel carrier 4, with the positioning counter contour being a complementary recess. In an assembled state, the positioning contour 21 can engage axially with the positioning counter contour and form a positive fit circumferentially.

[0039] The opening 20 is, for example, centrally located in the outer surface of the support sleeve 16 with respect to a sleeve height 105. Furthermore, the opening 20 is symmetrical with respect to the positioning contour 21 and / or centered circumferentially with respect to the positioning contour 21. The positioning contour 21 defines a center line 106, with the center point of the opening 20 lying on the center line 105 and / or the center axis 104 intersecting the center line 105. Optionally, the center axis 104 can be aligned parallel and / or in the same direction as the wheel rotation axis 101 in an installed state of the support sleeve 16.

[0040] The axial extent 106 of the opening 20 can, for example, be more than 40% of the axial sleeve height 103 of the support sleeve 16. The tangential extent 107 can, for example, be more than 20% of the sleeve circumference of the support sleeve 16. For example, the axial and tangential extents 106 and 107 have a ratio of 1:1.75. A opening 12 is therefore proposed which is dimensioned such that sufficient stress relief of the weld joint 17 is ensured and, at the same time, deformation of the support sleeve 16 is prevented. Reference sign 1 Independent wheel suspension 2 vehicles 3 shock absorber 4 bike carriers 5 vibration dampers 6 Container pipe 7 Piston rod 8 spring plates 9 Recording section 10 Mounting section 11 slots 12 Fasteners 13 Storage section 14 Connection section 15 further connection section 16 Support sleeve 17 welded joint 18 Inlet opening 19 more intake openings 20 Breakthrough 21 Positioning contour 100 Longitudinal axis 101 Wheel pivot axis 102 Shear force 103 Sleeve height 104 Central axis 105 Center line 106 axial extension 107 tangential extension QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] DE 85 07 642 U1

[0003]

Claims

[1] Independent wheel suspension (1) for a vehicle (2), - with a strut (3) which has a vibration damper (5) with a container tube (6), wherein the container tube (6) defines a longitudinal axis (100), - with a wheel carrier (4) which has a receiving section (9) for receiving a fastening section (10) of the container pipe (6), - with a support sleeve (16) which is fixed to the container pipe (6) adjacent to the fastening section (10) via a welded connection (17), wherein the container pipe (6) with the fastening section (10) is received in a receiving opening (18) of the receiving section (9) and is supported axially in the direction with respect to the longitudinal axis (100) on the wheel carrier (4) via the support sleeve (16), characterized by , that the support sleeve (16) has at least one radial opening (20) to relieve the weld joint (17) in the event of a force being applied. [2] Independent wheel suspension (1) according to claim 1, characterized by , that the opening (20) is arranged in the support sleeve (16) such that the opening (20) reduces a surface tension which is transmitted via the welded joint (17) depending on a force acting between the container tube (6) and the wheel carrier (4). [3] Independent wheel suspension (1) according to claim 1 or 2, characterized by , that the breakthrough (20) has a smaller extent in the axial direction with respect to the longitudinal axis (100) than in the tangential direction. [4] Independent wheel suspension (1) according to claim 3, characterized by , that the axial extent (106) is more than 30% and / or less than 70% of an axial sleeve height (103) of the support sleeve (16). [5] Independent wheel suspension (1) according to claim 3 or 4, characterized by , that the tangential extent (107) is more than 10% and / or less than 50% of a sleeve circumference of the support sleeve (16). [6] Independent wheel suspension (1) according to any one of the preceding claims, characterized by , that the opening (20) is arranged centrally on the support sleeve (16) in the axial direction with respect to the longitudinal axis (100) and / or with respect to a sleeve height (103). [7] Independent wheel suspension (1) according to any one of the preceding claims, characterized by , that the opening (20) is designed as an elliptical through-opening. [8] Independent wheel suspension (1) according to any one of the preceding claims, characterized by , that the support sleeve (16) has a positioning contour (21) which, together with a positioning counter contour formed on the wheel carrier (4), forms a positioning connection which enables an exact assignment of the container tube (6) and the wheel carrier (4) in the circumferential direction. [9] Independent wheel suspension (1) according to claim 8, characterized by , that the opening (20) is arranged symmetrically to the positioning contour (21). [10] Independent wheel suspension (1) according to any one of the preceding claims, characterized by , that the receiving section (9) has a slot (11) extending axially with respect to the longitudinal axis (100), which together with at least one fastening means (12) forms a clamping connection to the container tube (6), wherein the opening (20) is arranged symmetrically and / or diametrically opposite the slot (11). [11] Independent wheel suspension (1) according to any one of the preceding claims, characterized by , that the wheel carrier (4) has a bearing section (13) on which a vehicle wheel of the vehicle (2) can be arranged at least indirectly rotatably about a wheel rotation axis (101), wherein the opening (20) is arranged on a side of the wheel carrier (4) facing the bearing section (13) and / or a central axis (104) of the opening (20) is aligned in the same direction as the wheel rotation axis (101). [12] Independent wheel suspension (1) according to any one of the preceding claims, characterized by , that the welded joint (17) is formed by a weld seam which circumferentially surrounds the longitudinal axis (100) at least in sections, wherein the opening (20) is located in the area of ​​the weld seam. [13] Independent wheel suspension (1) according to any one of the preceding claims, characterized by , that the wheel carrier (4) is designed as a steering knuckle. [14] Independent wheel suspension (1) according to any one of the preceding claims, characterized by , that the strut (3) is designed as a McPherson strut. [15] Vehicle (2) with the wheel suspension (1) according to one of the preceding claims.

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