Wheel suspension system for a vehicle wheel of a motor vehicle, and motor vehicle

Abstract

The invention relates to a wheel suspension system (6) for a vehicle wheel (3) of a motor vehicle, with a wheel support (10), and with a steering knuckle (11), on which the vehicle wheel (3) can be mounted pivotably, wherein, in order to steer the steering knuckle (11) and the vehicle wheel (3), the steering knuckle (11) is mounted on the wheel support (10) pivotably about a pivot axis (14) relative to the wheel support (10). At least two wheel links (15a, b) which are coupled in an articulated manner to the wheel support (10) are provided, namely a first wheel link (15a) and a second wheel link (15b), via which the wheel support (10) can be attached in an articulated manner to a chassis of the motor vehicle. A third wheel link (15e) which is coupled in an articulated manner to the steering knuckle (11) via a rubber bearing (21) is provided, by means of which third wheel link the steering knuckle (11) can be pivoted about the pivot axis (14) relative to the wheel support (10) in order to steer the steering knuckle (11) and the vehicle wheel (3).

Description

[0001] Wheel suspension for a vehicle wheel of a motor vehicle and motor vehicles

[0002] The invention relates to a wheel suspension for, in particular precisely, a vehicle wheel of a motor vehicle according to the preamble of patent claim 1. Furthermore, the invention relates to a motor vehicle with at least one such wheel suspension.

[0003] DE 102014 226225 A1 discloses a wheel suspension arrangement for an axle assembly for a vehicle. Furthermore, WO 2015 / 144482 A1 discloses a steering device for a motor vehicle for pivoting at least one steerable vehicle wheel mounted on a suspension in a manner sprung relative to a chassis of the motor vehicle. The steerable vehicle wheel is rotatably mounted on a steering knuckle, and the steering knuckle is rotatably mounted on the suspension about a pivot axis in at least one pivot position.

[0004] The object of the present invention is to provide a wheel suspension for, in particular precisely, a vehicle wheel of a motor vehicle and a motor vehicle with at least one such wheel suspension, so that a particularly high driving comfort and a particularly large steering angle of the vehicle wheel can be realized.

[0005] This object is achieved according to the invention by a wheel suspension having the features of patent claim 1 and by a motor vehicle having the features of

[0006] Patent claim 15 is solved. Advantageous embodiments of the invention are the subject of the dependent claims.

[0007] A first aspect of the invention relates to a wheel suspension for, in particular precisely, a vehicle wheel of a motor vehicle, also simply referred to as a vehicle and preferably designed as a passenger car. This means that at least or preferably exactly one vehicle wheel, namely the aforementioned one vehicle wheel of the motor vehicle, also referred to as a motor vehicle, can be articulated to a chassis of the motor vehicle via the wheel suspension according to the first aspect of the invention. This means that the motor vehicle, in its fully manufactured state, has the wheel suspension and the vehicle wheel, which, in the fully manufactured state of the motor vehicle, is articulated to the chassis via the wheel suspension, i.e., is coupled to the chassis. Thus, in its fully manufactured state, the motor vehicle also has the chassis.For example, in its fully manufactured state, the motor vehicle has a body which delimits an interior of the motor vehicle, also referred to as the passenger cell or passenger compartment. It is conceivable that the body is the chassis, particularly when the body is designed as a self-supporting body. Furthermore, it is conceivable that the chassis is designed separately from the body and held on the body, particularly in such a way that the chassis is mounted, in particular elastically, on the body or vice versa. The chassis can be a frame, in particular a ladder frame, or an axle carrier. In particular, the body can be a self-supporting body, in which case, for example, the chassis designed as an axle carrier can be used, which can be mounted, in particular elastically, on the body.

[0008] While the motor vehicle is moving, persons such as the driver may be present in the said interior space. The feature that the vehicle wheel is or can be connected in an articulated manner to the chassis and thus the body via or by means of the wheel suspension is to be understood in particular that the wheel suspension can be directly coupled in an articulated manner to the chassis or body. In particular, for example, the wheel suspension is, in particular directly, connected in an articulated manner to the chassis or body, i.e. coupled to the chassis or body. The vehicle wheel is a ground contact element of the motor vehicle which is or can be supported on a ground downwards in the vertical direction of the motor vehicle via the ground contact element.If the motor vehicle is driven along the ground while the motor vehicle, also referred to as the vehicle, is supported on the ground in the vertical direction of the motor vehicle downwards via the vehicle wheel, the vehicle wheel will roll, in particular directly, on the ground.

[0009] The wheel suspension has a wheel carrier. In principle, it is conceivable for the wheel carrier to be of one-piece construction, i.e., formed from a single piece. In other words, it is preferably provided that the wheel carrier is not composed of several separate and interconnected parts, but rather the wheel carrier is preferably formed from a single piece and thus designed as a monoblock or formed by a monoblock. The wheel suspension also has a pivot bearing, which is provided in particular in addition to the wheel carrier and in particular formed separately from the wheel carrier. The pivot bearing is a component which is provided in particular in addition to the wheel carrier and in particular formed separately from the wheel carrier. For example, the pivot bearing can be of one-piece construction, i.e., formed from a single piece.The vehicle wheel is to be or is mounted on the pivot bearing so as to be rotatable, in particular about a wheel rotation axis, relative to the pivot bearing and preferably also relative to the wheel carrier. For this purpose, for example, a wheel hub is or is mounted on the pivot bearing so as to be rotatable about the wheel rotation axis relative to the pivot bearing, in particular via at least or exactly one rolling bearing. The vehicle wheel is, for example, rotatably connectable or connected to the wheel hub so that the wheel hub and, in particular with it, the vehicle wheel can rotate together about the wheel rotation axis relative to the pivot bearing. To steer the pivot bearing and thus the vehicle wheel, the pivot bearing is mounted on the wheel carrier so as to be pivotable relative to the wheel carrier about a pivot axis which runs in particular perpendicular or obliquely to the wheel rotation axis and is also referred to as the steering axis.In other words, the pivot bearing is mounted on the wheel carrier so that it can pivot about the pivot axis relative to the wheel carrier, so that when the motor vehicle is fully manufactured, the pivot bearing and with it the vehicle wheel can be pivoted about the pivot axis relative to the wheel carrier and thus steered. This means in particular that by pivoting and thus steering the pivot bearing and thus the vehicle wheel about the pivot axis and relative to the wheel carrier, the motor vehicle can be steered, thus making it possible, for example, to corner, change direction and / or change lanes. For this purpose, a steering handle, designed in particular as a steering wheel, is provided in the interior, for example, which can be rotated about a steering wheel rotation axis relative to the body.The driver can operate the steering wheel and thereby rotate it around the steering wheel's axis of rotation relative to the body. This allows the pivot bearing, and with it the vehicle wheel, to pivot around the pivot axis relative to the wheel carrier. This allows the pivot bearing and the vehicle wheel, and thus the vehicle, to be steered, thus enabling the aforementioned changes in direction, lane changes, and / or cornering of the vehicle. For example, the steering handle is mechanically coupled to the pivot bearing.

[0010] The feature that, for example, the wheel rotation axis runs obliquely or perpendicular to the pivot axis is to be understood in particular that the wheel rotation axis runs perpendicular to a first plane and the pivot axis runs perpendicular to a second plane, wherein the planes run obliquely or perpendicular to one another. In the fully manufactured state of the motor vehicle, the wheel suspension is, for example, part of a vehicle axle of the motor vehicle, also simply referred to as the axle. The vehicle axle comprises, for example, the wheel suspension and the vehicle wheel. The wheel suspension is also referred to as the first wheel suspension, and the vehicle wheel is also referred to as the first vehicle wheel. When reference is made below to the wheel suspension, this means the first wheel suspension unless otherwise stated. When reference is made below to the vehicle wheel, this means the first vehicle wheel, unless otherwise stated.For example, the vehicle axle has at least or exactly two wheel suspensions, namely the first wheel suspension and at least or exactly one second wheel suspension, wherein the previous and following statements regarding the first wheel suspension can also be readily applied to the second wheel suspension and vice versa. Furthermore, it is conceivable for the vehicle axle to have at least or exactly two vehicle wheels, namely the first vehicle wheel and at least or exactly one additional second vehicle wheel, wherein the previous and following statements regarding the first vehicle wheel can also be readily applied to the second vehicle wheel and vice versa. The first wheel suspension is assigned to the first vehicle wheel, such that the first vehicle wheel is or can be connected in an articulated manner to the chassis or to the body via the first wheel suspension.The second wheel suspension is assigned to the second vehicle wheel, which can be or is connected to the chassis or body via the second wheel suspension in an articulated manner.

[0011] In particular, the vehicle axle, also referred to as an axle, is a rear axle or a front axle. Most particularly, the vehicle axle is a drivable vehicle axle, also referred to as a driven axle, whose vehicle wheels can be driven, in particular, by a drive device of the motor vehicle, thereby propelling the motor vehicle as a whole and thus, for example, driving it along the aforementioned ground. The drive device can comprise an internal combustion engine and / or an electric motor.

[0012] In order to achieve, on the one hand, particularly high driving comfort for persons in the vehicle interior and, on the other hand, a particularly large steering angle by which the vehicle wheel can be pivoted about the pivot axis relative to the wheel carrier and thus steered, so that, for example, a particularly small turning circle of the motor vehicle can be achieved, the invention provides that the wheel suspension has at least two wheel check arms that are articulated to the wheel carrier, namely a first wheel check arm and a second wheel check arm. The respective wheel check arm is also simply referred to as a control arm or wheel guidance control arm. The wheel carrier can be or is articulated to the chassis of the motor vehicle via the first wheel check arm and the second wheel check arm.In particular, the first check arm and the second check arm are articulatedly coupled to the wheel carrier, bypassing the pivot bearing, i.e., not via the pivot bearing, so that, for example, a force can be or is transmitted from the wheel carrier to the first check arm or the second check arm along a first force path, which runs from the wheel carrier to or onto the first check arm or the second check arm in such a way that the pivot bearing is not arranged in the first force path between the wheel carrier and the first check arm or the second check arm. Thus, the aforementioned force, also referred to as the first force, does not run or flow via the pivot bearing on its way from the wheel carrier along the first force path to or onto the first or second check arm.By means of the first wheel guide and the second wheel guide, the wheel carrier and thus in particular via the pivot bearing also the vehicle wheel are to be guided or guided relative to the chassis, in particular in such a way that the first wheel guide and the second wheel guide at least limit or prevent first relative movements between the wheel carrier and the chassis, for example along at least one first direction of movement, and in particular specifically allow relative movements between the wheel carrier and the chassis along at least one second direction of movement.The second relative movements occurring along the second direction of movement between the wheel carrier and the chassis, and thus second between the vehicle wheel and the chassis, are, for example, compression and rebound movements of the vehicle wheel and thus of the wheel carrier, whereby the vehicle wheel moves at least substantially in the vertical direction of the vehicle relative to the chassis or body during the compression and rebound movements. The compression and rebound movements are also referred to as wheel movements. Thus, for example, the second direction of movement runs at least substantially in the vertical direction of the vehicle. The wheel movements occur, for example, when the vehicle wheel rolls over uneven surfaces in the ground while the motor vehicle is being driven along a surface.A raised area in the ground, for example, leads to a compression movement of the vehicle wheel, and a recess such as a pothole in the ground, for example, leads to a rebound movement of the vehicle wheel. During the respective compression movement, for example, the wheel carrier and with it the pivot bearing and the vehicle wheel move upwards in the vertical direction of the vehicle relative to the chassis, and during the respective rebound movement, for example, the wheel carrier and with it the pivot bearing and the vehicle wheel move downwards in the vertical direction of the vehicle relative to the chassis. In particular, for example, a spring and / or damper element is provided, by means of which the wheel carrier and thus the vehicle wheel can be or is supported on the chassis in a spring-loaded and / or damped manner, particularly with regard to the wheel movements.

[0013] According to the invention, the wheel suspension further comprises, in particular at least or precisely, a third wheel guide arm, which is articulatedly coupled to the pivot bearing via, in particular at least or precisely, a connecting element, in particular bypassing the wheel carrier, and which is also referred to, for example, as a track guide arm. In particular, it is conceivable that a track, in particular a toe-in, of the vehicle wheel can be adjusted, i.e., varied, by means of the third wheel guide arm. By means of the third wheel guide arm, the pivot bearing and, with it, the vehicle wheel, are pivoted about the pivot axis relative to the wheel carrier in order to steer the pivot bearing and thus the vehicle wheel, in particular by means of at least translational movement of the third wheel guide arm relative to the wheel carrier and, in particular, also relative to the chassis.In other words, in order to pivot the pivot bearing about the pivot axis relative to the wheel carrier, and thus to pivot the pivot bearing and with it the vehicle wheel relative to the wheel carrier about the pivot axis and thus to steer, the third check arm, for example, is moved, i.e. displaced, at least or exclusively translationally relative to the wheel carrier and in particular also relative to the chassis. Thus, for example, the aforementioned steering handle is coupled, in particular mechanically, to the pivot bearing via the third check arm, so that by rotating the steering wheel about the steering wheel rotation axis and relative to the body, for example, the third check arm can be displaced relative to the wheel carrier and thus the pivot bearing can be pivoted about the pivot axis relative to the wheel carrier.

[0014] The connecting element is preferably a rubber bearing or a joint, such as, in particular, a sliding joint and / or a ball joint. The connecting element is understood to mean, in particular, a component that is provided in addition to the pivot bearing and the third check rail, thus comprising at least one of several components provided in addition to the pivot bearing and the third check rail. The component couples the pivot bearing to the third check rail in an articulated manner, so that the pivot bearing and the third check rail are coupled to each other so that they can move relative to each other.If, for example, a load such as a force acts on the pivot bearing, the load can be transferred from the pivot bearing via the connecting element to the third wheel guide or vice versa, so that, for example, the connecting element is arranged in the force transmission path between the pivot bearing and the third wheel guide with respect to a force transmission path via which loads such as forces and / or torques can be transferred from the pivot bearing to the third wheel guide and vice versa.

[0015] The feature that the third wheel check arm is preferably articulated to the pivot bearing, bypassing the wheel carrier, means that the third wheel check arm is not articulated to the pivot bearing via the wheel carrier, so that, for example, a second force can be transmitted or is transmitted along a second force path from the pivot bearing to or from the third wheel check arm, the second force path running such that the wheel carrier is not arranged in the second force path between the pivot bearing and the third wheel check arm. Thus, the second force does not run, flow or stream via the wheel carrier on its way from the pivot bearing along the second force path to or from the third wheel check arm. Consequently, the second force bypasses the wheel carrier on its way from the pivot bearing to or from the third wheel check arm.Accordingly, it is provided, for example, that the aforementioned first force bypasses the pivot bearing on its way from the wheel carrier along the first force path to the first or second check arm, and therefore does not pass over the pivot bearing. The third check arm is also provided or designed to guide the pivot bearing and thus the vehicle wheel, so that the third check arm is referred to as a guide arm or wheel control arm. Thus, it is provided, for example, that the aforementioned first relative movements are at least limited or prevented by means of the third check arm, wherein, for example, the third check arm specifically permits the second relative movements.Overall, it can be seen that the wheel carrier, the pivot bearing, and the vehicle wheel jointly execute the wheel movements, i.e., the wheel movements relative to the chassis, such that the wheel movements are permitted, in particular in a targeted manner, by the first wheel check, the second wheel check, and the third wheel check. However, the wheel carrier does not execute pivoting movements about the pivot axis, also known as steering movements, such that, with respect to the wheel carrier, the pivot bearing, and the vehicle wheel, only the pivot bearing and the vehicle wheel jointly execute the steering or pivoting movements about the pivot axis relative to the wheel carrier. Thus, with regard to the steering movements, the pivot bearing and the vehicle wheel are decoupled from the wheel carrier.Since the invention uses at least the first check rail, the second check rail, and the third check rail to guide the vehicle wheel relative to the chassis, the vehicle axle can be designed as a multi-link axle, thereby achieving particularly high levels of ride comfort. Furthermore, particularly high levels of ride comfort can be achieved by articulately coupling the third check rail to the pivot bearing via the aforementioned connecting element, also referred to as the first connecting element and designed, for example, as a rubber bearing or ball joint.

[0016] Furthermore, it is conceivable that a motor, in particular an electric motor, is assigned to the pivot bearing and thus to the third check rail. The check rail can be driven by the motor, for example, and thus displaced relative to the wheel carrier, i.e., moved translationally, whereby the pivot bearing can be pivoted about the pivot axis relative to the wheel carrier via the third check rail by means of the motor. It is thus conceivable that a steering system comprising the third check rail and, for example, also the pivot bearing, for example, a rear-axle steering system, is designed as a steer-by-wire steering system, so that the steering system has no mechanical coupling to the steering handle.

[0017] According to the invention, a spring and / or damper element is also provided, via which the wheel carrier and the pivot bearing and thus the vehicle wheel can be or are supported on the body of the motor vehicle in a spring and / or damped manner.

[0018] The spring and / or damper element can be coupled, in particular in an articulated manner and thus, for example, via at least or precisely one joint, indirectly or directly to the wheel carrier, in particular bypassing the pivot bearing. This is understood in particular as follows: The spring and / or damper element can be coupled, in particular precisely, to the wheel carrier via a joint, in particular bypassing the pivot bearing and preferably bypassing the or all of the wheel control arms of the wheel suspension. The spring and / or damper element would then be directly coupled to the wheel carrier via the joint in an articulated manner. Furthermore, it is conceivable that the spring and / or damper element is coupled, in particular precisely, to one of the wheel control arms via a joint, in particular bypassing the pivot bearing, the wheel carrier and the or all of the other wheel control arms of the wheel suspension.Then, so to speak, the spring and / or damper element would be articulated and indirectly coupled to the wheel carrier. In other words, the feature that, for example, the spring and / or damper element is articulated and thus, for example, indirectly coupled to the wheel carrier via at least or exactly one joint means that the spring and / or damper element is articulated and thus coupled to one of the check arms via at least or exactly one joint, bypassing the wheel carrier, the pivot bearing, and the or all other check arms, so that the spring and / or damper element is articulated to the wheel carrier via the one check arm, i.e., through the intermediary of the one check arm.Thus, for example, a force is transmitted along a transmission path from the wheel carrier to the spring and / or damper element in such a way that the transmission path and thus the force runs from the wheel carrier to one of the check arms and from one of the check arms to the spring and / or damper element. This means that the force is transmitted from the wheel carrier via one of the check arms to the spring and / or damper element. On its way from the wheel carrier to the spring and / or damper element, the force bypasses the pivot bearing and the other check arms, meaning that on its way from the wheel carrier to the spring and / or damper element, the force does not flow via the pivot bearing or the other check arms. One of the check arms is therefore arranged in the transmission path downstream of the wheel carrier and upstream of the spring and / or damper element, and therefore between the wheel carrier and the spring and / or damper element.The pivot bearing and the other check arms are not arranged in the transmission path between the wheel carrier and the spring and / or damper element. The pivot bearing can be arranged in the transmission path, but not between the wheel carrier and the spring and / or damper element, but rather in particular upstream of the wheel carrier, such that, for example, the force is transmitted from the pivot bearing to the wheel carrier and from there to one check arm and from there, in particular bypassing the or all other check arms, to the spring and / or damper element.

[0019] The feature that, for example, the spring and / or damper element is articulated and thus, for example, via at least or exactly one joint and directly coupled to the wheel carrier, means that the spring and / or damper element is articulated and thus coupled to the wheel carrier via at least or exactly one joint, bypassing the pivot bearing and one or more of the other wheel control arms. The aforementioned transmission path and thus the force from the wheel carrier to the spring and / or damper element thus run in such a way that the transmission path and thus the force runs from the wheel carrier to or onto the spring and / or damper element. On its way from the wheel carrier to the spring and / or damper element, the force bypasses the pivot bearing and one or more of the wheel control arms of the wheel suspension, meaning that the force on its way from the wheel carrier to the spring and / or damper element does not flow via the pivot bearing or the wheel control arms.The pivot bearing and the wheel guides are therefore not arranged in the transmission path between the wheel carrier and the spring and / or damper element. The pivot bearing can be arranged in the transmission path, but not between the wheel carrier and the spring and / or damper element, but rather in particular upstream of the wheel carrier, such that, for example, the force is transmitted from the pivot bearing to the wheel carrier and from there to the spring and / or damper element, in particular bypassing the or all of the wheel guides of the wheel suspension.

[0020] The spring and / or damper element can comprise or be at least one or exactly one spring, which can also be referred to as a suspension spring. The spring is designed, for example, as a mechanical spring, thus as a solid body, and can be configured, for example, as a helical spring. The spring can be made, for example, from a metallic material, in particular steel, or from a fiber-reinforced plastic. Alternatively, the spring can be configured as an air spring. For example, the spring is tensioned during each wheel movement, whereby the spring provides a spring force that counteracts the respective wheel movement.Alternatively or in addition to the spring, the spring and / or damper element can comprise or be at least one or exactly one vibration damper for damping the respective wheel movement, wherein the vibration element is also referred to as a shock absorber and can very preferably be designed as a hydraulic shock absorber. If the spring and / or damper element comprises both the spring and the vibration damper, it is possible for the spring and the vibration damper to be coupled, in particular in an articulated manner and thus, for example, via at least one or exactly one joint, to the wheel carrier, in particular bypassing the or all of the wheel controls of the wheel suspension and the pivot bearing, or to the same wheel control, in particular bypassing the pivot bearing and the wheel carrier and the or all of the other wheel controls of the wheel suspension, or the following is conceivable:

[0021] The spring can be coupled, in particular in an articulated manner and thus, for example, via at least or exactly one joint, to the wheel carrier, in particular bypassing the or all of the wheel control arms of the wheel suspension and the pivot bearing, wherein the vibration damper can be coupled, for example, in a articulated manner and thus, for example, via at least or exactly one joint, to one of the wheel control arms, in particular bypassing the wheel carrier and the pivot bearing and the or all of the remaining wheel control arms of the wheel suspension.

[0022] The vibration damper can be coupled, in particular in an articulated manner and thus, for example, via at least or exactly one joint, to the wheel carrier, in particular bypassing the wheel control arms and the pivot bearing, wherein the spring can be coupled, for example, in a articulated manner and thus, for example, via at least or exactly one joint, to one of the wheel control arms, in particular bypassing the wheel carrier and the pivot bearing and the or all other wheel control arms of the wheel suspension.

[0023] The vibration damper can be coupled, in particular in an articulated manner and thus, for example, via at least or exactly one joint, to one of the wheel control arms, in particular bypassing the wheel control arms and the pivot bearing and the or all other wheel control arms of the wheel suspension, wherein the spring can be coupled, for example, in particular in an articulated manner and thus, for example, via at least or exactly one joint, to another of the wheel control arms, in particular bypassing the wheel carrier and the pivot bearing and the or all other wheel control arms of the wheel suspension.

[0024] In order to achieve particularly high driving comfort and a particularly large steering angle, one embodiment of the invention provides for the third check arm to be articulated to the pivot bearing via precisely one bearing point, i.e., a single bearing point encompassing the connecting element. Thus, the third check arm is preferably designed as a rod-type link or as a two-point link, which preferably has precisely two coupling points, namely the aforementioned bearing point encompassing the first connecting element as the first of the coupling points, and a second coupling point, at or by means of which, for example, the third check arm can be or is coupled to the steering handle or to the motor.

[0025] In order to keep the number of parts, the installation space required, and the weight of the wheel suspension particularly low, as well as to achieve a particularly high level of driving comfort, a further embodiment of the invention provides for the second wheel control arm to be designed as a four-point swing arm. The four-point swing arm is articulated to the wheel carrier via precisely two spaced-apart, first bearing points, in particular bypassing the pivot bearing. For example, the first bearing points each have, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint, via which the four-point swing arm is articulated to the wheel carrier. The connecting elements of the first bearing points are preferably spaced apart from one another.Furthermore, the four-point swing arm has precisely two second bearing points spaced apart from one another, by means of which the four-point swing arm can be or is coupled in an articulated manner to the chassis, in particular bypassing the pivot bearing. In this case, for example, the second bearing points each have, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint, via which the four-point swing arm can be or is coupled in an articulated manner to the chassis. In this case, the connecting elements of the second bearing points are preferably spaced apart from one another. Thus, it is preferably provided that the four-point swing arm can be or is coupled in an articulated manner to the chassis via precisely two second bearing points, which in particular each have, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint.

[0026] To achieve particularly high levels of ride comfort, it has proven particularly advantageous in a further embodiment if the second wheel guide arm is designed as a three-point swing arm which is articulated to the wheel carrier via precisely one first bearing point, in particular bypassing the pivot bearing. Furthermore, the three-point swing arm preferably has precisely two spaced-apart second bearing points, by means of which the three-point swing arm is or can be articulated to the chassis, in particular bypassing the pivot bearing. Preferably, the respective bearing point has, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint, via which the three-point swing arm is or can be articulated to the wheel carrier. This can achieve particularly high levels of ride comfort.

[0027] In order to avoid undesired relative movements and thus to be able to achieve a particularly high level of driving comfort, it is provided in a further embodiment of the invention that the wheel suspension has a pendulum support, also referred to as a first pendulum support, which is articulated to the three-point swing arm via, in particular precisely, a third bearing point spaced apart from the first bearing point and from the second bearing points and, for example, in particular precisely, comprising a connecting element designed as a rubber bearing or ball joint, for example, and is articulated to the wheel carrier via, in particular precisely, a fourth bearing point spaced apart from the first bearing point, from the second bearing points and from the third bearing point and, for example, in particular precisely, comprising a connecting element designed as a rubber bearing or ball joint, for example.

[0028] It has proven particularly advantageous if the wheel suspension has a second pendulum support provided in addition to the first pendulum support. The second pendulum support is articulated to the wheel carrier via a fifth bearing point, which is spaced apart from the first bearing point, the second bearing point, the third bearing point, and the fourth bearing point and, for example, has a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing.Furthermore, the second pendulum support is articulated to the first check rail via a sixth bearing point, which is spaced apart from the first bearing point, the second bearing points, the third bearing point, the fourth bearing point, and the fifth bearing point and, for example, has a connecting element designed as a rubber bearing or ball joint, in particular bypassing the wheel carrier and the pivot bearing. This allows unwanted relative movements to be avoided, thus ensuring particularly high levels of ride comfort.

[0029] In an alternative embodiment, a pendulum support is provided which is articulated to the wheel carrier via, in particular precisely, a third bearing point spaced apart from the first bearing point and from the second bearing points, for example, in particular precisely, having a connecting element designed as a rubber bearing or ball joint, and is articulated to the first wheel guide via, in particular precisely, a fourth bearing point spaced apart from the first bearing point, from the second bearing points and from the third bearing point, for example, in particular precisely, having a connecting element designed as a rubber bearing or ball joint, for example.

[0030] A further alternative embodiment is characterized in that at least four check rails, namely the first check rail, the second check rail, a fourth check rail, and a fifth check rail, are articulated to the wheel carrier, in particular by bypassing the pivot bearing. The first check rail, the second check rail, the fourth check rail, and the fifth check rail are articulated to the chassis of the motor vehicle, in particular bypassing the pivot bearing. This allows undesirable relative movements to be avoided in a particularly defined manner, thus ensuring a particularly high level of ride comfort.

[0031] It has proven particularly advantageous if the wheel suspension has a pendulum support, provided in particular in addition to the wheel check arms, which is articulated to the wheel carrier via, in particular precisely, a first bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. In addition, the pendulum support is articulated to one of the four wheel check arms articulated to the wheel carrier, in particular the first wheel check arm, via, in particular precisely, a second bearing point spaced from the first bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing and the wheel carrier.This enables particularly precise and defined guidance of the vehicle wheel, also referred to as wheel guidance, to be achieved, in particular relative to the chassis or relative to the body.

[0032] A further embodiment is characterized in that the second check arm is articulatedly coupled to the wheel carrier via precisely one third bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. The second check arm preferably has precisely one fourth bearing point spaced apart from the third bearing point, by means of which the second check arm is or can be articulatedly coupled to the chassis, so that preferably the second check arm is or can be articulatedly coupled to the chassis via precisely one bearing point spaced apart from the third bearing point, namely the fourth bearing point, in particular bypassing the wheel carrier and the pivot bearing.Alternatively or additionally, the fourth check rail is articulatedly coupled to the wheel carrier via precisely one fifth bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. Furthermore, it is preferably provided that the fourth check rail has precisely one sixth bearing point spaced from the fifth bearing point, by means of which the fourth check rail can be or is coupled in an articulated manner to the chassis. In other words, for example, the fourth check rail can be or is coupled in an articulated manner to the chassis via precisely one bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, namely the sixth bearing point, in particular bypassing the wheel carrier and the pivot bearing.The third bearing point and / or the fourth bearing point and / or the fifth bearing point and / or the sixth bearing point can, in particular, have a connecting element designed, for example, as a rubber bearing or ball joint.

[0033] Alternatively or additionally, the fifth check rail is articulatedly coupled to the wheel carrier via exactly one seventh bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. Preferably, the fifth check rail has exactly one eighth bearing point spaced from the seventh bearing point, by means of which the fifth check rail can be or is articulatedly coupled to the chassis, wherein the eighth bearing point has, for example, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint.In other words, it is preferably provided that the fifth check arm is or can be coupled in an articulated manner to the chassis via exactly one bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, namely the eighth bearing point, in particular bypassing the wheel carrier and the pivot bearing. In other words, it is preferably provided that the second check arm and / or the fourth check arm and / or the fifth check arm is designed as a rod link, thus as a two-point link, which has exactly two coupling points, namely the respective aforementioned bearing points, wherein the respective rod link is or can be coupled in an articulated manner to the wheel carrier via the coupling points, in particular bypassing the pivot bearing, and is or can be coupled in an articulated manner to the chassis, in particular bypassing the pivot bearing and the wheel carrier.This enables particularly precise guidance of the vehicle wheel in a space-saving, weight-saving and cost-effective manner.

[0034] In a further, particularly advantageous embodiment of the invention, it is provided that the first check arm has exactly one bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, by means of which the first check arm can be or is coupled in an articulated manner to the chassis, in particular bypassing the wheel carrier and the pivot bearing. This makes it possible to achieve particularly precise wheel guidance and thus particularly high driving comfort in a space-saving and cost-effective manner. In a further, particularly advantageous embodiment of the invention, it is provided that the first check arm is articulatedly coupled to the wheel carrier via exactly one bearing point, which for example, in particular precisely, has a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing.Thus, the first wheel guide is preferably designed as a rod guide, i.e. as a two-point guide, so that a particularly precise and space-saving wheel guidance can be achieved.

[0035] In order to achieve particularly precise wheel guidance and thus reliably avoid undesired relative movements, so that a particularly high level of driving comfort can be achieved, it is preferably provided that the bearing point via which the first wheel check arm is articulated to the wheel carrier, in particular bypassing the pivot bearing, has a second connecting element which is coupled to the wheel carrier or to the first wheel check arm by means of a bearing bolt designed, for example, as a screw element or as a screw bolt. The previous and following statements regarding the first connecting element can easily be transferred to the second connecting element. In particular, the second connecting element is a bearing or a bearing element. In particular, the second connecting element can be a rubber bearing or a joint, in particular a ball joint.The second connecting element has a bearing stiffness of at least 40 Newton meters per degree, in particular of at least 70 Newton meters per degree, and very particularly of at least 100 Newton meters per degree, viewed in the radial direction of the bearing pin. Particularly when the bearing pin is designed as a screw element or as a screw bolt, the screw element is rotated, for example, relative to the wheel carrier and / or relative to the first check rail about a screw axis running in the axial direction of the second connecting element or coinciding with the axial direction of the second connecting element, in order to screw the screw element together and thus connect the second connecting element to the wheel carrier or to the check rail.The radial direction runs perpendicular to the screw axis, so that the bearing stiffness, also known as gimbal stiffness, extends perpendicular to the screw axis, also known as the screw direction. This allows for a particularly high degree of stiffness of the second connecting element, so that undesirable relative movements can be avoided, especially when the first check rail is only articulated to the wheel carrier via the single bearing point containing the second connecting element. This allows the installation space requirement to be kept to a particularly low level.

[0036] In order to particularly effectively prevent undesired relative movements and thus achieve particularly high driving comfort, a further, alternative embodiment of the invention provides that the first check rail is articulated to the wheel carrier via exactly two bearing points that are spaced apart from one another and, for example, each having, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint. In this case, the first check rail on the wheel carrier side is designed, for example, as a control fork, which has, for example, two fork tines that are spaced apart from one another, in particular in the axial direction of the connecting elements. At least a partial region of the check rail is arranged, for example, between the fork tines, in particular viewed in the axial direction of the connecting elements. In this case, for example, one of the connecting elements is arranged on each of the fork tines.

[0037] Finally, it has proven particularly advantageous for achieving a particularly high level of driving comfort if the pivot bearing is mounted on the wheel carrier by means of at least one bearing so that it can pivot about the pivot axis relative to the wheel carrier. The pivot bearing has a recess, which is designed in particular as a through-opening and is also referred to as a window, in which the bearing is at least partially arranged. The wheel carrier engages in the recess so that, for example, within the recess, the pivot bearing is mounted on the wheel carrier via the bearing so that it can pivot about the pivot axis relative to the wheel carrier. For example, the bearing is or comprises a ball joint, or a ball joint is formed by the bearing, wherein, for example, the pivot bearing can be mounted on the wheel carrier by means of the ball joint so that it can pivot about the pivot axis relative to the wheel carrier. It is also conceivable for the said bearing to be a ball bearing.In other words, the bearing can be a rolling bearing, in particular a ball bearing. Furthermore, it is conceivable that the bearing arranged at least partially in the recess is designed as a rubber bearing.

[0038] A second aspect of the invention relates to a motor vehicle, also referred to as a vehicle or motor vehicle and preferably designed as a motor vehicle, which has at least or exactly one vehicle axle designed as a multi-link axle, which has at least or exactly two wheel suspensions according to the first aspect of the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa. It is conceivable that the respective connecting element is designed as a respective ball joint and / or sliding joint.

[0039] Further details of the invention will become apparent from the following description of preferred embodiments with the accompanying drawings. In the drawings:

[0040] Fig. 1 shows a partial schematic perspective view of a first

[0041] Embodiment of a vehicle axle of a motor vehicle designed as a multi-link axle;

[0042] Fig. 2 shows a partial schematic plan view of the first

[0043] Design of the vehicle axle;

[0044] Fig. 3 shows a further schematic perspective view of the

[0045] Vehicle axle according to the first embodiment;

[0046] Fig. 4 shows a further schematic perspective view of the

[0047] Vehicle axle according to the first embodiment;

[0048] Fig. 5 shows a further schematic perspective view of the

[0049] Vehicle axle according to the first embodiment;

[0050] Fig. 6 shows a partial schematic plan view of a second

[0051] Design of the vehicle axle;

[0052] Fig. 7 shows a partial schematic plan view of a third

[0053] Design of the vehicle axle;

[0054] Fig. 8 shows a partial schematic and perspective top view of the

[0055] Vehicle axle according to the third embodiment;

[0056] Fig. 9 shows a partial schematic perspective view of the

[0057] Vehicle axle according to the third embodiment; Fig. 10 shows a partial schematic perspective view of a fourth

[0058] Design of the vehicle axle; and

[0059] Fig. 11 shows a further schematic perspective view of the

[0060] Vehicle axle according to the fourth embodiment.

[0061] In the figures, identical or functionally identical elements are provided with the same reference numerals.

[0062] Fig. 1 shows a detail in a schematic perspective view of a first embodiment of a vehicle axle 1 designed as a multi-link axle and simply also referred to as an axle, of a motor vehicle also referred to as a vehicle or motor vehicle and designed, for example, as a passenger car. This means that the motor vehicle has at least or exactly two vehicle axles arranged consecutively and thus one behind the other in the longitudinal direction of the motor vehicle, namely the vehicle axle 1 as the first vehicle axle and a second vehicle axle. For example, the vehicle axle 1 is arranged behind the second vehicle axle in the longitudinal direction of the vehicle, so that, for example, the second vehicle axle is a front axle and the first vehicle axle 1 is a rear axle of the motor vehicle.The respective vehicle axle has at least or exactly two vehicle wheels, also simply referred to as wheels, arranged on opposite sides of the motor vehicle in the transverse direction of the motor vehicle. The transverse direction of the vehicle is illustrated in Fig. 1 by a double arrow 2. One of the vehicle wheels of the vehicle axle 1 is shown particularly schematically and in detail in Fig. 1 and is designated 3. The previous and following explanations regarding the vehicle wheel 3 can easily be applied to the other vehicle wheel of the vehicle axle 1, not shown in the figures, and vice versa. The vehicle wheels of the motor vehicle are ground contact elements by means of which the motor vehicle can be or is supported downwards on a ground in the vertical direction of the motor vehicle. The vertical direction of the vehicle is illustrated by a double arrow 4 and runs perpendicular to the transverse direction of the vehicle.The vehicle wheels of vehicle axle 1 are rear wheels. In particular, the vehicle wheels of vehicle axle 1 are drivable or driven wheels.

[0063] For example, the motor vehicle has a drive device, in particular an electric one, by means of which the vehicle wheels of the vehicle axle 1 can be driven, in particular purely electrically. The vehicle wheels of the second axle are front wheels. In this case, the vehicle has a front axle steering system, also referred to as front-wheel steering, which is also referred to as the first steering system. The front wheels can be steered by means of the first steering system in order to be able to change lanes, change direction of travel and corner the motor vehicle. For example, the first steering system has a steering handle, in particular designed as a steering wheel, which can be operated by a person such as the driver of the vehicle and can therefore be rotated in particular about a steering wheel axis of rotation relative to a body of the motor vehicle.By rotating the steering wheel relative to the body and around the steering wheel's axis of rotation, the front wheels can be pivoted relative to the body and thus steered, thereby enabling the vehicle to corner, change direction, and change lanes as described above. For example, the steering wheel is mechanically coupled to the front wheels.

[0064] The motor vehicle has the aforementioned body, which is designed, for example, as a self-supporting body. The self-supporting body forms or delimits an interior of the motor vehicle, also referred to as a passenger cell or passenger compartment, with the steering handle being arranged in the interior. While the motor vehicle is traveling, the aforementioned persons can remain in the interior. The vehicle axle 1 has an axle carrier 5 designed as a rear axle support, which is designed separately from the body and is mounted, in particular elastically, on the body. The axle carrier 5 is to be understood as a chassis designed separately from the body, to which the vehicle wheel 3 is or can be connected in an articulated manner, such that the vehicle wheel 3 is or can be connected in an articulated manner to the body via the axle carrier 5.When it is stated below that the vehicle wheel 3 can be or is connected in an articulated manner to the axle carrier 5, this is to be understood as meaning that the vehicle wheel 3 can (also) be or is connected in an articulated manner to the body, namely through the axle carrier 5.

[0065] The vehicle axle 1 has, in particular for each vehicle wheel of the vehicle axle 1, a wheel suspension 6, via which the vehicle wheel 3 is articulated to the axle carrier 5 and thus, via the axle carrier 5, to the body. In particular, the wheel suspension 6 allows, for example, first relative movements between the vehicle wheel 3 and the axle carrier 5 or the body, occurring at least substantially in the vehicle's vertical direction (double arrow 4), wherein, for example, the wheel suspension 6 at least limits or prevents second relative movements between the vehicle wheel 3 and the axle carrier 5 and thus the body. The first relative movements are compression and rebound movements of the vehicle wheel, whose compression and rebound movements are collectively referred to as wheel movements. At least with regard to the wheel movements, the vehicle wheel 3 is supported on the body in a sprung and damped manner via a spring and / or damper element 7.For this purpose, the spring and / or damper element 7 comprises a vibration damper 8, also referred to as a shock absorber, which is designed, for example, as a hydraulic shock absorber. The vibration damper 8 dampens the compression and rebound movements (wheel movements). The spring and / or damper element 7 also comprises a spring 9, also referred to as a suspension spring, which can be designed as a mechanical spring. In the first embodiment, however, the spring 9 is designed as an air spring. During the respective wheel movement of the vehicle wheel 3 relative to the body, the spring 9 is tensioned, for example, whereby the spring 9 provides, for example, a spring force that counteracts the respective wheel movement. From Fig.1 shows that the vibration damper 8 and the spring 9 are not arranged inside one another in the exemplary embodiment shown. Instead, the vibration damper 8 and the spring 9 are arranged externally with respect to one another, i.e., completely outside of one another. Alternatively, the vibration damper 8 and the spring 9 could be arranged coaxially and, in particular, inside one another.

[0066] The wheel suspension 6 has a wheel carrier 10 and a pivot bearing 11, which is formed in particular separately from the wheel carrier 10 and on which the vehicle wheel 3 is rotatably mounted about a wheel rotation axis 12 relative to the pivot bearing 11. For this purpose, a wheel hub 13 is provided, which is rotatably mounted on the pivot bearing 11 about the wheel rotation axis 12 relative to the pivot bearing 11 via, in particular at least or precisely, a rolling bearing. The vehicle wheel 3 is connected to the wheel hub 13 in a rotationally fixed manner, in particular in a non-destructively detachable manner. The pivot bearing 11 is pivotable relative to the wheel carrier 10 about a pivot axis 14, which runs obliquely or perpendicularly to the wheel rotation axis 12 and is also referred to as the steering axis, and is thus mounted on the wheel carrier 10 in a steerable manner, so that the pivot bearing 11 and with it the vehicle wheel 3 can be pivoted about the steering axis relative to the wheel carrier 10 and relative to the axle carrier 5 and the body and can thus be steered.This can, for example, effect and / or assist the aforementioned cornering, changes of direction, and lane changes. For example, the pivot bearing 11 is part of a second steering system, also referred to as rear-axle steering, which is designed, for example, as a steer-by-wire system and thus has no mechanical connection to the steering handle. The second steering system comprises, for example, a motor (not shown in the figures) designed, in particular, as an electric motor, by means of which the pivot bearing 11 and, with it, the vehicle wheel 3, can be pivoted about the pivot axis 14 relative to the wheel carrier 10 in order to steer the vehicle wheel 3 and thus the motor vehicle. For this purpose, the motor can drive the pivot bearing 11 and thus pivot it about the pivot axis 14 (steering axis) relative to the wheel carrier 10. It can be seen that the wheel carrier 10, the pivot bearing 11, and the vehicle wheel 3 execute the wheel movement together.However, if the pivot bearing 11 and the vehicle wheel 3 are steered, the wheel carrier 10 is not steered.

[0067] The first embodiment is shown in Figs. 1 to 5. As can be seen from Figs. 1 to 5, exactly four wheel guides are articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11 and in particular also bypassing the axle carrier 5 (chassis). These are a first wheel guide 15a, a second wheel guide 15b, a fourth wheel guide 15c, and a fifth wheel guide 15d. The wheel carrier 10 is articulatedly connected to the axle carrier 5 and thus to the body via the four wheel guides 15a-d, in particular bypassing the pivot bearing 11. Furthermore, the wheel suspension 6 is provided with exactly one third wheel guide 15e, which is also referred to as a toe guide, and is articulated to the pivot bearing 11 via, in particular, a first rubber bearing 20, bypassing the wheel carrier 10. The first rubber bearing 20 is a first connecting element or is also referred to as the first connecting element.The first connecting element could alternatively be designed, for example, as a first ball joint. By means of the third wheel guide 15e, the pivot bearing 11 and, with it, the vehicle wheel 3, are pivotable about the pivot axis 14 relative to the wheel carrier 10, in particular by translational movement of the third wheel guide 15e relative to the wheel carrier 10 and relative to the axle carrier 5. Thus, for example, the aforementioned motor is coupled, in particular in an articulated manner, to the pivot bearing 11 via the third wheel guide 15e.

[0068] In the first embodiment, the second wheel control arm 15b, the fourth wheel control arm 15c, and the fifth wheel control arm 15d are designed as rod control arms, i.e., as two-point control arms, which are also referred to as first rod control arms or first two-point control arms. As can be seen, for example, in Fig. 4 using the example of the wheel control arm 15c, the respective first rod control arm has precisely one first bearing point 16, by means of which the respective first rod control arm is articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. In addition, the respective first rod control arm has precisely one second bearing point 17, by means of which the respective first rod control arm can be or is articulatedly coupled to the axle carrier 5 and thus to the body, in particular bypassing the pivot bearing 11 and bypassing the wheel carrier 10.In the first embodiment, the respective first bearing point 16 comprises, in particular, precisely a respective first rubber bearing 18, via which the respective first rod link is articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. Thus, in the first embodiment, it is provided that the respective first rod link is articulatedly coupled to the wheel carrier 10 via precisely one respective rubber bearing, namely the respective rubber bearing 18, in particular bypassing the pivot bearing 11. In the first embodiment, the respective first rubber bearing 18 is at least partially arranged in the respective first rod link. For example, the respective second bearing point 17 has precisely one second rubber bearing 19, by means of which the respective first rod link is articulatedly coupled to the axle carrier 5 and thus to the body.Thus, in the first embodiment, it is provided that the respective first rod link is articulated to the axle carrier 5 via exactly one respective rubber bearing, namely the rubber bearing 19. The respective rubber bearing 19 can, for example, be arranged at least partially in the respective first rod link.

[0069] In the first embodiment, the third wheel guide 15e is articulated to the pivot bearing 11 via exactly one third rubber bearing, namely the rubber bearing 20 (Fig. 1), in particular bypassing the wheel carrier 10.

[0070] In this case, for example, the check arm 15e is also designed as a second rod link, thus as a second two-point link. The second rod link has precisely one third bearing point 21, by means of which the second rod link is articulatedly coupled to the pivot bearing 11, in particular bypassing the wheel carrier 10. In particular, the bearing point 21 comprises the rubber bearing 20. In particular, the rubber bearing 20 is arranged at least partially in the check arm 15e. Furthermore, for example, the third check arm 15e has precisely one fourth bearing point 22 (Fig. 5), in particular as a first coupling point, by means of which the check arm 15e can be or is coupled to the chassis, i.e., to the axle carrier 5, in particular in an articulated manner, in particular such that the check arm 15e is coupled to the engine by means of the bearing point 22, in particular in an articulated manner.In this case, the bearing point 22 can comprise, in particular, a fourth rubber bearing, via which, for example, the wheel guide 15e is coupled to the body, in particular to the motor, which is, for example, coupled to the body. Thus, for example, the second rod guide is or can be coupled to the body in an articulated manner via exactly one rubber bearing, namely via the fourth rubber bearing, in particular via the motor and / or bypassing the wheel carrier 10 and the pivot bearing 11.

[0071] It is particularly clearly visible from Figs. 1, 2, 4, and 5 that the check rail 15a is designed as a fork on the wheel carrier side. The check rail 15a has precisely two spaced-apart fifth bearing points 23 and 24, by means of which the check rail 15 is pivotally coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. The respective bearing point 23, 24 comprises exactly one respective fifth rubber bearing 25, 26, via which the wheel guide 15a is articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. Thus, in the first embodiment, the wheel guide 15a is articulatedly coupled to the wheel carrier 10 via exactly two rubber bearings, namely the rubber bearings 25 and 26, in particular bypassing the pivot bearing 11. The rubber bearings 25 and 26 are spaced apart from one another, in particular in the axial direction of the respective rubber bearing 25, 26, the axial direction of which is shown in Fig.2 is illustrated by a dash-dotted line 27. Since the check rail 15a is fork-shaped on the wheel carrier side, the check rail 15a has fork tines 28 and 29, also simply referred to as tines, which protrude from a base body region 30 of the check rail 15a and are spaced apart from one another in the axial direction of the respective rubber bearings 25, 26. The bearing point 23 is provided on the fork tine 28 and the bearing point 24 on the fork tine 29. In the present case, the rubber bearing 25 is at least partially arranged on the fork tine 28 and the rubber bearing 26 is at least partially arranged on the fork tine 29, so that the rubber bearings 25 and 26 are each at least partially arranged on the check rail 15a. The forks 28 and 29 and the base body area 30 delimit a receptacle 31 in which a partial area 32 of the wheel carrier 10 is arranged.The wheel carrier 10 is coupled to the rubber bearings 25 and 26, for example by means of a bearing bolt whose axial direction or longitudinal extension coincides with the axial direction of the respective rubber bearing 25, 26, so that the wheel carrier 10 is coupled to the rubber bearings 25 and 26 via its partial area 32. As a result, the wheel check arm 15a is articulated to the partial area 32 and to the wheel carrier 10 via the precisely two rubber bearings 25, 26, in particular bypassing the pivot bearing 11. For example, the bearing bolt is a screw bolt, thus a screw element, by means of which the wheel carrier 10 is coupled to the rubber bearings 25 and 26 by screwing, i.e. by screwing.For this purpose, for example, the bearing bolt and / or a further screw element, which is screwed to the bearing bolt, for example, in order to thereby couple the bearing bolt to the rubber bearings 25 and 26, is rotated relative to the check rail 15a and relative to the wheel carrier 10 about a screw axis coinciding with the axial direction of the respective rubber bearing 25, 26, in order to thereby screw the bearing bolt, in particular to the corresponding, further screw element, and thus to thereby attach the bearing bolt to the respective rubber bearing 25, 26, and thus to couple or connect it to the rubber bearings 25, 26. The screw axis is one or runs along a screwing direction, along which, for example, the bearing bolt and / or the further screw element is moved, in particular by the respective screwing, in particular translationally, in order to connect the bearing bolt to the respective rubber bearing 25, 26.

[0072] The check arm 15a has precisely one sixth bearing point 33, by means of which the check arm 15a can be or is coupled in an articulated manner to the axle carrier 5 and thus to the body, in particular bypassing the wheel carrier 10 and bypassing the pivot bearing 11. In this case, the bearing point 33 comprises, for example, in particular precisely, a sixth rubber bearing 34, via which the check arm 15a can be or is coupled in an articulated manner to the axle carrier 5 and thus to the body. Thus, in the present case, it is provided that the check arm 15a is articulated to the axle carrier 5 via precisely one rubber bearing, namely the rubber bearing 34.

[0073] From Fig. 1 it can be seen that the pivot bearing 11 is coupled to the wheel carrier 10 by means of exactly two joints 35 and 36 so as to be pivotable about the pivot axis 14 relative to the wheel carrier 10. The joints 35 and 36 thus form or define the pivot axis 14. The respective joint 35, 36 can be or comprise, in particular precisely, a respective rubber bearing. Furthermore, the respective joint 35, 36 can be or comprise a ball joint. Furthermore, the respective joint 35, 36 can be or comprise a rolling bearing, in particular a ball bearing, or a plain bearing. In this case, as can be seen particularly well from Figs. 1 and 3, the pivot bearing 11 has a recess 37, which in the present case is designed as a through-opening and is also referred to as a window, in which the lower joint 36, viewed in the vertical direction of the vehicle, is at least partially, in particular at least predominantly and thus at least more than half, received.In the present case, for example, the recess 37 is penetrated by the joint 36. In particular, a second partial region 38 of the wheel carrier 10 is received in the recess 37, in particular such that the partial region 38 penetrates the recess 37. In this case, for example, the partial region 38 is connected in an articulated manner to the pivot bearing 11 by means of the joint 36, or the joint 36 encompasses the partial region 38 of the wheel carrier 10. As a result, the joint 36 and thus the pivot bearing 11 can advantageously be arranged close to a brake disc (not shown in the figures) of a friction brake, which is designed as a disc brake in the present case and is connected in a rotationally fixed manner to the wheel hub 13, by means of which the wheel hub 13 and thus the vehicle wheel 3 can be braked, in particular with regard to rotations occurring about the wheel rotation axis 12.In particular, it is conceivable that in the first embodiment the joint 36 is designed as a pin joint, which can, for example, comprise the partial region 38 as a joint part.

[0074] As previously stated, the vehicle wheel 3 can be driven by the drive device of the motor vehicle. For this purpose, the wheel hub 13 can be driven by the drive device and thereby rotated about the wheel rotation axis 12 relative to the pivot bearing 11. For this purpose, as can be seen from Fig. 4, a side shaft 39 is provided, designed in particular as a cardan shaft, in particular as a constant velocity cardan shaft, via which the wheel hub 13 can be driven by the drive device and thereby rotated about the wheel rotation axis 12 relative to the pivot bearing 11. This allows the vehicle wheel 3 to be driven.

[0075] Fig. 6 shows a detail of a schematic plan view of a second embodiment of the wheel suspension 6. The second embodiment differs from the first embodiment in particular in that in the second embodiment the first wheel guide 15a is also designed as a rod guide, thus as a two-point guide. As in the first embodiment, the wheel guide 15a has exactly one bearing point, namely the bearing point 33, by means of which the wheel guide 15a can be or is coupled in an articulated manner to the chassis, in this case to the axle carrier 5, wherein preferably, as described above, the bearing point 33 has exactly one rubber bearing, namely the rubber bearing 34, by means of which the wheel guide 15a can be or is coupled in an articulated manner to the axle carrier 5 and thus to the chassis (body). Thus, in the second embodiment, the wheel guide 15a is also articulated to the axle carrier 5 via exactly one rubber bearing, namely the rubber bearing 34.On the wheel carrier side, however, in the second embodiment, with regard to the wheel guide 15a, it is provided that the wheel guide 15a has exactly one bearing point, namely the bearing point 23, by means of which the wheel guide 15a is articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. In this case, the bearing point 23 preferably has exactly one rubber bearing, namely the rubber bearing 25, via which the wheel guide 15a is articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. Thus, in the second embodiment, the wheel guide 15a is articulated to the wheel carrier 10 via exactly one rubber bearing, namely the rubber bearing 25, in particular bypassing the pivot bearing 11. However, in order to avoid excessive and undesirable relative movements between the vehicle wheel 3 and the axle carrier 5, in addition to the wheel guides 15a-e, a rubber bearing 25 is provided, which is shown in Fig.6, a pendulum support 40 is provided, which is articulated to the wheel carrier 10 via exactly one first bearing point 41, in particular bypassing the pivot bearing 11, and is articulated to the check rail 15a via exactly one bearing point 42 spaced apart from the bearing point 41, in particular bypassing the pivot bearing 11, the wheel carrier 10 and the other check rails 15b-e, in particular all other check rails of the wheel suspension 6. In this case, it is particularly conceivable that the respective bearing point 41, 42, in particular precisely, has a respective rubber bearing, via which the pendulum support 40 is articulated to the wheel carrier 10 or to the check rail 15a. Thus, for example, the pendulum support 40 is articulated to the wheel carrier 10 via exactly one rubber bearing, in particular bypassing the pivot bearing 11, and for example, the pendulum support 40 is articulated to the wheel guide 15a via exactly one rubber bearing.

[0076] Figs. 7 to 9 show a third embodiment of the wheel suspension 6. The aforementioned brake disc for braking the wheel hub 13 and thus the vehicle wheel 3 is designated by 43. Not shown separately is the pivot bearing 11, to which the third wheel guide 15e is articulatedly coupled. In particular, as in the second embodiment, the first wheel guide 15a is designed as a rod guide, thus as a two-point link. Thus, in the third embodiment, the wheel guide 15a has precisely one bearing point 23, by means of which the wheel guide 15a is articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. In this case, the bearing point 23, for example, has precisely a rubber bearing, via which the wheel guide 15a is articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11.Thus, in the third embodiment, the check rail 15a is articulated to the wheel carrier 10 via precisely one rubber bearing, thereby bypassing the pivot bearing 11. Furthermore, the check rail 15a has precisely one bearing point 33 spaced from the bearing point 23, by means of which the check rail 15a can be or is coupled to the axle carrier 5 and thus to the chassis (body). In this case, for example, the bearing point 33 comprises precisely one rubber bearing, via which the wheel control arm 15a can be or is coupled in an articulated manner to the axle carrier 5 and thus to the chassis, in particular bypassing the wheel carrier 10 and the pivot bearing 11 and the remaining or all remaining wheel control arms of the wheel suspension 6. Thus, for example, in the third embodiment, the wheel control arm 15a is articulatedly coupled to the axle carrier 5 via precisely one rubber bearing, in particular bypassing the wheel carrier 10, the pivot bearing 11 and all other wheel control arms of the wheel suspension 6.

[0077] The second wheel guide 15b is designed as a three-point swing arm, which is articulated to the wheel carrier 10 via exactly one first bearing point 44 (Fig. 8), in particular bypassing the pivot bearing 11. In particular, the bearing point 44 comprises, in particular precisely, a rubber bearing, via which the three-point swing arm is articulated to the wheel carrier 10, in particular bypassing the pivot bearing 11. Thus, for example, the three-point swing arm is articulated to the wheel carrier 10 via exactly one rubber bearing, in particular bypassing the pivot bearing 11. In addition, the three-point swing arm has exactly two bearing points 45 and 46 spaced apart from one another and from the bearing point 44, by means of which the three-point swing arm can be or is articulated to the axle carrier 5 and thus to the chassis, in particular bypassing the wheel carrier 10, the pivot bearing 11 and the or all other wheel guides of the wheel suspension 6.In this case, for example, the respective bearing point 45, 46 has, in particular, a rubber bearing, via which the three-point swing arm is or can be articulated to the axle carrier 5 and thus to the chassis (body). Thus, for example, the three-point swing arm is or can be articulated to the axle carrier 5 via exactly two spaced-apart rubber bearings, in particular bypassing the wheel carrier 10, the pivot bearing 11, and the or all other wheel guides of the wheel suspension 6.

[0078] In order to be able to avoid undesired relative movements between the vehicle wheel 3 and the chassis, as can be seen particularly well in Fig. 9, a pendulum support 54, also referred to as the first pendulum support, is provided, which is articulated to the three-point swing arm via exactly one bearing point 47 spaced apart from the bearing points 44, 45 and 46, in particular bypassing the wheel carrier 10, the pivot bearing 11 and the or all other wheel guides of the wheel suspension 6. In addition, the pendulum support 54 is articulated to the wheel carrier 10 via exactly one bearing point 55 spaced apart from the bearing points 44, 45, 46 and 47, in particular bypassing the pivot bearing 11 and the or all other wheel guides of the wheel suspension 6.For example, the respective bearing point 47, 55 has, in particular, a respective rubber bearing, via which the pendulum support 54 is articulated to the three-point swing arm or to the wheel carrier 10. Thus, for example, the pendulum support 54 is articulated to the three-point swing arm via exactly one rubber bearing and to the wheel carrier 10 via exactly one rubber bearing. Particularly when the wheel guide 15a in the third embodiment is designed as a rod guide, as shown in Figs. 7 to 9, it may be expedient to use a second pendulum support provided in addition to the pendulum support 54, namely, for example, the pendulum support 40 of the second embodiment, in order to be able to avoid undesirable, excessive relative movements between the vehicle wheel 3 and the chassis.As in the second embodiment, in the third embodiment too, the pendulum support 40 is articulated to the wheel carrier 10 by means of exactly one bearing point, the bearing point 41, in particular bypassing the pivot bearing 11 and bypassing the or all other wheel guides of the wheel suspension 6, and as in the second embodiment, in the third embodiment the second pendulum support 40 would then be articulated to the wheel guide 15a by means of exactly one bearing point, namely the bearing point 42, in particular bypassing the pivot bearing 11, the wheel carrier 10 and the or all other wheel guides of the wheel suspension 6.The use of the second pendulum support, which is provided in addition to the pendulum support 54, can be avoided in particular if the wheel guide 15a is fork-shaped on the wheel carrier side, as in the first embodiment, and is thus articulated to the wheel carrier 10 by means of exactly two bearing points 23 and 24, in particular bypassing the pivot bearing 11 and the or all other wheel guides of the wheel suspension 6.

[0079] Furthermore, it would be conceivable to design the check rail 15a, as shown in Fig. 7 to 9, as a rod check rail, thus as a two-point control rail, and in doing so to avoid both the use of the second pendulum support and the fork-shaped design of the check rail 15a on the wheel carrier side, if, for example, the rubber bearing 25 of the bearing point 23 in the radial direction of the rubber bearing 25 and thus viewed perpendicular to the screw axis has a bearing stiffness, also simply referred to as stiffness, of at least 40 Newton meters per degree, in particular of at least 70 Newton meters per degree and very particularly at least 100 Newton meters per degree.

[0080] Finally, Fig. 10 and 11 show a fourth embodiment of the wheel suspension 6. In the fourth embodiment, the second wheel control arm 15b is designed as a four-point swing arm, which is articulated to the wheel carrier 10 via exactly two spaced-apart bearing points 48 and 49, in particular bypassing the pivot bearing 11 and the or all other wheel control arms of the wheel suspension 6. For example, the respective bearing point 48, 49 has, in particular precisely, a respective rubber bearing 50, 51, via which the four-point swing arm is articulated to the wheel carrier 10. Thus, in the present case, the four-point swing arm is articulated to the wheel carrier 10 via exactly two rubber bearings, namely the rubber bearings 50 and 51, in particular bypassing the pivot bearing 11 and all or all other wheel control arms of the wheel suspension 6.In addition, the four-point swing arm has exactly two bearing points 52 and 53, spaced apart from one another and from the bearing points 48 and 49, by means of which the four-point swing arm (wheel check arm 15b) can be or is coupled in an articulated manner to the axle carrier 5 and thus to the chassis (body). It can also be seen that the bearing points 48 and 49 are spaced apart from one another and from the bearing points 52 and 53. The respective bearing point 52, 53 has, in particular, exactly one respective rubber bearing, via which the four-point swing arm can be or is coupled in an articulated manner to the axle carrier 5 and thus to the chassis. Thus, in the present case, the four-point swing arm can be or is coupled in an articulated manner to the axle carrier 5 and thus to the chassis via exactly two rubber bearings.By using the four-point swing arm as the check arm 15b, the first check arm 15a can be designed as a two-point link, thus as a rod link, so that the forked configuration of the check arm 15a on the wheel carrier side and also the previously described large width of the rubber bearing 25 running along the screw axis and its high bearing rigidity can be avoided. In order to be able to avoid the forked configuration of the check arm 15a and the additional pendulum support, for example, the rubber bearing 25 of the bearing point 23 has a large width or length running along the screw axis or in the axial direction of the rubber bearing 25. For example, this makes it possible to achieve the aforementioned high bearing rigidity of the rubber bearing 25, also referred to as cardanic rigidity. This applies to all embodiments.

[0081] For example, a ball joint and / or sliding joint could be used instead of the respective rubber bearing.

[0082] Vehicle axle

[0083] double arrow

[0084] vehicle wheel

[0085] double arrow

[0086] axle carrier

[0087] Wheel suspension

[0088] Spring and / or damper element

[0089] Vibration damper

[0090] Feather

[0091] wheel carrier

[0092] swivel bearing

[0093] Wheel rotation axis

[0094] wheel hub

[0095] Swivel axis ae wheel guide

[0096] storage location

[0097] storage location

[0098] rubber bearings

[0099] rubber bearings

[0100] rubber bearings

[0101] storage location

[0102] storage location

[0103] storage location

[0104] storage location

[0105] rubber bearings

[0106] Rubber bearing dash-dotted line

[0107] Forks

[0108] Forks

[0109] Basic body area

[0110] Recording

[0111] Sub-area

[0112] storage location

[0113] Rubber bearing joint joint recess section side shaft pendulum support bearing point bearing point brake disc bearing point bearing point bearing point bearing point bearing point bearing point rubber bearing rubber bearing bearing point bearing point pendulum support bearing point

Claims

Wheel suspension (6) for a vehicle wheel (3) of a motor vehicle, with a wheel carrier (10) and with a pivot bearing (11) on which the vehicle wheel (3) is to be rotatably mounted, wherein for steering the pivot bearing (11) and the vehicle wheel (3), the pivot bearing (11) is pivotably mounted on the wheel carrier (10) about a pivot axis (14) relative to the wheel carrier (10), characterized by: - at least two wheel guides (15a, b) which are articulatedly coupled to the wheel carrier (10), namely a first wheel guide (15a) and a second wheel guide (15b), via which the wheel carrier (10) can be articulatedly connected to a chassis of the motor vehicle; - a third wheel guide (15e) which is articulatedly coupled to the pivot bearing (11) via a connecting element (20), by means of which the pivot bearing (11) can be pivoted about the pivot axis (14) relative to the wheel carrier (10) in order to steer the pivot bearing (11) and the vehicle wheel (3); and - Spring and / or damper element (7), via which the wheel carrier (10) and the pivot bearing (11) can be supported on a body of the motor vehicle in a spring-loaded and / or damped manner. Wheel suspension (6) according to claim 1, characterized in that the third wheel guide (15e) is articulatedly coupled to the pivot bearing (11) via precisely one bearing point (21) comprising the connecting element (20). Wheel suspension (6) according to claim 1 or 2, characterized in that the second wheel guide (15b) is designed as a four-point swing arm, which: - is articulated to the wheel carrier (10) via exactly two spaced-apart first bearing points (48, 49); and - has exactly two second bearing points (52, 53) spaced apart from one another, by means of which the four-point swing arm can be coupled to the chassis in an articulated manner. Wheel suspension (6) according to claim 1 or 2, characterized in that the second wheel guide (15b) is designed as a three-point swing arm, which: - is articulated to the wheel carrier (10) via exactly one first bearing point (44); and - has exactly two second bearing points (45, 56) spaced apart from the first bearing point (44) and from one another, by means of which the three-point swing arm can be articulated to the chassis. Wheel suspension (6) according to claim 4, characterized by a pendulum support (54) which is articulated to the three-point swing arm via a third bearing point (47) spaced apart from the first bearing point (44) and the second bearing points (45, 46), and which is articulated to the wheel carrier (10) via a fourth bearing point (55) spaced apart from the first bearing point (44), the second bearing points (45, 46), and the third bearing point (47).Wheel suspension (10) according to claim 5, characterized by a second pendulum support (40) which is articulated to the wheel carrier (10) via a fifth bearing point (41) spaced apart from the first bearing point (44), the second bearing points (45, 46), the third bearing point (47) and the fourth bearing point (55), and which is articulated to the first wheel guide (15a) via a sixth bearing point (42) spaced apart from the first bearing point (44), the second bearing points (45, 46), the third bearing point (47), the fourth bearing point (55) and the fifth bearing point (41).Wheel suspension (6) according to claim 4, characterized by a pendulum support which is articulated to the wheel carrier (10) via a third bearing point spaced apart from the first bearing point (44) and from the second bearing points (45, 46), and which is articulated to the first wheel guide (15a) via a fourth bearing point spaced apart from the first bearing point (44), from the second bearing points (45, 46) and from the third bearing point. Wheel suspension (6) according to claim 1 or 2, characterized in that at least or exactly four wheel check arms (15a-d) are articulatedly coupled to the wheel carrier (10), namely the first wheel check arm (15a), the second wheel check arm (15b), a fourth wheel check arm (15c), and a fifth wheel check arm (15d), via which the wheel carrier (10) can be articulatedly connected to the chassis of the motor vehicle. Wheel suspension (6) according to claim 8, characterized by a pendulum support (40) which is articulatedly coupled to the wheel carrier (10) via a first bearing point (41) and is articulatedly coupled to one of the four wheel check arms (15a-d) articulatedly coupled to the wheel carrier (10), in particular to the first wheel check arm (15a), via a second bearing point (42) spaced from the first bearing point (41). Wheel suspension (6) according to claim 8 or 9, characterized in that: - the second wheel guide (15b) is articulated to the wheel carrier (10) via exactly one third bearing point (16) and has exactly one fourth bearing point (17) spaced from the third bearing point (16), by means of which the second wheel guide (15b) can be articulated to the chassis; and / or - the fourth wheel guide (15c) is articulated to the wheel carrier (10) via exactly one fifth bearing point (16) and has exactly one sixth bearing point (17) spaced from the fifth bearing point (16), by means of which the fourth wheel guide (15c) can be articulated to the chassis; and / or - the fifth wheel guide (15d) is articulated to the wheel carrier (10) via exactly one seventh bearing point (16) and has exactly one eighth bearing point (17) spaced from the seventh bearing point (16), by means of which the fifth wheel guide (15d) can be articulated to the chassis. Wheel suspension (6) according to one of the preceding claims, characterized in that the first wheel guide is articulated to the wheel carrier (10) via exactly one bearing point (23). Wheel suspension (6) according to claim 11, characterized in that the bearing point (23) via which the first wheel guide (15a) is articulatedly coupled to the wheel carrier (10) has a second connecting element (25) which is coupled to the wheel carrier (10) or the first wheel guide (15a) by means of a bearing pin and has a bearing stiffness of at least 40 Newton meters per degree, viewed in the radial direction of the bearing pin. Wheel suspension (6) according to one of claims 1 to 10, characterized in that the first wheel guide (15a) is articulatedly coupled to the wheel carrier (10) via exactly two spaced-apart bearing points (23, 24).Wheel suspension (6) according to one of the preceding claims, characterized in that the pivot bearing (11) is mounted on the wheel carrier (10) by means of at least one bearing (36) so as to be pivotable about the pivot axis (14) relative to the wheel carrier (10), wherein the pivot bearing (11) has a recess (37) in which the bearing (36) is at least partially arranged, wherein the wheel carrier (10) engages in the recess (37). Motor vehicle, with at least or exactly one multi-link axle (1), which has at least or exactly two wheel suspensions (6) according to one of the preceding claims.

Images