Wheel suspension and motor vehicle

Abstract

Wheel suspension 3 comprising a wheel carrier 7 on which a wheel 4 is located and which has an upper carrier region 13 and a lower carrier region 14. A control arm attachment 8 is pivotally mounted in

Description

The present invention relates to a wheel suspension for a wheel of a motor vehicle. The invention further relates to a motor vehicle equipped with such a wheel suspension. A multi-link wheel suspension is known from DE 10 2019 117 991 A1, having a wheel carrier and a plurality of control arms, wherein a first, upper control arm and a second, lower control arm each extend at least partially in the longitudinal vehicle direction and are configured to at least partially support longitudinal forces introduced into the wheel carrier on the motor vehicle, wherein the single wheel suspension is configured in such a way that, in a functional installation state of the single wheel suspension in a motor vehicle, a movement of the first and second control arms resulting from a longitudinal force acting in the centre of the vehicle and directed rearwards in the longitudinal direction of the vehicle is in each case supported with a first defined longitudinal compliance, and a movement of at least one of the two control arms resulting from a braking force acting at the wheel contact point and directed rearwards in the longitudinal direction of the vehicle is supported with a second defined longitudinal compliance which differs from the first longitudinal compliance. A control arm for a wheel suspension is known from DE 10 2008 063 603 A1, which is connectable to a suspension point of a vehicle and a stopping point of a wheel carrier. For a compact design without limiting the kinematic properties, the transverse control arm comprises a wheel carrier-side control arm and a vehicle-side control arm which are rotationally connected to each other. The vehicle-side control arm is mountable at the vehicle-side suspension point, while the wheel carrier-side control arm is mountable at the wheel carrier-side stopping point. A wheel suspension for a motor vehicle is known from DE 10 2012 221 699 A1, which comprises a wheel guide control arm for connecting a wheel carrier to the motor vehicle, wherein the wheel guide control arm has at least two control arm parts connected to one another via a connection joint, of which one control arm part is attached to the wheel carrier with a wheel-side joint and the other control arm part is attached to the vehicle with a vehicle-side joint. Also, a pivot actuator is provided for pivoting the two control arm parts about the connection joint. A second wheel guide control arm is also provided, which is formed from at least two control arm parts that are connected to each other via a second connecting joint arranged between a second vehicle-side joint and a second wheel carrier-side joint. Further, a pivot actuator is provided for pivoting the second vehicle-side joint and / or a pivot actuator for pivoting the second connection joint. It is known from DE 10 2004 008 802 A1 that in a wheel suspension with two transverse control arms arranged one above the other, which are connected on one side to a wheel carrier and on the other side to the motor vehicle, the upper transverse control arm is divided by a joint into two sections arranged one behind the other in the longitudinal direction, wherein the section of the divided transverse control arm articulated to the wheel carrier is designed as a camber coupling. A relative movement of the wheel carrier is transferable as a forced guided movement on the upper and lower control arms and the camber coupling by an articulated transverse control arm coupling. DE 10 2017 208 554 A1 discloses a wheel suspension for an at least slightly actively steerable rear wheel of a two-track vehicle, which has a wheel carrier for receiving the wheel, a track control arm, and at least one further control arm for connecting the wheel carrier to the motor vehicle and an actuator device having at least one actuator for actively steering the wheel in a first active steering direction, preferably toe-in, and in a second active steering direction, in particular toe-out. The wheel carrier is formed in at least two parts and has a first wheel carrier part and a second wheel carrier part, wherein the first wheel carrier part is configured to receive the wheel and the second wheel carrier part is attachable to the vehicle body via at least one of the further control arms, in particular not actively steerable, and wherein the first wheel carrier part and the second wheel carrier part are movable relative to one another in a functional state of use of the wheel suspension in a vehicle by means of the actuator device in such a way that an active, at least slightly steering movement of the wheel, can be effected. The present invention relates to the problem of providing an improved or at least one other embodiment for a wheel suspension or for a motor vehicle equipped therewith, which is in particular characterised by the fact that only low forces are required to adjust the wheel camber. Furthermore, a camber adjustment is aimed for that is associated with the smallest possible toe adjustment. At the same time, this should be feasible with as little effort as possible. This may be achieved according to aspects of the invention by the subject matter of the independent claim. Advantageous embodiments are the subject matter of the dependent claims. The invention is based on the general idea of configuring the wheel carrier in several parts, such that the wheel is mounted on a first wheel carrier part, that an upper control arm assembly is mounted on a second wheel carrier part, that a lower control arm assembly is mounted on a third wheel carrier part, that the second wheel carrier part and the third wheel carrier part are pivotally mounted on the first wheel carrier part, and that the second wheel carrier part and the third wheel carrier part are coupled to one another. This makes it possible to realise kinematics within the wheel suspension that enable camber adjustment of the wheel largely independently of a toe adjustment of the wheel. Furthermore, the kinematics of the wheel suspension can in particular also be configured such that the camber adjustment is actively executable by means of a camber actuator or passively by the forces occurring when cornering. With this type of passive camber adjustment, there is no need for a camber actuator. Specifically, an aspect of the invention proposes that the wheel suspension has a wheel for supporting the motor vehicle on a roadway, wherein the roadway extends in a roadway level at least in a contact area in which the wheel contacts the roadway. The wheel suspension also has a wheel carrier on which the wheel is rotatably mounted about a wheel rotation axis, which is located at the top of the wheel carrier when the wheel suspension is operatively mounted on the vehicle, and a lower carrier region, which is located at the bottom of the wheel carrier when the wheel suspension is operatively mounted on the vehicle. The wheel carrier can in particular form the aforementioned first wheel carrier part. The wheel suspension is also provided with a control arm attachment pivotally mounted on the wheel carrier in the upper carrier region about a first axis. The control arm attachment may in particular form the second wheel carrier part mentioned above. Moreover, the wheel suspension is provided with a coupling that is pivotally mounted on the wheel carrier in a side region of the wheel carrier located in front of or behind the wheel rotational axis about a second axis. This coupling can in particular form the aforementioned third wheel carrier part. The wheel suspension presented herein is also provided with a coupling rod for the articulated connection of the control arm attachment to the coupling, which is mounted on the coupling by means of a coupling bearing and on the control arm attachment by means of an attachment bearing. The wheel suspension further comprises an upper control arm assembly for supporting the wheel suspension on the motor vehicle that is pivotally mounted on the control arm attachment about a third axis. The wheel suspension further comprises a lower control arm assembly for supporting the wheel suspension on the motor vehicle, which is pivotally mounted on the coupling by means of a lower control arm bearing. It may now be expedient to provide that the coupling, the lower control arm bearing, and the coupling bearing are matched to one another, such that a fourth axis which extends through the lower control arm bearing and the coupling bearing intersects with the second axis in a projection parallel to the wheel rotation axis or actually at an instantaneous pole, wherein the instantaneous pole is located below the wheel suspension and in the area of a roadway level when the wheel suspension is mounted on the motor vehicle. By designing the wheel suspension in such a way that the instantaneous pole is in the area or region of the roadway level, it is achieved that the forces required to adjust the camber are significantly reduced. This simplifies camber adjustment. The instantaneous pole positioned in the area or region of the roadway level may be located in the roadway level or slightly above the roadway level or slightly below the roadway level. In particular, the instantaneous pole may be in a height range of -5 cm to +5 cm perpendicular to the roadway level, wherein the roadway level is at 0 cm, while positive values are above the roadway level and negative values are below the roadway level. The wheel suspension may generally be configured for a front axis of the motor vehicle or for a rear axis of the motor vehicle. The wheel suspension may also be referred to as a single wheel suspension. In the present context, a “configuration” is synonymous with a “design” and / or “arrangement” such that the phrase “configured so that” is synonymous with the phrase “designed so that” and / or “arranged so that”. The relative location indications “top,” “bottom,” “front,” and “rear” refer to the proper installation state of the wheel suspension, where “bottom” faces the roadway and “top” faces away from the roadway. Furthermore, “front” faces the front of the vehicle, while “rear” faces the rear of the vehicle. According to an advantageous embodiment, the coupling, the lower control arm bearing, and the coupling bearing can be matched to one another, such that the instantaneous pole is below the roadway level when the wheel suspension is mounted functionally on the vehicle. With this configuration, it is achieved that a negative camber torque is produced on the wheel when cornering, which supports the adjustment of a negative wheel camber, such that the adjustment forces that any camber actuator must apply to adjust or increase a negative wheel camber are reduced accordingly. In addition, positioning the instantaneous pole below the roadway level makes it possible that the negative camber torques that occur when cornering are sufficient to enable a self-acting negative camber adjustment, so that a camber actuator can be dispensed with. By adjusting or increasing a negative camber, the instantaneous pole is raised in relation to the roadway level, which changes the kinematics and reduces the negative camber torque. Subsequently, a camber angle dependent on the lateral acceleration of the vehicle may be set automatically. The kinematics of the wheel suspension can specify a maximum camber angle, for example by means of a corresponding stop. In another embodiment, the coupling, the lower control arm bearing, and the coupling bearing can be matched to one another, such that the instantaneous pole is at the roadway level when the wheel suspension is mounted functionally on the vehicle. In such a configuration, cornering does not create any camber torques on the wheel. As a result, a camber actuator can in particular be relieved, which must counteract such camber torques in order to maintain a set positive, neutral, or negative wheel camber when cornering. In another advantageous embodiment, the wheel suspension may comprise a camber actuator for adjusting a wheel camber, which is on the one hand mounted on the wheel carrier and, on the other hand, is articulated to the motor vehicle according to a first alternative when the wheel suspension is mounted on the motor vehicle or on the control arm attachment according to a second alternative. A desired wheel camber can be specifically adjusted using the camber actuator, for example, depending on a current lateral acceleration of the vehicle. The camber actuator can be mounted above an axis of rotation of the wheel, in particular between the axis of rotation and the upper carrier region on the wheel carrier. Likewise, the camber actuator can be mounted below the axis of rotation of the wheel, in particular between the axis of rotation and the lower carrier region on the wheel carrier. In the first alternatives, an additional point of attachment of the camber actuator to the motor vehicle is required. To this end, it may be necessary to adapt an auxiliary frame of the motor vehicle, on which the camber actuator is pivotally supported, to this function. In the second alternative, a change in length of the camber actuator may tilt the overhead control arm connection relative to the wheel carrier about the first axis, thereby adjusting the camber angle. In these second alternatives, an additional point of attachment of the camber actuator to the motor vehicle is thus omitted. As a result, there is also no additional effort here, e.g., to adjust the auxiliary frame. This makes the camber adjustment particularly easy to integrate into the wheel suspension without the need for complex adjustments to the motor vehicle. According to an advantageous embodiment, the upper control arm assembly may be formed by an upper triangular control arm. Additionally or alternatively, the lower control arm assembly may be formed by a lower triangular control arm. The use of triangular control arms reduces the space requirement of the wheel suspension and simplifies the construction of the wheel suspension. The wheel suspension may, in particular, be configured as a double control arm wheel suspension, in which the upper control arm assembly is formed by an upper triangular control arm, and in addition, the lower control arm assembly is formed by a lower triangular control arm. In another embodiment, the upper control arm assembly may be formed by a plurality of upper control rods. Additionally or alternatively, the lower control arm assembly may be formed by a plurality of lower control rods. Such control rods may, in particular, be configured as a transverse control arm, a longitudinal control arm, and a diagonal control arm, and increase degrees of freedom for the implementation of complex kinematics for the wheel suspension. The wheel suspension may, in particular, be configured as a multi-link wheel suspension. In this case, at least one control arm assembly of the upper control arm assembly and the lower control arm assembly is formed by a plurality of control rods, while the other control arm assembly of the upper control arm assembly and the lower control arm assembly may be formed by a triangular control arm or also by a plurality of control rods. According to an advantageous embodiment, the wheel suspension may comprise a toe actuator for adjusting a wheel track, which is mounted on the wheel carrier or on the control arm attachment and pivotally supported on the motor vehicle when the wheel suspension is mounted functionally to the motor vehicle. With the aid of such a toe actuator, the wheel track can be specifically adjusted. Such a toe actuator may be used, in particular, when the wheel suspension is configured for a rear axis. The toe actuator is supported on the wheel carrier or on the control arm attachment before or after the axis of rotation of the wheel. Particularly advantageous is an embodiment in which the toe actuator is mounted by means of a toe actuator bearing on the control arm attachment, wherein the toe actuator bearing is arranged at the control arm attachment such that the third axis extends through the toe actuator bearing. Thus, the upper control arm assembly and the toe actuator engage the control arm attachment along the third axis, which favours a decoupling of the camber adjustment from the toe adjustment. According to an advantageous embodiment, the mounting of the control arm attachment to the wheel carrier and the mounting of the upper control arm assembly to the control arm attachment may be matched such that the first axis extends parallel to the third axis. In this way, a kinematic is created in which the adjustment of the wheel camber has no influence on the wheel track. In an alternative embodiment, however, it may be provided that the bearing of the control arm attachment on the wheel carrier and the mounting of the upper control arm assembly on the control arm attachment are matched to one another such that the first axis extends at an angle of inclination to the third axis. This angle of inclination is specifically selected to generate a defined toe correction in the event of a change in camber and accordingly lead to a defined change in the wheel track. This embodiment takes into account the desire to adjust the wheel track as a function of the wheel camber. For example, with respect to improved vehicle dynamics characteristics, it may be advantageous to increase or decrease the track angle with increasing positive or negative camber angle. The inclination angle between the first axis and the third axis is relatively small, for example, it may be a maximum of 5°. A motor vehicle according to a second aspect of the present invention, which is preferably a passenger vehicle, comprises a chassis, which at least comprises a wheel suspension of the type described above. The chassis has two such wheel suspensions on its front axis and / or on its rear axis. The motor vehicle is a two-track vehicle. Further important features and advantages of the invention will emerge from the dependent claims, from the drawings, and from the associated description of the figures with reference to the drawings. It should be understood that the features specified above and those described below can be used not only in the respectively specified combination, but also in other combinations or on their own, without departing from the scope of the invention as defined by the claims. The components described above and referred to below of a higher-level unit, e.g., a device, an apparatus, or an assembly, which are indicated separately, can constitute separate parts and / or components of this unit, or integral areas and / or sections of this unit, even if the drawings show otherwise. Preferred embodiment examples of the invention are represented in the drawings and are explained in further detail in the description below, wherein identical reference numbers refer to identical, similar, or functionally identical components. The drawings show, in each case schematically: Figure 1 an isometric view of the motor vehicle in the area of a wheel suspension, Figure 2 a cross view of the vehicle in the area of the wheel suspension, Figure 3 a longitudinal view of the vehicle in the area of the wheel suspension at a minimum camber angle, Figure 4 a longitudinal view as in Figure 3, but at a maximum camber angle, Figure 5 an isometric view as in Figure 1, but in another embodiment. According to Figures 1 to 5, a motor vehicle 1 shown only in part here comprises a chassis 2 having at least one wheel suspension 3. The respective wheel suspension 3 serves to hold a wheel 4. For this purpose, the wheel suspension 3 comprises the wheel 4, via which the vehicle 1 is supported on a roadway 5 on which the vehicle 1 is traveling or standing according to Figures 2 to 4. The roadway 5 extends at least in a contact area 6, in which the wheel 4 contacts the roadway 5, on a roadway level E. The wheel suspension 3 comprises a wheel carrier 7, a control arm attachment 8, a coupling 9, a coupling rod 10, an upper control arm assembly 11, and a lower control arm assembly 12. The wheel carrier 7 is used to mount the wheel 4 and can have, for example, a wheel hub bearing not shown here, such that the wheel 4 is rotatably mounted on the wheel carrier 7 about a wheel rotational axis R. The wheel carrier 7 has an upper carrier region 13 and a lower carrier region 14. When the wheel suspension 3 is properly mounted on the motor vehicle 1 or on the chassis 2, the upper carrier region 13 is located at the top of the wheel carrier 7, i.e., conveniently above the wheel rotational axis R, while the lower carrier region 14 is located at the bottom of the wheel carrier 7, i.e., conveniently below the wheel axis R. The control arm attachment 8 is mounted on the upper carrier region 13 about a first axis A1 on the wheel carrier 7. The coupling 9 is pivotally mounted on the wheel carrier 7 in a side region 15 of the wheel carrier 7 about a second axis A2. The side region 15 is located on the wheel carrier 7 before or after the wheel rotational axis R. The coupling rod 10 is used for the articulated connection of the control arm attachment 8 to the coupling 9 and is mounted for this purpose by means of a coupling bearing 16 on the coupling 9 and by means of a coupling bearing 17 on the control arm attachment 8. The wheel carrier 7, the control arm attachment 8, the coupling 9, and the coupling rod 10 form a wheel carrier assembly that is configured as a multi-part or multi-link system. The individual parts or links of this wheel carrier assembly are mounted together or coupled to one another, which results in a special kinematics for the wheel suspension 3 presented herein. The upper control arm assembly 11 is used for supporting the wheel suspension 3 on the motor vehicle 1 or chassis 2, and is pivotally mounted on the control arm attachment 8 about a third axis A3. As the control arm attachment 8 is used for connecting the upper control arm assembly 11, it may also be referred to as the upper control arm attachment 8. The upper control arm assembly 11 can be pivotally mounted to the control arm assembly 8 via an upper control arm bearing 18 about the third axis A3. The lower control arm assembly 12 is used for supporting the wheel suspension 3 on the vehicle 1 or on the vehicle body 2. For this purpose, the lower control arm assembly 12 is pivotally mounted on the coupling 9 by means of a lower control arm bearing 19. In this respect, the coupling 9 is used for connecting the lower control arm assembly 12 and can also be referred to as the lower control arm attachment 12. A fourth axis A4 extends through the lower control arm bearing 19 and through coupling bearing 16. In the wheel suspension 3 presented herein, the coupling 9, the lower control arm bearing 19, and the coupling bearing 16 are matched to one another, such that the fourth axis A4 intersects with the second axis A2 according to Figure 2 at least in a projection running parallel to the wheel rotational axis R in an instantaneous pole P. The instantaneous pole P represents the point of intersection between the second axis A2 and the fourth axis A4 in the projection oriented parallel to the wheel rotational axis R or even in real terms. Due to the specific matching of the coupling 9, lower control arm bearing 19, and coupling bearing 16, the instantaneous pole P is located below the wheel suspension 3 when the wheel suspension 3 is properly mounted on the vehicle 1 or on the chassis 2, namely in the area of the roadway level E. For example, the instantaneous pole P can be located in a height range 20, which is characterised by a curled bracket in Figure 2. The height range 20 extends from a lower boundary 21 to an upper boundary 22 and includes the roadway level E between the lower boundary 21 and the upper boundary 22, in particular centrally. For example, the lower boundary 21 is minus 5 cm, i.e., below the roadway level E, which represents the value 0 cm. For example, the upper range limit 22 is at plus 5 cm, i.e., above the roadway level E. Positioning the instantaneous pole P in the area of the roadway level E, i.e., in the height region 20, ensures that lateral accelerations of the motor vehicle 1, which occur in particular when cornering, can only introduce a comparatively low positive camber torque or no camber torque or even a negative camber torque into the wheel 4. In Figures 3 and 4, an arrow indicates a force 23 that acts on the wheel 4 when cornering if the wheel 4 is the outer wheel 4. The force 23 is introduced to the wheel 4 in the contact area 6 with the roadway 5. With a conventional wheel suspension, this force 23 on the wheel 4 would generate a positive camber torque, i.e., a torque in the counter-clockwise direction, whereby the wheel 4 would tilt upwardly outwardly, i.e., in Figures 3 and 4, to the left. This positive torque can be significantly reduced by designing or matching the coupling 9, coupling bearing 16, and lower control arm bearing 19, so that the instantaneous pole P is located in the area of the roadway level E and above the roadway level E, so that only relatively little force is required to maintain the set wheel camber. This torque is virtually eliminated by the design or matching of the coupling 9, coupling bearing 16, and lower control arm bearing 19, which results in the instantaneous pole P being located in the roadway level E, so that the adjusted wheel camber can be effortlessly maintained. If the design or matching of the coupling 9, coupling bearing 16, and control arm bearing 19 is such that the instantaneous pole P is located in the area of the roadway level E and below the roadway level E, there is even a negative camber torque on the wheel 4, which acts in a clockwise direction, so that the wheel 4 can tilt inwards at the top, i.e., towards the right according to Figures 3 and 4. In particular, measures for active camber adjustment can be dispensed with. In the embodiment shown here, the wheel suspension 3 is equipped with a camber actuator 24 configured to adjust the wheel camber and mounted on the wheel carrier 7 via a camber actuator bearing 25. The camber actuator 24 is also pivotally supported on the vehicle 1 or on the chassis 2 in a suitable manner in a first embodiment or first alternatives shown in Figures 1 to 4. In the example shown, the camber actuator 24 is mounted above the wheel rotational axis R, i.e., between the wheel rotational axis R and the upper carrier region 13 on the wheel carrier 7. In Figure 3, an arrow 26 indicates an actuating device of the camber actuator 24, which can lead to the excessive wheel camber depicted in Figure 4. The associated actuation force is significantly reduced by the positioning of the instantaneous pole P in the area of the roadway level E presented herein. In the example shown here, the upper control arm assembly 11 is formed by an upper triangular control arm 27. In the example, the lower control arm assembly 12 is formed by a lower triangular control arm 28. The wheel suspension 3 shown here is therefore designed as a double control arm wheel suspension 3. Alternatively, the wheel suspension 3 may also be designed as a multi-link wheel suspension 3, in which the upper control arm assembly 11 is then formed by a plurality of upper control rods, and / or the lower control arm assembly 12 is formed by a plurality of lower control rods. In the embodiment shown here, the wheel suspension 3 is also provided with a toe actuator 29 configured to adjust a wheel track. For this purpose, the toe actuator 29 is mounted on the wheel carrier 7 or on the control arm attachment 8 and is pivotally supported on the motor vehicle 1 or on the chassis 2. In the example shown, the toe actuator 29 is mounted by means of a toe actuator bearing 30 at the control arm attachment 8. The toe actuator bearing 30 is conveniently arranged at the control arm attachment 8 such that the third axis A3 also extends through the toe actuator bearing 30. The wheel suspension 3 is preferably equipped with such a toe actuator 29 when it is a rear axis wheel suspension 3. A front wheel suspension 3, on the other hand, may typically dispense with a toe actuator 29. Instead of the toe actuator 29, a front axis wheel suspension 3 may then include a tie rod not shown here that pivotally supports the wheel carrier 7 or the control arm attachment 8 on the vehicle 1 or on the chassis 2. If the articulated support is provided at the control arm attachment 8, this articulated support may also be positioned such that the third axis A3 extends through the support. The control arm attachment 8 is pivotally mounted about the first axis A1 via a bearing 31 on the wheel carrier 7. By way of example only, this bearing 31 has two bearing points, which are spaced apart from one another, along the first axis A1. The second bearing point is not visible or obscured in Figure 5. The coupling 9 is pivotally mounted on the wheel carrier 7 via a bearing 32 about the second axis A2. Again, this bearing 32 may have two bearing points spaced apart from one another along the second axis A2. The upper control arm bearing 18 via which the upper control arm assembly 11 is pivotally mounted at the control arm attachment 8 about the third axis A3 also forms a bearing 33. The bearing 31 of the control arm attachment 8 on the wheel carrier 7 and the bearing 33 of the upper control arm assembly 11 on the control arm attachment 8 may be suitably matched to one another such that the first axis A1 extends parallel to the third axis A3. In this way, a change in the wheel camber will be independent of a wheel track. According to a further alternative embodiment (not shown here), however, it may be provided that the bearing 31 of the control arm attachment 8 on the wheel carrier 7 and the bearing 33 of the upper control arm assembly 11 on the control arm attachment 8 are matched to one another such that the first axle A1 and the third axle A3 extend at an angle of inclination. This angle of inclination can be specifically chosen to cause toe correction in the event of a change in the camber. For example, it may be desirable to increase the toe-in by adjusting or increasing a negative camber. This may be realised automatically using the angle of inclination without the need to actuate toe actuator 29 and without the need for such a toe actuator 29. According to Figure 5, in a second embodiment or second alternatives, the camber actuator 24 can be pivotally supported on the one hand as before on the wheel carrier 7 and now no longer on the vehicle 1 as in Figures 1 to 4, but instead on the inside of the wheel suspension 3 on the control arm attachment 8. The camber adjustment can thus be realised within the wheel suspension 3, i.e., without any additional support on the vehicle 1 or chassis 2. In the example of Figure 5, the camber actuator 24 is pivotally connected in a further bearing 34 to the control arm attachment 8. Actuation of the camber actuator 24 generates a length change of the camber actuator 24 that causes pivoting of the control arm attachment 8 about the first axis A1. As the control arm connection 8 is supported on the vehicle 1 via the upper control arm assembly 11, this changes the spatial position of the wheel carrier 7 and thus the inclination of the wheel rotational axis R opposite to the vehicle 1, and therefore the wheel camber. In the example shown in Figure 5, the bearing 34 of the camber actuator 24 is positioned at the control arm attachment 8 such that the third axis A3 extends through the bearing 34. In the present case, the third axis A3 thus extends through the support 33 of the upper steering assembly 11 at the control arm attachment 8, through the support 34 of the camber actuator 24 at the control arm attachment 8, and through the track actuator bearing 30, i.e., through the storage of the track actuator 29 at the control arm attachment 8. In the illustrated example of Figure 5, the bearing 34 of the camber actuator 24 is arranged between the bearing 33 of the upper control arm assembly 11 and the camber actuator bearing 30 at the control arm attachment 8. Length changes of the camber actuator 24 that lead to a change in the camber angle of the respective wheel 4 are indicated in Figures 1 and 5 by a double arrow, respectively. Length changes of the toe actuator 29 that lead to a change in the toe angle of the respective wheel 4 are indicated in Figures 1 and 5 by a double arrow, respectively.

Claims

1. A wheel suspension for a wheel of a motor vehicle,- having a wheel for supporting the motor vehicle on a roadway, which extends in a roadway level at least in a contact area in which the wheel contacts the roadway,- having a wheel carrier, on which the wheel is rotatably mounted about a wheel rotation axis, and an upper support region, which is located at the top of the wheel carrier when the wheel suspension is mounted on the motor vehicle, and a lower carrier region, which is located at the bottom of the wheel carrier when the wheel suspension is mounted on the motor vehicle,- having a control arm attachment pivotally mounted on the wheel carrier in the upper carrier region about a first axis,- having a coupling pivotally mounted on the wheel carrier in a side region of the wheel carrier about a second axis,- having a coupling rod for the articulated connection of the control arm attachment to the coupling, which is mounted by means of a coupling bearing on the coupling and by means of an attachment bearing on the control arm attachment,- having an upper control arm assembly for supporting the wheel suspension on the motor vehicle, which is pivotally mounted on the control arm attachment about a third axis,- having a lower control arm assembly for supporting the wheel suspension on the motor vehicle, which is pivotally mounted on the coupling by means of a lower control arm bearing,- wherein the coupling, the lower control arm bearing, and the coupling bearing are matched to one another, such that a fourth axis which extends through the lower control arm bearing and the coupling bearing intersects with the second axis at an instantaneous pole at least in a projection parallel to the wheel rotation axis, which is located below the wheel suspension and in the area of a roadway level when the wheel suspension is mounted on the motor vehicle.wherein- the coupling, the lower control arm bearing and the coupling bearing are matched to one another, such that the instantaneous pole pin is located below the roadway level when the wheel suspension is mounted on the motor vehicle.

3. The wheel suspension of claim 1 or 2, wherein- the wheel suspension comprises a camber actuator for adjusting a wheel camber, which is mounted on the wheel carrier and is pivotally supported on the motor vehicle when the wheel suspension is mounted on the motor vehicle.

4. The wheel suspension of claim 1 or 2, wherein- the wheel suspension comprises a camber actuator for adjusting a wheel camber, which is mounted on the wheel carrier and pivotally supported on the control arm attachment.

5. The wheel suspension according to any one of the preceding claims, wherein- the upper control arm assembly is formed by an upper triangular control arm or by a plurality of upper control rods, and / or- the lower control arm assembly is formed by a lower triangular control arm or by a plurality of lower control rods.

6. The wheel suspension according to any one of the preceding claims, characterised in that- the wheel suspension comprises a toe actuator for adjusting a wheel toe, which is mounted on the wheel carrier or on the control arm attachment and is pivotally supported on the motor vehicle when the wheel suspension is mounted on the motor vehicle.

7. The wheel suspension of claim 6, wherein- the toe actuator is mounted on the control arm attachment by means of a toe actuator bearing,- the toe actuator bearing is arranged on the control arm attachment, such that the third axis extends through the toe actuator bearing.

8. The wheel suspension according to any one of the preceding claims, wherein- a bearing of the control arm attachment on the wheel carrier and a bearing of the upper control arm assembly on the control arm attachment are matched to one another, such that the first axis extends parallel to the third axis.

9. The wheel suspension according to any one of claims 1 to 7, wherein- a bearing of the control arm attachment on the wheel carrier and a bearingof the upper control arm assembly on the control arm attachment are matched to one another, such that the first axis extends at an angle of inclination to the third axis,- the angle of inclination is selected in such a way to generate a toe correction in the event of a camber change.

10. A motor vehicle,- having a chassis comprising at least one wheel suspension according to any one of the preceding claims.

11. The motor vehicle of claim 10, being a passenger car.AMENDMENTS TO THE CLAIMS HAVE BEEN FILED AS FOLLOWS03 03 2619Claims1. A wheel suspension for a wheel of a motor vehicle,- having a wheel for supporting the motor vehicle on a roadway, which extends in a roadway level at least in a contact area in which the wheel contacts the roadway,- having a wheel carrier, on which the wheel is rotatably mounted about a wheel rotation axis, and an upper carrier region, which is located at the top of the wheel carrier when the wheel suspension is mounted on the motor vehicle, and a lower carrier region, which is located at the bottom of the wheel carrier when the wheel suspension is mounted on the motor vehicle,- having a control arm attachment pivotally mounted on the wheel carrier in the upper carrier region about a first axis,- having a coupling pivotally mounted on the wheel carrier in a side region of the wheel carrier about a second axis,- having a coupling rod for the articulated connection of the control arm attachment to the coupling, which is mounted by means of a coupling bearing on the coupling and by means of an attachment bearing on the control arm attachment,- having an upper control arm assembly for supporting the wheel suspension on the motor vehicle, which is pivotally mounted on the control arm attachment about a third axis,- having a lower control arm assembly for supporting the wheel suspension on the motor vehicle, which is pivotally mounted on the coupling by means of a lower control arm bearing,- wherein the coupling, the lower control arm bearing, and the coupling bearing are matched to one another, such that a fourth axis which extends through the lower control arm bearing and the coupling bearing intersects with the second axis at an instantaneous pole at least in a projection parallel to the wheel rotation axis, which is located below the wheel suspension and in the area of a roadway level when the wheel suspension is mounted on the motor vehicle.03 03 26wherein- the coupling, the lower control arm bearing and the coupling bearing are matched to one another, such that the instantaneous pole pin is located below the roadway level when the wheel suspension is mounted on the motor vehicle.

3. The wheel suspension of claim 1 or 2, wherein- the wheel suspension comprises a camber actuator for adjusting a wheel camber, which is mounted on the wheel carrier and is pivotally supported on the motor vehicle when the wheel suspension is mounted on the motor vehicle.

4. The wheel suspension of claim 1 or 2, wherein- the wheel suspension comprises a camber actuator for adjusting a wheel camber, which is mounted on the wheel carrier and pivotally supported on the control arm attachment.

5. The wheel suspension according to any one of the preceding claims, wherein- the upper control arm assembly is formed by an upper triangular control arm or by a plurality of upper control rods, and / or- the lower control arm assembly is formed by a lower triangular control arm or by a plurality of lower control rods.

6. The wheel suspension according to any one of the preceding claims, characterised in that- the wheel suspension comprises a toe actuator for adjusting a wheel toe, which is mounted on the wheel carrier or on the control arm attachment and is pivotally supported on the motor vehicle when the wheel suspension is mounted on the motor vehicle.03 03 267. The wheel suspension of claim 6, wherein- the toe actuator is mounted on the control arm attachment by means of a toe actuator bearing,- the toe actuator bearing is arranged on the control arm attachment, such that the third axis extends through the toe actuator bearing.

8. The wheel suspension according to any one of the preceding claims, wherein- a bearing of the control arm attachment on the wheel carrier and a bearing of the upper control arm assembly on the control arm attachment are matched to one another, such that the first axis extends parallel to the third axis.

9. The wheel suspension according to any one of claims 1 to 7, wherein- a bearing of the control arm attachment on the wheel carrier and a bearing of the upper control arm assembly on the control arm attachment are matched to one another, such that the first axis extends at an angle of inclination to the third axis,- the angle of inclination is selected in such a way to generate a toe correction in the event of a camber change.

10. A motor vehicle,- having a chassis comprising at least one wheel suspension according to any one of the preceding claims.

11. The motor vehicle of claim 10, being a passenger car.A

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