Wheel suspension for a motor vehicle and corresponding motor vehicle

Abstract

The invention relates to a wheel suspension (1) for a motor vehicle, comprising a wheel support (7) on which a wheel hub (5) is rotatably supported or can be rotatably supported about a wheel hub rotational axis (8) by means of a wheel bearing (6) and comprising two chassis links (11, 12) of a first link assembly (9), two chassis links (13, 14) of a second link assembly (10), and a track rod (23) which is hinged to a track rod kinematic point (24) on the wheel support (7), wherein the chassis links (11, 12, 13, 14) are hinged to the wheel support (7) such that the wheel support (7) describes a rotational movement about a virtual wheel support rotational axis (36) when the track rod (23) is displaced, and a horizontal plane (38) which receives the wheel center (37) and which is aligned horizontally and a vertical plane (39) which receives the wheel center (37) and which is perpendicular to the horizontal plane (38) delimit multiple orthants (40, 41, 42, 43) from one another. In the installed position of the wheel suspension (1), the track rod kinematic point (24) is arranged in a first orthant of the orthants (40, 41, 42, 43). According to the invention, the wheel support rotational axis (36) runs through a second orthant of the orthants (40, 41, 42, 43), said second orthant lyinig opposite the first orthant (40) with respect to the wheel hub rotational axis. The invention additionally relates to a motor vehicle with a wheel suspension (1).

Description

[0001] Wheel suspension for a motor vehicle and corresponding motor vehicle

[0002] DESCRIPTION:

[0003] The invention relates to a wheel suspension for a motor vehicle, comprising a wheel carrier on which a wheel hub is or can be rotatably mounted about a wheel hub axis of rotation by means of a wheel bearing, and comprising two chassis links of an upper link arrangement, two chassis links of a lower link arrangement, and a tie rod articulated to a tie rod kinematics point on the wheel carrier, wherein the chassis links are articulated to the wheel carrier in such a way that the wheel carrier describes a rotational movement about a virtual wheel carrier axis of rotation when the tie rod is displaced, and wherein a horizontal plane receiving a wheel center and is horizontally oriented and a vertical plane receiving the wheel center and perpendicular to the horizontal plane delimit several orthants from one another, wherein in the installed position of the wheel suspension, the tie rod kinematics point is arranged in a first of the orthants. The invention further relates to a motor vehicle.

[0004] For example, the prior art document DE 10 2018 206 402 A1 is known. This document shows a wheel suspension for a motor vehicle, comprising a wheel carrier rotatably mounted about a steering axis for steering the motor vehicle, on which wheel hub a wheel rim of a wheel of the motor vehicle is rotatably mounted or mountable about a wheel hub rotation axis by means of a wheel bearing, and which has a bearing point for connecting a tie rod, and comprising a first control arm assembly and a second control arm assembly, which engage the wheel carrier at a distance from one another in the axial direction with respect to the steering axis for coupling the wheel carrier to a body of the motor vehicle.It is provided that, in the installed position of the wheel suspension, a kinematic point of a tie rod bearing serving to connect the tie rod to the bearing point is arranged in the direction of travel of the motor vehicle in front of the steering axle and above a horizontal plane which accommodates or intersects the wheel hub axis of rotation and is arranged horizontally.

[0005] Furthermore, the document DE 10 2019 002 655 A1 discloses an axle arrangement for a vehicle, which is characterized by a subframe with a wheel carrier on each side of the subframe, wherein a lower trapezoidal control arm, an upper camber control arm and a tie rod behind the wheel carrier center are arranged between the subframe and the respective wheel carrier, wherein a longitudinal force coupling is arranged between the respective wheel carrier and the respective trapezoidal control arm and wherein a spring and a damper act on the respective trapezoidal control arm.

[0006] The object of the invention is to propose a wheel suspension for a motor vehicle that offers advantages over known wheel suspensions and is preferably compact in design, particularly in a longitudinal direction of the motor vehicle. Furthermore, the wheel suspension should be particularly well suited for a motor vehicle configured as an electric vehicle.

[0007] This is achieved according to the invention with a wheel suspension for a motor vehicle having the features of claim 1. It is provided that the wheel carrier axis of rotation runs through a second of the orthants opposite the first orthant with respect to the wheel hub axis of rotation.

[0008] Advantageous embodiments with expedient further developments of the invention are specified in the dependent claims. It is pointed out that the exemplary embodiments explained in the description are not restrictive; rather, any variations of the features disclosed in the description, the claims, and the figures are feasible. The wheel suspension is preferably a component of the motor vehicle, but can of course be separate from it. It serves to connect the wheel carrier and thus a wheel of the motor vehicle to a body of the motor vehicle. The wheel suspension is preferably provided and configured for suspension, in particular for spring suspension, of the wheel carrier with respect to the body. The wheel is rotatably mounted on the wheel carrier of the wheel suspension or at least rotatably mountable.For this purpose, the wheel is attached, or at least attachable, to the wheel hub, which is ultimately rotatably mounted on the wheel carrier, for example, by means of a wheel bearing. The wheel, or at least a rim of the wheel, is thus rotatably mounted on the wheel carrier via the wheel hub. The rim serves as a support for a tire of the wheel, preferably an air-filled tire.

[0009] The wheel hub can be a component of the wheel bearing or integrated with it. For example, the wheel hub is designed as a single piece and / or made of the same material with an inner ring or an outer ring of the wheel bearing, while the other ring, i.e., either the outer ring or the inner ring, is attached to the wheel carrier. The wheel carrier, the wheel bearing, and the wheel are not necessarily components of the described wheel suspension, but can each be optional.

[0010] The wheel carrier has, for example, a wheel bearing receptacle which is designed as an opening, in particular as an opening with a closed edge, in the wheel carrier. The wheel bearing is arranged at least partially in the wheel bearing receptacle. In addition, the wheel hub and / or a shaft coupled to it in a rotationally fixed manner engages at least partially in the wheel bearing receptacle. Particularly preferably, the wheel hub and / or the shaft, in particular together, penetrate the wheel bearing receptacle at least partially, in particular completely, in the axial direction with respect to the wheel hub axis of rotation. The wheel hub is preferably drive-coupled, at least temporarily, to a drive device via the shaft. The drive device can be designed as a single-wheel drive. It preferably has an electric traction machine, by means of which a drive torque directed towards driving the motor vehicle can be generated or is generated at least temporarily.

[0011] The wheel bearing is preferably designed as a rolling bearing and, in this respect, has an inner ring and an outer ring, between which rolling elements are arranged to reduce friction. The inner ring is assigned to the wheel hub, in particular it is connected to the wheel hub, for example, it is formed integrally with it or fastened to it, whereas the outer ring is assigned to the wheel carrier, in particular it is connected to the wheel carrier, for example, it is fastened to it. The outer ring is preferably located in the wheel bearing receptacle. In other words, the outer ring rests with its outer peripheral surface against an inner peripheral surface of the wheel carrier that borders the wheel bearing receptacle.

[0012] The wheel carrier is connected, or can be connected, to the body via the chassis links. Once the wheel suspension is mounted on the motor vehicle, each of the chassis links engages the body on the one hand and the wheel carrier on the other, in particular in a pivoting manner. The engagement with the body can be implemented directly or indirectly, for example, via a subframe or subframe. The chassis links are, for example, in the form of wishbones and / or trailing arms. The chassis links are preferably in the form of two-point links; in this case, each of the chassis links is designed as a two-point link.

[0013] In the wheel suspension described here, the suspension links are part of the first and second link arrangements, with each of the link arrangements having two suspension links. In addition to the suspension links of the two link arrangements, the wheel suspension also features the tie rod, which ultimately also serves to connect the wheel carrier to the body.

[0014] Each of the suspension links has a first kinematic point and a second kinematic point. Each suspension link is connected to the wheel carrier via its first kinematic point and to the body via its second kinematic point. The tie rod has a tie rod kinematic point and is connected to the wheel carrier via this point. Kinematic points are the pivot points of the connections of the suspension links and the tie rod to the wheel carrier or the body. Preferably, each of the suspension links and the tie rod are connected to the wheel carrier or the body via a bearing. In the case of the tie rod, this bearing can be referred to as a tie rod bearing; the bearings of the suspension links can be referred to as suspension link bearings.

[0015] Typically, the bearings allow both a rotational movement of the suspension arm or tie rod around a rotational axis and a tilting movement of the suspension arm or tie rod relative to the wheel carrier or body. The rotational movement and the tilting movement occur around the respective kinematic point, which represents the center of rotation or a pivot point of the respective bearing. The kinematic point is preferably located on the rotational axis of the respective bearing. For example, the bearing is in the form of a ball joint or ball and socket joint.

[0016] The tie rod is connected to the wheel carrier at a bearing point on the wheel carrier. The bearing point is located, for example, on a track arm of the wheel carrier, which is designed as a projection that extends from or projects beyond a base body of the wheel carrier. The wheel bearing mount is preferably designed in the base body. The wheel carrier-side tie rod bearing can be integrated into the tie rod. However, it can also be separate from it. The same applies to the wheel carrier-side chassis link bearings. Each of the first kinematic points, together with the second kinematic point of the respective chassis link, defines an imaginary straight line, which is regarded as the longitudinal center axis of the chassis link. The imaginary straight lines of the chassis links intersect at an intersection point for each of the link arrangements.The virtual wheel carrier rotation axis is defined by the two control arm assemblies or their chassis links. For example, each of the two control arm assemblies defines a point on the wheel carrier rotation axis, so that for both control arm assemblies, the wheel carrier rotation axis corresponds to an imaginary straight line through the points defined by the control arm assemblies. In particular, these points correspond to the aforementioned intersection points, which in this respect lie on the wheel carrier rotation axis.

[0017] The wheel hub's axis of rotation, also called the spread axis, is usually skewed in the vehicle, but it is essentially aligned in the direction of or parallel to the vehicle's vertical axis to allow for compensatory movement of the wheel carrier and thus of the wheel mounted on it. To properly align the wheel carrier's axis of rotation, the wheel carrier-side kinematic points of the suspension links that define it must be at different heights relative to the vehicle's vertical axis. These heights are also referred to as link planes.

[0018] The chassis links are part of the link assemblies. In other words, both the first link assembly and the second link assembly each have at least two chassis links. The two link assemblies serve to couple or connect the wheel carrier to the body. For this purpose, they each engage the wheel carrier on the one hand and can be coupled or are coupled to the body on the other. In the present case, the chassis links of the two link assemblies are arranged at different heights. The first link assembly or the chassis links assigned to it are located at a first height, and the second link assembly or the chassis links assigned to it are located at a second height different from the first height.

[0019] For the present wheel suspension, it is assumed that in the installed position the first height position of the first control arm arrangement is above the second height position of the second control arm arrangement, so that the first control arm arrangement can also be referred to as the upper control arm arrangement and the second control arm arrangement as the lower control arm arrangement. The respectively assigned chassis links can accordingly also be referred to as upper chassis links and lower chassis links. The installation position is to be understood as an arrangement of the wheel suspension on or in the motor vehicle for the intended use of the motor vehicle. In other words, in the installed position the wheel suspension is arranged on or in the motor vehicle in such a way that normal and intended operation of the motor vehicle is possible.

[0020] The installation position can be determined after the wheel suspension has actually been mounted on or in the motor vehicle. However, the installation position can also describe an arrangement of the wheel suspension such that it is analogous to the actually installed state. Therefore, to arrange the wheel suspension in the installation position, it is not necessary to actually mount the wheel suspension on or in the motor vehicle, although this can of course be provided.

[0021] The chassis links are articulated to at least the wheel carrier in such a way that the wheel carrier describes the rotational movement around the wheel carrier's axis of rotation as long as the tie rod is displaced. The wheel carrier can be steerable or non-steerable. In the steerable design, the tie rod is drive-linked to a steering device of the motor vehicle on its side facing away from the wheel carrier. If, however, the wheel carrier is not steerable, the tie rod is articulated to the body on its side facing away from the wheel carrier and can therefore not be displaced or can only be displaced to a limited extent. The displacement of the tie rod is therefore initially understood to be an imaginary or virtual displacement which - if it actually existed - would cause the rotational movement of the wheel carrier.

[0022] An imaginary horizontal plane encompasses the wheel center and is horizontally aligned. The wheel center lies on the wheel hub's axis of rotation and is axially centered relative to the wheel or at least the rim. The horizontal plane is understood to be a horizontal plane that, for example—assuming a zero wheel camber—completely encompasses the wheel hub's axis of rotation or—assuming a non-zero wheel camber—intersects it at least at a point corresponding to the wheel center.

[0023] After the wheel suspension has been installed on or in the motor vehicle, the horizontal plane is preferably parallel to the ground on which the motor vehicle is mounted. The ground can be, for example, a roadway or a road. After the wheel suspension has been installed, the horizontal plane is spanned by the longitudinal and transverse directions of the motor vehicle and is perpendicular to a vertical axis of the motor vehicle.

[0024] For example, there is an imaginary plane perpendicular to the inner circumferential surface of the wheel carrier that borders the wheel bearing mount, which imaginary plane intersects the wheel hub rotation axis at a point of intersection. Preferably, the imaginary plane lies centrally in the wheel bearing mount in the axial direction with respect to a longitudinal center axis of the wheel bearing mount, thus representing a center plane of the wheel bearing mount. The horizontal plane is now parallel to the ground and includes the intersection point of the wheel hub rotation axis and the imaginary plane. Perpendicular to the horizontal plane is the imaginary vertical plane, which also completely includes the wheel hub rotation axis or at least intersects it. The aforementioned vehicle vertical axis lies entirely in the vertical plane, which is correspondingly perpendicular to the ground of the vehicle.

[0025] The horizontal plane and the vertical plane together delimit several orthants from each other, which here are in the form of quadrants.

[0026] Two of the orthants are located above the wheel center, while two others are below the wheel center. At the same time, two of the orthants are located at the front in the direction of travel, i.e., facing the front of the vehicle, while two others are located at the rear in the direction of travel, i.e., facing the rear of the vehicle. The direction of travel refers to a forward direction in which the vehicle is moving forward.

[0027] The orthants can be classified as follows: upper front, upper rear, lower front, and lower rear. For the purposes of this description, the following nomenclature is used: the first orthant is located at the upper front, the second at the lower rear. A third orthant is located at the upper rear, and a fourth at the lower front. When viewed clockwise from above in the direction of the wheel hub's rotation axis, the orthants are in the following order: first orthant, third orthant, second orthant, and fourth orthant.

[0028] The wheel suspension described here is designed such that, in the installed position of the wheel suspension, the tie rod kinematic point, at which the tie rod is pivoted to the wheel carrier, is located in the first orthant, i.e., above the wheel center in the installed position and in front of the wheel center in the direction of travel. Particularly preferably, the entire tie rod is arranged in the first orthant, so that the entire tie rod is located above the wheel center in the vertical direction of the vehicle and in front of the wheel center in the longitudinal direction of the vehicle.

[0029] Additionally, the wheel carrier rotation axis should pass through the second orthant, which is opposite the first orthant with respect to the wheel hub rotation axis, i.e., be located behind the wheel center in the direction of travel. In other words, the wheel carrier rotation axis runs below the vertical plane behind the horizontal plane, namely exclusively behind the horizontal plane. Preferably, an intersection point of the wheel carrier rotation axis with the horizontal plane is located behind the vertical plane in the direction of travel.

[0030] The described wheel suspension is extremely compact, especially in the longitudinal direction of the vehicle. It also allows the use of an electric traction motor in combination with a steerable wheel axle or a steerable wheel. In particular, the traction motor is arranged behind an axle differential in the direction of travel. Furthermore, special and misuse loads acting on the suspension links are reduced, especially compared to vehicle links that are primarily aligned transversely. A linear track curve over the compression is also achieved through appropriate alignment of the vehicle links.

[0031] A further development of the invention provides that the wheel carrier rotation axis intersects the horizontal plane at an angle of at least 75° and at most 105°, at least 80° and at most 100°, at least 85° and at most 95°, or approximately or exactly 90°. This means that the vehicle control arms are arranged and aligned such that the wheel carrier rotation axis is perpendicular or at least nearly perpendicular to the ground or road surface. This realizes the aforementioned advantages.

[0032] A further development of the invention provides that a wheel center plane receiving the wheel center is arranged in the axial direction with respect to the wheel hub axis of rotation in the center of a wheel attached or attachable to the wheel hub, wherein each of the chassis links has a longitudinal center axis intersecting the wheel center plane in the second orthant or in a third of the orthants present on the same side of the vertical plane. The wheel center point lies in the wheel center plane. Preferably, the wheel center plane is perpendicular to the wheel carrier axis of rotation. In the axial direction, the wheel center plane is arranged centrally with respect to the wheel, thus intersecting the wheel at its center. The second orthant has already been explained; it lies below the horizontal plane and behind the vertical plane in the direction of travel. The third orthant lies on the same side of the vertical plane as the second orthant.Accordingly, it is also located behind the vertical plane in the direction of travel, but above the horizontal plane.

[0033] The longitudinal center axis of each chassis link intersects the wheel center plane in the second orthant or in the third orthant. This means that intersection points of the longitudinal center axes of the chassis links with the wheel center plane are located either in the second orthant, the third orthant, or both the second orthant and the third orthant. For example, at least one of the intersection points lies in the second orthant and at least one other of the intersection points is in the third orthant. Preferably, several of the intersection points are located in the second orthant and the third orthant. In particular, the intersection points for the chassis links of the first link arrangement are located in the third orthant, and the intersection points for the chassis links of the second link arrangement are located in the second orthant. In other words, the longitudinal center axes intersect the wheel center plane on one side of the vertical plane, namely on the side of the vertical plane lying rearward in the direction of travel.This also serves to achieve the advantages already mentioned.

[0034] A further development of the invention provides that the chassis links are each articulated to the wheel carrier via a first kinematic point, wherein the first kinematic points of the chassis links of the first link arrangement are located in the first orthant and / or the third orthant, and / or that the first kinematic points of the chassis links of the second link arrangement are located in the second orthant and / or a fourth of the orthants arranged on the same side of the horizontal plane. The first kinematic points of the chassis links have already been discussed. The chassis links are directly or indirectly articulated to the body via these. The orthants and their arrangement have already been explained. The fourth orthant is arranged on the same side of the horizontal plane as the second orthant. It lies accordingly below the horizontal plane and is arranged in front of the vertical plane in the direction of travel.

[0035] The first kinematic points of the chassis links of the first link arrangement are located either in the first orthant, the third orthant, or both in the first orthant and the third orthant. For example, one of the first kinematic points is located in the first orthant, and another of the first kinematic points is located in the third orthant. In other words, the first kinematic points of the chassis links of the first link arrangement are located above the horizontal plane, i.e., on the side of the horizontal plane facing away from the ground. In the vertical direction of the vehicle, they are thus located above the wheel center.

[0036] Additionally or alternatively, the first kinematic points of the chassis control arms of the second control arm arrangement are located in the second orthant, the fourth orthant, or both in the second orthant and the fourth orthant. For example, one of the first kinematic points is located in the second orthant and another of the first kinematic points is located in the fourth orthant. In other words, the first kinematic points of the chassis control arms of the second control arm arrangement are located below the horizontal plane and consequently on the side of the horizontal plane facing the ground. This means that the first kinematic points are located below the wheel center in the vertical direction of the vehicle.

[0037] Additionally or alternatively, the first kinematic points of the chassis links of the first link arrangement are located above the tie rod kinematic point or above the entire tie rod in the vehicle's vertical direction. Additionally or alternatively, the first kinematic points of the chassis links of the second link arrangement are located below the tie rod kinematic point in the vehicle's vertical direction, preferably below the entire tie rod. It can be provided that the first kinematic points of the chassis links of the first link arrangement and the first kinematic points of the chassis links of the second link arrangement are arranged on opposite sides of an imaginary plane in the vehicle's vertical direction, which runs through the tie rod kinematic point and is aligned parallel to the horizontal plane. The described embodiment also serves to achieve the aforementioned advantages.

[0038] A further development of the invention provides that the chassis links are each articulated or articulateable via a second kinematic point to a body or a subframe connected or connectable to the body, wherein the second kinematic points of the chassis links of the first link arrangement are located in the first orthant and / or the third orthant and / or the second kinematic points of the chassis links of the second link arrangement are located in the second orthant and / or the fourth orthant. The chassis links are therefore articulated to the body or the subframe via the second kinematic points. The subframe is an element of the motor vehicle that is separate from the body and is in turn articulated or attached to the body. The subframe serves to stiffen the body.By means of the subframe, forces acting between the second kinematic points, which act on the subframe via the chassis links, are at least partially balanced before they are transferred to the body.

[0039] The second kinematic points of the chassis control arms of the first control arm assembly are located in the first orthant, the third orthant, or both the first orthant and the third orthant. In the latter case, for example, at least one of the second kinematic points is located in the first orthant and at least one other of the second kinematic points is located in the third orthant. In other words, the second kinematic points of the chassis control arms of the first control arm assembly are located above the wheel center in the vertical direction of the vehicle, or on the side of the horizontal plane facing away from the ground.

[0040] Additionally or alternatively, the second kinematic points of the chassis links of the second link arrangement are located in the first orthant, the fourth orthant, or both the second orthant and the fourth orthant. In the latter case, for example, at least one of the second kinematic points is located in the second orthant and at least one other of the second kinematic points is located in the fourth orthant. In other words, the second kinematic points of the chassis links of the second link arrangement are located in the vehicle's vertical direction below the wheel center or on the side of the horizontal plane facing the ground. This also achieves the goal of creating a particularly compact wheel suspension.

[0041] A further development of the invention provides that a first of the chassis links of the first link arrangement and a first of the chassis links of the second link arrangement are arranged such that their second kinematic points are arranged in the first orthant and / or the fourth orthant, and / or that a second of the chassis links of the first link arrangement and a second of the chassis links of the second link arrangement are arranged such that their second kinematic points are arranged in the second orthant and / or the third orthant.

[0042] This means that the second kinematic points of the first two control arms are located in the first orthant, in the fourth orthant, or in both the first orthant and the fourth orthant. In the latter case, for example, the second kinematic point of at least one of the first control arms is located in the first orthant, and the second kinematic point of at least one other of the first control arms is located in the fourth orthant. In other words, the second kinematic points of the first two control arms are located in front of the vertical plane in the direction of travel of the motor vehicle, i.e., on the side of the vertical plane facing the front of the motor vehicle.

[0043] Additionally or alternatively, the second kinematic points of the two second suspension links are arranged in the second orthant, the third orthant, or both in the second orthant and the third orthant. In the latter case, the second kinematic point of at least one of the second suspension links is located in the second orthant, and the second kinematic point of at least one other of the second suspension links is located in the third orthant. In other words, the second kinematic points of the second suspension links are located behind the vertical plane in the direction of travel, i.e., on a side of the vertical plane facing the rear of the motor vehicle. The objectives stated above are also achieved with such a wheel suspension configuration.

[0044] A further development of the invention provides that the chassis links each intersect the vertical plane at a sweep angle, wherein a mean sweep angle of the chassis links of the first link arrangement and a mean sweep angle of the chassis links of the second link arrangement have different signs. The sweep angle describes the orientation of the chassis links in the vehicle's longitudinal direction. The sweep angle is therefore the angle at which the chassis links or their respective longitudinal center axis intersect the vertical plane, namely as seen in a plan view of the horizontal plane. The respective sweep angle is thus determined in an imaginary plane which is parallel to the horizontal plane and lies at the intersection point of the longitudinal center axis of the former chassis link and the vertical plane.

[0045] The sweep angles of the landing gear links of the first link arrangement are averaged to determine the mean sweep angle of the first link arrangement, and the sweep angles of the landing gear links of the second link arrangement are averaged to determine the mean sweep angle of the second link arrangement. The mean sweep angle corresponds to the angle at which an imaginary straight line intersects the vertical plane when viewed from above, with the imaginary straight line describing an angle bisector of the respective landing gear links or their longitudinal center axes.

[0046] The mean sweep angles have different signs. This means that the chassis links of the first link arrangement, on the one hand, and the chassis links of the second link arrangement, on the other hand, are inclined in different directions with respect to the vertical plane in the vehicle's longitudinal direction, on average. An imaginary first straight line lying between the longitudinal center axes of the chassis links of the first link arrangement in plan view and a second imaginary straight line lying centrally between the longitudinal center axes of the chassis links of the second link arrangement in plan view are inclined in different directions with respect to the vertical plane, again viewed in plan view. For example, the first straight line lies further forward in the direction of travel than the second imaginary straight line in a direction extending from the wheel carrier device of the second kinematic points. This again achieves the aforementioned advantages.

[0047] A further development of the invention provides that at least one of the sweep angles is at least 10° and at most 40°. At least one of the sweep angles, but preferably several of the sweep angles, particularly preferably all of the sweep angles, are in this respect – in terms of absolute value – between 10° and 40°, inclusive of these values. This again serves to achieve the aforementioned advantages.

[0048] A further development of the invention provides that the tie rod has, on its side facing away from the tie rod kinematics point, another tie rod kinematics point, which is at a distance from the vertical plane that is at least 80% and at most 120% of the distance between the vertical plane and the second kinematics point of the first chassis link of the second link arrangement. The additional tie rod kinematics point is located on the side of the tie rod facing away from the wheel carrier. The tie rod kinematics point can also be referred to as the first tie rod kinematics point, and the additional tie rod kinematics point as the second tie rod kinematics point.

[0049] Viewed in the vehicle's longitudinal direction, the additional tie rod kinematic point and the second kinematic point of the first control arm of the second control arm assembly are located exactly or at least approximately at the same height. The distance of the additional tie rod kinematic point from the vertical plane is therefore between 80% and 120% (including these values) of the distance between the vertical plane and the second kinematic point of the corresponding control arm.

[0050] This also makes it possible to achieve the aforementioned advantages in a simple way.

[0051] A further development of the invention provides that a distance between the kinematic points of the first chassis link of the first link arrangement and / or a distance between the tie rod kinematic points of the tie rod is at least 50% and / or at most 75% of the distance between the kinematic points of the second chassis link of the first link arrangement and / or the distance between the kinematic points of the second chassis link of the second link arrangement. The distance between the kinematic points of the chassis links corresponds to their respective lengths, and the distance between the tie rod kinematic points corresponds to the length of the tie rod.

[0052] The length of the first suspension link of the first link arrangement and / or the length of the tie rod is at least 50% of the length of the second suspension link of the first link arrangement or the length of the second suspension link of the second link arrangement. Additionally or alternatively, the length of the first suspension link of the first link arrangement and / or the length of the tie rod is at most 75% of the length of the second suspension link of the first link arrangement or the length of the second suspension link of the second link arrangement. This also serves to achieve the advantages mentioned above.

[0053] A further development of the invention provides that the first kinematic point of the first chassis link of the first link arrangement and / or the first kinematic point of the first chassis link of the second link arrangement have a distance from the vertical plane that is smaller than a distance of the first kinematic point of the second chassis link of the first link arrangement from the vertical plane and / or than a distance of the first kinematic point of the second chassis link of the second link arrangement from the vertical plane. In other words, the first kinematic point of the first chassis link of the first link arrangement or the first kinematic point of the first chassis link of the second link arrangement is closer to the vertical plane than the first kinematic point of the second chassis link of the first link arrangement or the second chassis link of the second link arrangement.

[0054] For example, the vertical plane intersects the first kinematic point of the first chassis link of the first link arrangement and / or the first kinematic point of the first link of the second link arrangement, or is at least very close to them. The first kinematic point of the second chassis link of the first link arrangement and / or the first kinematic point of the second chassis link of the second link arrangement, in contrast, are further away from the vertical plane. For example, the distance of the first kinematic point of the first chassis link of the first link arrangement and / or the distance of the first kinematic point of the first chassis link of the second link arrangement is at most 30%, at most 20%, or at most 10% of the distance of the first kinematic point of the second chassis link of the first link arrangement and / or the distance of the first kinematic point of the second chassis link of the second link arrangement. This again achieves the aforementioned advantages.

[0055] A further development of the invention provides that the first kinematic point of the second chassis link of the first link arrangement and / or the first kinematic point of the second chassis link of the second link arrangement are located in the second orthant and / or the third orthant. The two first kinematic points are therefore located, for example, in the second orthant, the third orthant, or both in the second orthant and the third orthant. In particular, one of the first kinematic points is located in the second orthant and another of the first kinematic points is located in the third orthant. This ultimately means that at least one of the first kinematic points, preferably both first kinematic points, are arranged above the horizontal plane, i.e., on the side facing away from the ground. This again achieves the aforementioned advantages.A further development of the invention provides that a coupling rod is connected to the wheel carrier at a first coupling rod kinematic point, and to a stabilizer or one of the chassis links at a second coupling rod kinematic point. In addition to the chassis links and the tie rod, the wheel suspension also includes the coupling rod. The coupling rod connects the wheel carrier to the stabilizer or the chassis link. For this purpose, the coupling rod is connected to the wheel carrier at its first coupling rod kinematic point, and to either a stabilizer or the chassis link at its second coupling rod kinematic point. The coupling rod eliminates one degree of freedom of the wheel carrier, ensuring reliable guidance of the wheel carrier in the vertical direction of the vehicle.

[0056] A further development of the invention provides that a wheel spring and / or a wheel damper are articulated to the second chassis link of the second link arrangement. The wheel spring and the wheel damper can be separate from one another or they can be designed as a spring-damper unit. In any case, the wheel spring, the wheel damper, or both engage the second chassis link of the second link arrangement or are articulated to it. Particularly preferably, they are arranged between the chassis links of the first link arrangement or extend between them in the direction of the second chassis link of the second link arrangement. This also serves to achieve the aforementioned advantages.

[0057] The invention further relates to a motor vehicle with a wheel suspension, in particular a wheel suspension according to the statements in the context of this description, wherein the wheel suspension has a wheel carrier on which a wheel hub is or can be rotatably mounted about a wheel hub axis of rotation by means of a wheel bearing, and two chassis links of a first link arrangement, two chassis links of a second link arrangement, and a tie rod articulated to a tie rod kinematic point on the wheel carrier, wherein the chassis links are articulated to the wheel carrier in such a way that the wheel carrier describes a rotational movement about a virtual wheel carrier axis of rotation upon displacement of the tie rod, and wherein a horizontal plane accommodating a wheel center and oriented horizontally, and a vertical plane accommodating the wheel center and perpendicular to the horizontal plane delimit several orthants from one another,In the installed position of the wheel suspension, the tie rod kinematics point is located in a first of the orthants. It is provided that the wheel carrier rotation axis passes through a second of the orthants opposite the first orthant with respect to the wheel hub rotation axis.

[0058] The advantages of such a design of the motor vehicle and the wheel suspension have already been pointed out. Both the motor vehicle and the wheel suspension can be further developed according to the details in this description, so reference is made to these details in this regard.

[0059] The features and feature combinations described in the description, in particular the features and feature combinations described in the following description of the figures and / or shown in the figures, can be used not only in the respective combination specified, but also in other combinations or on their own, without departing from the scope of the invention. Thus, embodiments are also considered to be encompassed by the invention that are not explicitly shown or explained in the description and / or the figures, but which follow from or can be derived from the explained embodiments.

[0060] The invention is explained in more detail below with reference to the exemplary embodiments shown in the drawings, without limiting the invention. In the drawings:

[0061] Figure 1 is a schematic isometric view of a wheel suspension for a motor vehicle,

[0062] Figure 2 is a schematic side view of the wheel suspension, Figure 3 is another schematic view of the wheel suspension,

[0063] Figure 4 is a schematic plan view of the wheel suspension in a first view,

[0064] Figure 5 is a schematic plan view of the wheel suspension in a second view, as well as

[0065] Figure 6 is a schematic side view of the wheel suspension.

[0066] Figure 1 shows a schematic isometric representation of a wheel suspension 1 for a motor vehicle (not shown in detail). The wheel suspension 1 serves to suspend a wheel 2 on a body (not shown) of the motor vehicle. In the embodiment shown here, the wheel 2 has a rim 3 and a tire 4, the latter being an air-filled tire. The wheel 2, in particular the rim 3, is fastened, in particular detachably fastened, to a wheel hub 5. The wheel hub 5, which is not visible here, is rotatably mounted on a wheel carrier 7 about a wheel hub rotation axis 8 by means of a wheel bearing 6 (likewise not shown).

[0067] The wheel carrier 7, in turn, is mounted on the body of the motor vehicle by means of a first link assembly 9 and a second link assembly 10. The first link assembly 9 has a first chassis link 11 and a second chassis link 12. The second link assembly 10 has a first chassis link 13 and a second chassis link 14. The first chassis link 11 has a first kinematic point 15 and a second kinematic point 16, the second chassis link 12 has a first kinematic point 17 and a second kinematic point 18. The first chassis link 13 of the second link assembly 10 has a first kinematic point 19 and a second kinematic point 20, and the second chassis link 14 has a first kinematic point 21 and a second kinematic point 22.The chassis links 11, 12, 13 and 14 are connected to the wheel carrier 7 via the first kinematic points 15, 17, 19 and 21, and to the body via their second kinematic points 16, 18, 20 and 22.

[0068] In addition to the chassis links 11, 12, 13, and 14, the wheel suspension 1 has a tie rod 23, which is articulated at a first tie rod kinematic point 24 to the wheel carrier 7 and at a second tie rod kinematic point 25 to the body or a steering device of the motor vehicle. Furthermore, there is a coupling rod 26, which is articulated at a first coupling rod kinematic point 27 to the wheel carrier 7 and at a second coupling rod kinematic point 28 to a stabilizer 29. In the illustrated embodiment, the wheel 2 is a drivable wheel; accordingly, the wheel hub 5 is drive-coupled to a drive shaft 30. However, this can also be omitted; in this case, the wheel 2 is not drivable.

[0069] The kinematic points 15 and 16, 17 and 18, 19 and 20, 21 and 22, and 24 and 25 each define a longitudinal center axis 31, 33, 33, 34, and 35 of the respective chassis control arm 11, 12, 13, and 14, or of the tie rod 23. The wheel carrier 7 is articulated to the body by means of the two control arm assemblies 9 and 10 and the tie rod 23 in such a way that, upon an (imaginary) displacement of the tie rod 23, it rotates about a virtual wheel carrier rotation axis 36 (indicated here only very schematically). For example, an infinitesimally small displacement of the tie rod 23, in particular in the direction of its longitudinal center axis 35, leads to an infinitesimally small rotational movement of the wheel carrier 7 about the wheel carrier rotation axis 36.

[0070] Figure 2 shows a schematic side view of the wheel suspension 1, wherein the wheel 2 is not shown. However, a wheel center point 37 can be seen, which lies on the wheel hub axis of rotation 8 and is centrally located in the axial direction with respect to the wheel hub axis of rotation 8 with respect to the wheel 2. A horizontal plane 38 and a vertical plane 39 run through the wheel center point 37. The horizontal plane 38 is arranged horizontally with respect to a surface or roadway on which the motor vehicle is intended to be located, and the vertical plane 39 is perpendicular to the horizontal plane 38. Both include the wheel center point 37, so that the wheel center point 37 lies on an imaginary straight line of intersection of the horizontal plane 38 and the vertical plane 39.

[0071] When the wheel suspension 1 is arranged as intended, the vertical plane 39 is perpendicular to the ground and thus aligned parallel to a gravity vector describing the gravitational force acting on the wheel suspension 1. The horizontal plane 38 and the vertical plane 39 separate a first orthant 40, a second orthant 41, a third orthant 42, and a fourth orthant 43. The first orthant 40 and the second orthant 41 are mirror images of each other with respect to the wheel hub rotation axis 8 and the wheel center 37, respectively. This also applies to the third orthant 42 and the fourth orthant 43.

[0072] It follows that the first Orthant 40 and the third Orthant 42 are arranged above the horizontal plane 38 and the second Orthant 41 and the fourth Orthant 43 are arranged below the horizontal plane 38. In addition, the first Orthant 40 and the fourth Orthant 43 are arranged in front of the vertical plane 39 in the direction of travel of the motor vehicle and the second Orthant 41 and the third Orthant 42 are arranged behind the vertical plane 39 in the direction of travel. In other words, viewed in the direction of a vehicle longitudinal axis and a vehicle vertical axis, the first Orthant 40 is at the top front, the second Orthant 41 is at the bottom rear, the third Orthant 42 is at the top rear and the fourth Orthant 43 is at the bottom front.

[0073] The wheel suspension is designed such that the first tie rod kinematic point 24 is arranged in the first orthant 40. Furthermore, the first kinematic points 15 and 17 of the chassis links 11 and 12 of the first link assembly 9 are arranged above the horizontal plane 8 and thus in the first orthant 40 and the third orthant 42. Furthermore, the first kinematic points 19 and 21 of the chassis links 13 and 14 of the second link assembly 10 are preferably arranged below the horizontal plane 38, thus lying in the second orthant 41 and the fourth orthant 43. The second kinematic points 16 and 18 of the chassis links 11 and 12 of the first link assembly 9 are also arranged above the horizontal plane 38, thus lying in the first orthant 40 and the third orthant 42.The second kinematic points 20 and 22 of the chassis links 13 and 14 of the second link arrangement 10 are arranged below the horizontal plane 38, i.e. they lie in the second orthant 41 and the fourth orthant 43.

[0074] The second kinematic points 16 and 20 of the chassis links 11 and 13 are arranged in front of the vertical plane 39 in the direction of travel, i.e., in the first orthant 40 and the fourth orthant 43. The second kinematic points 18 and 22 of the chassis links 12 and 14 are arranged behind the vertical plane 39 in the direction of travel, i.e., in the second orthant 41 and the third orthant 42. It can also be seen that the second kinematic point 20 of the first chassis link 13 of the second link arrangement 10 is just as far from the vertical plane as the second tie rod kinematic point 25. However, the distance is at least similar; for example, the distance of the tie rod kinematic point 25 is at least 80% and at most 120% of the distance of the kinematic point 20 from the vertical plane 39.

[0075] Figure 3 shows a further schematic representation of the wheel suspension 1. It can be seen here that the longitudinal center axes 31 and 32 as well as the longitudinal center axes 33 and 34 of the chassis links 11 and 12 and the chassis links 13 and 14 each meet at an intersection point 44 and 45, respectively. The two intersection points 44 and 45 lie on the wheel carrier axis of rotation 36 or define it. It can be seen that the wheel carrier axis of rotation 36 lies below the horizontal plane 38 running through the wheel center 37, behind the horizontal plane 38 in the direction of travel, and thus in the second orthant 41. The direction of travel of the motor vehicle is indicated by the arrow 46.

[0076] Figure 4 shows a schematic plan view of the wheel suspension 1 in a first view. In addition to the vertical plane 39, a wheel center plane 47 is now shown, which is perpendicular to the vertical plane 39 and includes the wheel center point 37. It is clear that intersection points of the longitudinal center axes 31, 32, 33 and 34 of the chassis links 11, 12, 13 and 14 intersect the wheel center plane 47 in the direction of travel behind the vertical plane 39, i.e. in the second orthant 41 and / or the third orthant 42. This results in a wheel carrier rotation axis 36 which is almost perpendicular to the ground or the roadway, provided the motor vehicle is arranged as intended.Furthermore, it is clearly visible that the first kinematic points 15 and 19 of the landing gear links 11 and 13, i.e. the front landing gear links, are close to the vertical plane 39, at least closer than the kinematic points 17 and 21 of the landing gear links 12 and 14, i.e. the rear landing gear links.

[0077] Figure 5 shows a schematic plan view of the wheel suspension 1 in a second view. The longitudinal center axes 31, 32, 33 and 34 of the chassis links 11, 12, 13 and 14 each intersect the vertical plane 39 at a sweep angle when viewed in plan view. Average sweep angles of the link assemblies 9 and 10 result from the mean value of the sweep angles of the respective chassis links 11 and 12 or 13 and 14. For the first link assembly 9, the average sweep angle is indicated by the angle bisector 48 and for the second link assembly 10 by the second angle bisector 49. It can be seen that the average sweep angles have different signs with respect to the vertical plane 39. In addition, the second kinematic points 16, 20 and 25 are located in front of the vertical plane 39 in the direction of travel, and the second kinematic points 18 and 22 are located behind the vertical plane 39 in the direction of travel.

[0078] Figure 6 shows a schematic side view of the wheel suspension 1. It can be seen that all kinematic points 19, 20, 21, and 22 of the chassis links 13 and 14 of the second link assembly 10 are located below the wheel center point 37 or below the horizontal plane 38, respectively. Additionally, they are arranged below the kinematic points 24 and 25 of the tie rod 23 or below the entire tie rod 23.

[0079] The described wheel suspension 1 has a particularly compact design, and in addition, a wheel 2 suspended therewith can advantageously be driven by an electric traction motor. It should be expressly noted that in the exemplary embodiment, some or even all of the features explained in the description are shown in combination with one another. However, the wheel suspension 1 can of course also be implemented in other embodiments that achieve the described advantages, which only have some of the features and not others.

[0080] LIST OF REFERENCE SYMBOLS:

[0081] 1 wheel suspension

[0082] 2 wheels

[0083] 3 rim

[0084] 4 tires

[0085] 5 Wheel hub

[0086] 6 wheel bearings

[0087] 7 wheel carriers

[0088] 8 Wheel hub pivot axis

[0089] 9 1. Handlebar arrangement

[0090] 10 2. Handlebar arrangement

[0091] 11 1. Chassis link

[0092] 12 2. Chassis link

[0093] 13 1. Chassis link

[0094] 14 2. Chassis link

[0095] 15 1st kinematic point of the 1st chassis link of the 1st link arrangement

[0096] 16 2nd kinematic point of the 1st chassis link of the 1st link arrangement

[0097] 17 1 . Kinematic point of the 2nd chassis link of the 1 . link arrangement

[0098] 18 2nd kinematic point of the 2nd chassis link of the 1st link arrangement

[0099] 19 1st kinematic point of the 1st chassis link of the 2nd link arrangement

[0100] 20 2nd kinematic point of the 1st chassis link of the 2nd link arrangement

[0101] 21 1 . Kinematic point of the 2nd chassis link of the 2nd link arrangement

[0102] 22 2nd kinematic point of the 2nd chassis link of the 2nd link arrangement

[0103] 23 Tie rod

[0104] 24 1 . Tie rod kinematics point

[0105] 25 2. Tie rod kinematics point

[0106] 26 Coupling rod

[0107] 27 1. Coupling rod kinematics point

[0108] 28 2. Coupling rod kinematics point

[0109] 29 Stabilizer

[0110] 30 drive shaft

[0111] 31 Longitudinal center axis

[0112] 32 longitudinal central axis 33 longitudinal central axis

[0113] 34 Longitudinal center axis

[0114] 35 Longitudinal center axis

[0115] 36 Wheel carrier rotation axis 37 Wheel center point

[0116] 38 Horizontal plane

[0117] 39 Vertical plane

[0118] 40 1. Orthant

[0119] 41 2. Orthant 42 3. Orthant

[0120] 43 4. Orthant

[0121] 44 Intersection

[0122] 45 Intersection

[0123] 46 Arrow 47 Wheel center plane

[0124] 48 Winkelhalbierende

[0125] 49 Shopkeepers

Claims

PATENT CLAIMS: 1 . Wheel suspension (1) for a motor vehicle, comprising a wheel carrier (7) on which a wheel hub (5) is or can be mounted so as to be rotatable about a wheel hub rotation axis (8) by means of a wheel bearing (6), and comprising two chassis links (11, 12) of a first link arrangement (9), two chassis links (13, 14) of a second link arrangement (10) and a tie rod (23) articulated on the wheel carrier (7) at a tie rod kinematic point (24), wherein the chassis links (11, 12, 13, 14) are articulated on the wheel carrier (7) in such a way that the wheel carrier (7) describes a rotational movement about a virtual wheel carrier rotation axis (36) upon displacement of the tie rod (23), and wherein a horizontal plane (38) receiving a wheel center point (37) and horizontally oriented and a horizontal plane (38) receiving the wheel center point (37) and perpendicular to the Horizontal plane (38) standing vertical plane (39) several orthants (40, 41, 42, 43) delimit from each other,wherein, in the installed position of the wheel suspension (1), the tie rod kinematic point (24) is arranged in a first of the orthants (40, 41, 42, 43), characterized in that the wheel carrier rotation axis (36) runs through a second of the orthants (40, 41, 42, 43) opposite the first orthant (40) with respect to the wheel hub rotation axis.

2. Wheel suspension according to claim 1, characterized in that a wheel center plane (47) receiving the wheel center point (37) is arranged in the axial direction with respect to the wheel hub rotation axis (8) in the center of a wheel (2) fastened or fastenable to the wheel hub (5), wherein each of the chassis links (11, 12, 13, 14) has a longitudinal center axis (31, 30, 33, 34) intersecting the wheel center plane (47) in the second orthant (41) or in a third of the orthants (40, 41, 40, 43) present on the same side of the vertical plane (39).

3. Wheel suspension according to one of the preceding claims, characterized in that the chassis links (11, 12, 13, 14) are each articulated to the wheel carrier (7) via a first kinematic point (15, 17, 19, 21), wherein the first kinematic points (15, 17, 19, 21) of the Chassis links (11, 12) of the first link arrangement (9) are present in the first orthant (40) and / or in the third orthant (42), and / or that the first kinematic points (19, 21) of the chassis links (13, 14) of the second link arrangement (10) are present in the second orthant (41) and / or a fourth of the orthants (40, 41, 42, 43) arranged on the same side of the horizontal plane (38).

4. Wheel suspension according to one of the preceding claims, characterized in that the chassis links (11, 12, 13, 14) are each articulated or articulateable via a second kinematic point (16, 18, 20, 22) to a body or a subframe connected or connectable to the body, wherein the second kinematic points (16, 18) of the chassis links (11, 12) of the first link arrangement (9) are present in the first orthant (40) and / or the third orthant (42) and / or the second kinematic points (20, 22) of the chassis links (13, 14) of the second link arrangement (10) are present in the second orthant (41) and / or the fourth orthant (43).

5. Wheel suspension according to one of the preceding claims, characterized in that a first of the chassis links (11, 12) of the first link arrangement (9) and a first of the chassis links (13, 14) of the second link arrangement (10) are arranged such that their second kinematic points (16, 20) are arranged in the first orthant (40) and / or the fourth orthant (43), and / or that a second of the chassis links (11, 12) of the first link arrangement (9) and a second of the chassis links (13, 14) of the second link arrangement (10) are arranged such that their second kinematic points (18, 22) are arranged in the second orthant (41) and / or the third orthant (42).

6. Wheel suspension according to one of the preceding claims, characterized in that the chassis links (11, 12, 13, 14) each intersect the vertical plane (39) at a sweep angle, wherein a mean sweep angle of the chassis links (11, 12) of the first Linkage arrangement (9) and a mean sweep angle of the chassis links (13, 14) of the second linkage arrangement (10) have different signs.

7. Wheel suspension according to one of the preceding claims, characterized in that the tie rod (23) has, on its side facing away from the tie rod kinematics point (24), a further tie rod kinematics point (25) which has a distance from the vertical plane (39) which is at least 80% and at most 120% of a distance between the vertical plane (39) and the second kinematics point (20) of the first chassis link (13) of the second link arrangement (10).

8. Wheel suspension according to one of the preceding claims, characterized in that a distance between the kinematic points (15, 16) of the first chassis link (11) of the first link arrangement (9) and / or a distance between the tie rod kinematic points (24, 25) of the tie rod (23) is at least 50% and / or at most 75% of the distance between the kinematic points (17, 18) of the second chassis link (12) of the first link arrangement (9) and / or the distance between the kinematic points (21, 42) of the second chassis link (14) of the second link arrangement (10).

9. Wheel suspension according to one of the preceding claims, characterized in that the first kinematic point (15) of the first chassis link (11) of the first link arrangement (9) and / or the first kinematic point (19) of the first chassis link (13) of the second link arrangement (10) have a distance from the vertical plane (39) which is smaller than a distance of the first kinematic point (17) of the second chassis link (12) of the first link arrangement (9) from the vertical plane (39) and / or than a distance of the first kinematic point (21) of the second chassis link (14) of the second link arrangement (10) from the vertical plane 10. Motor vehicle with a wheel suspension (1), in particular a wheel suspension (1) according to one or more of the preceding claims, wherein the wheel suspension (1) has a wheel carrier (7) on which a wheel hub (5) is or can be rotatably mounted about a wheel hub rotation axis (8) by means of a wheel bearing (6), and two chassis links (11, 12) of a first link arrangement (9), two chassis links (13, 14) of a second link arrangement (10), and a tie rod (23) articulated to a tie rod kinematic point (24) on the wheel carrier (7), wherein the chassis links (11, 12, 13, 14) are articulated to the wheel carrier (7) in such a way that the wheel carrier (7) describes a rotational movement about a virtual wheel carrier rotation axis (36) upon displacement of the tie rod (23),and wherein a horizontal plane (38) receiving a wheel center (37) and horizontally oriented and a vertical plane (39) receiving the wheel center (37) and perpendicular to the horizontal plane (38) delimit a plurality of orthants (40, 41, 42, 43) from one another, wherein in the installed position of the wheel suspension (1) the tie rod kinematics point (24) is arranged in a first of the orthants (40, 41, 42, 43), characterized in that the wheel carrier rotation axis (36) runs through a second of the orthants (40, 41, 42, 43) opposite the first orthant (40) with respect to the wheel hub rotation axis.

Images