Steerable independent suspension

Abstract

The invention relates to a steerable independent suspension (1) which is designed as a steerable double wishbone suspension (1) for a motor vehicle (2). The independent suspension (1) has at least one lower wishbone (3) and at least one upper wishbone (4). The invention is characterized in that the lower wishbone (3) is attached via a first ball joint (5) to a wheel carrier (6). Furthermore, the upper wishbone (4) is attached via a second ball joint (7) to a spring carrier (8). The wheel carrier (6) is also attached by a third ball joint (9) and a fourth ball joint (10) to the spring carrier (8).

Description

[0001] ZF Friedrichshafen AG File 215859[1] Friedrichshafen 2023-08-30

[0002] Steerable independent suspension

[0003] The invention relates to a steerable independent wheel suspension, designed as a steerable double control arm suspension for a motor vehicle, according to the preamble of patent claim 1.

[0004] Steerable independent wheel suspensions designed as steerable double wishbone suspensions for motor vehicles are known from the prior art. For example, WO 2021 / 094039 A1 describes such an independent wheel suspension. The independent wheel suspension has at least one upper wishbone and at least one lower wishbone, with one end of the upper wishbone being articulated to a wheel carrier at an upper kinematic point, and the lower wishbone being articulated to the wheel carrier at a lower kinematic point. The two kinematic points simultaneously define a linear steering axis around which the wheel carrier can be pivoted for the purpose of steering the motor vehicle. The independent wheel suspension also has a spring for cushioning relative movements between a chassis and wheel-guiding components of the independent wheel suspension, such as the wheel carrier and the wishbones.The spring has a spring axis that is at least substantially congruent with the steering axis.

[0005] The object of the invention is to provide a steerable independent wheel suspension having an alternative design.

[0006] This object is achieved according to the present invention by a generic steerable independent wheel suspension, which additionally has the characterizing features of patent claim 1.

[0007] Preferred embodiments and further developments are the subject of the subclaims and the following description.

[0008] The invention accordingly provides a steerable independent wheel suspension designed as a steerable double wishbone suspension for a motor vehicle. The independent wheel suspension has at least one lower wishbone and at least one upper wishbone. According to the invention, the lower wishbone is connected to a wheel carrier via a first ball joint. The upper wishbone is connected to a spring carrier via a second ball joint. At the same time, the wheel carrier is connected to the spring carrier via a third ball joint and a fourth ball joint.

[0009] The present invention creates the conditions on the vehicle wheel side to be able to compensate for brake dive, also known as anti-dive, through a suitable arrangement of the two wishbones. This refers to a device on wheeled vehicles that is intended to prevent or at least reduce diving during braking. The third ball joint and the fourth ball joint replace through-hole kingpins known from the prior art. In particular, the first ball joint and / or the second ball joint and / or the third ball joint and / or the fourth ball joint are maintenance-free ball joints. In particular, the first ball joint and / or the second ball joint and / or the third ball joint and / or the fourth ball joint have a rotatable and pivotable joint ball that is slide-mounted.In particular, the first ball joint and / or the second ball joint and / or the third ball joint and / or the fourth ball joint have a bearing shell for receiving the plain-bearing joint ball.

[0010] In particular, the cross member connection point, at which the lower wishbone is connected to the wheel carrier via the first ball joint, is located below a wheel axle of a vehicle wheel that is supported by the steerable independent wheel suspension. In particular, the cross member connection point, at which the upper wishbone is connected to the spring carrier via the second ball joint, is located above the wheel axle of the vehicle wheel that is supported by the steerable independent wheel suspension. The wishbones can be designed as cast parts, forged parts, or as so-called assembled wishbones, which consist of several rigidly interconnected individual components. The same applies to the wheel carrier, whereby an assembled version is preferably designed as a welded construction. The motor vehicle is in particular a commercial vehicle. The wheel load that the steerable independent wheel suspension has to absorb in an installed state is approximately eight to ten tons.

[0011] In an installed state, the upper wishbone and the lower wishbone are connected, in particular in an articulated manner, to a vehicle frame of the motor vehicle with their ends facing away from the wheel carrier. In particular, the upper wishbone and the lower wishbone are of different lengths starting from the wheel carrier. In particular, the lower wishbone is longer than the upper wishbone, measured in an installed position in a motor vehicle and at the same time in a vehicle transverse direction. The terms “lower wishbone” and “upper wishbone” commonly used in the field refer to an installation situation in a motor vehicle, whereby the lower wishbone, in an installed state, has a smaller distance to a surface, for example a roadway, than the upper wishbone.

[0012] In this case, an independent wheel suspension is understood to mean a wheel suspension for multi-track road vehicles in which two wheels opposite one another in a transverse direction of the vehicle can deflect independently of one another. At the same time, independent wheel suspensions are characterized by the fact that such connected wheels are mechanically coupled to a vehicle frame. In contrast, wheels of rigid axles are rigidly coupled to the frame. In the context of the present invention, a vehicle wheel is understood to be the combination of all components that are non-rotatable relative to one another but rotatable relative to the wheel carrier. Essential components of the vehicle wheel are a tire and a rim. In particular, the independent wheel suspension is part of a steered axle of a commercial vehicle. The steered axle can be a driven axle or a non-driven axle. In particular, the steered axle is a front axle.In particular, the steerable independent wheel suspension is a steerable front wheel independent wheel suspension.

[0013] Advantageously, the wheel carrier can pivot relative to the spring carrier thanks to the third ball joint and the fourth ball joint. Another advantageous feature is that the wheel carrier surrounds the spring carrier in the area of ​​the third ball joint. At the same time, the spring carrier surrounds the wheel carrier in the area of ​​the fourth ball joint. This arrangement enables the use of pre-assembled units, for example, by pre-assembling the third ball joint with its joint ball into the wheel carrier and the fourth ball joint with its joint ball into the spring carrier.

[0014] Preferably, the center axes of the first ball joint, the third ball joint, and the fourth ball joint define a steering axis. In this case, a steering axis is understood to be an axis about which the wheel carrier can be pivoted for the purpose of steering the motor vehicle when the steering angle is turned. The steering axis extends substantially in a vertical direction of the vehicle. In particular, when viewed in a longitudinal direction of the vehicle, the steering axis has a slight inclination such that the first ball joint is arranged further outwardly of the vehicle than the third ball joint, and at the same time, the third ball joint is arranged further outwardly of the vehicle than the fourth ball joint.

[0015] In particular, the steerable independent wheel suspension exhibits a positive steering roll radius when installed in a vehicle. For steerable vehicle axles, the steering roll radius is the horizontal distance between the center plane of the vehicle wheel and the point where the steering axle intersects the road surface. A positive steering roll radius is defined as the distance between the center plane of the vehicle wheel and the intersection point of the steering axle. The advantage of a positive steering roll radius is more stable straight-line travel.

[0016] A ball stud of the third ball joint and a ball stud of the fourth ball joint expediently face each other. This arrangement makes it possible to connect the wheel carrier, which is provided with the pre-assembled third ball joint, and the spring carrier, which is provided with the pre-assembled fourth ball joint, to one another by an assembly movement that occurs essentially in a vertical direction of the vehicle. The conical ball stud of the third ball joint inserts into a shape-corresponding receiving bore in the spring carrier, and the likewise conical ball stud of the fourth ball joint inserts into a shape-corresponding receiving bore in the wheel carrier. Preferably, the third ball joint and the fourth ball joint experience a compressive load on their respective joint balls when the steerable independent wheel suspension is installed.Such an arrangement is particularly advantageous because ball joints can withstand significantly higher forces under such compressive loads than under tensile loads. When the ball joint is subjected to tensile loads, the ball tends to pull out of its housing. Because the third and fourth ball joints are subjected to compressive loads, these two ball joints can be designed smaller than would be the case under tensile loads in the installed state.

[0017] Advantageously, a center point of a joint ball of the second ball joint has an offset in a transverse direction of the vehicle when the steerable independent wheel suspension is installed, relative to the steering axle. In particular, the offset extends from the steering axis to the outside of the vehicle. In particular, the spring support has an extension at its upper end, which also extends from the steering axis to the outside of the vehicle. In this way, the upper wishbone can be made longer. This is advantageous if, due to its design, the upper wishbone can only execute relatively small pivot angles in its connection or bearing on the vehicle frame during compression and rebound of the steerable independent wheel suspension. This can be the case, for example, when using rubber-metal joints, which are also referred to as claw joints or molecular joints.The offset allows for a tilted steering axis, which in turn allows for a relatively small steering roll radius. This has a positive effect on the service life of a vehicle tire because tire wear is relatively low.

[0018] Advantageously, an air spring damper module is pivotably connected to the spring carrier and simultaneously free of lateral forces, with a spring axis of the air spring damper module extending in the vertical direction of the vehicle when the steerable independent wheel suspension is installed. In particular, the spring axis extends vertically without tilt when viewed in the longitudinal direction of the vehicle and / or when viewed in the transverse direction of the vehicle. In particular, the air spring damper module is operatively connected to the wheel carrier. In particular, the air spring damper module has a telescopic vibration damper and a rolling piston with an opening that is placed over the upper end of the vibration damper.In particular, the air spring damper module comprises an air spring component, which, in addition to the rolling piston, also includes an air spring bellows that at least partially defines a working chamber filled with compressed air and rolls along the rolling piston when the air spring damper module is compressed, forming a rolling fold. In particular, the pivoting and simultaneously transverse-force-free connection of the air spring damper module to the spring carrier has a pivot axis that extends in the longitudinal direction of the vehicle.

[0019] Connecting the air spring damper module to the spring carrier is advantageous compared to connecting the air spring damper module to the lower wishbone at a location spaced apart from the first ball joint in a transverse direction toward the vehicle center. This is due to the fact that the forces acting on the first ball joint in the vehicle's vertical direction are reduced, thus extending the service life of the first ball joint. Furthermore, a favorable 1:1 transmission ratio is achieved between a vehicle wheel connected to the wheel carrier of the steerable independent wheel suspension and the air spring damper module. In this way, the operating pressure in the air spring part of the air spring damper module can be reduced compared to the previously described attachment of the same to the lower wishbone.The alignment of the spring axis in the vehicle's vertical direction results in a very favorable force flow from the air spring / damper module via the spring carrier and finally directly into the wheel carrier. Due to the previously described slight inclination of the steering axis, in conjunction with the spring axis extending in the vehicle's vertical direction, a force component is created when installed that attempts to pull the spring carrier toward the center of the vehicle. This provides additional stability to the arrangement. Furthermore, the alignment of the air spring / damper module in the vehicle's vertical direction is particularly space-saving.Preferably, a spring support connection point, in which the air spring damper module is pivotably connected to the spring support and at the same time free of lateral forces, is arranged in an installed state of the steerable independent wheel suspension and when viewed in the vehicle vertical direction substantially between the third ball joint and the fourth ball joint or substantially at the level of the fourth ball joint.

[0020] The spring support connection point is advantageously located between the third ball joint and the center of a wheel supported by the steerable independent wheel suspension when the steerable independent wheel suspension is installed and viewed vertically. The smaller the distance between the spring support connection point and the lower wishbone, viewed vertically, the more compact the steerable independent wheel suspension is in the vehicle's vertical direction. A compact design in the vehicle's vertical direction has the advantage that, when installed, more space is available for components arranged above the air spring damper module, such as a driver's cab.

[0021] According to an alternative embodiment, the spring support has an opening for the passage of a drive shaft below the spring support connection point, as viewed in the vertical direction of the vehicle. With such a configuration, the steerable independent wheel suspension can be part of a driven vehicle axle with a drive shaft passing through it, or alternatively, part of a non-driven vehicle axle without a drive shaft passing through it.

[0022] A spring support connection point, in which the air spring damper module is pivotably connected to the spring support and at the same time free of lateral forces, is advantageously arranged essentially at the level of the center of the lower wishbone when the steerable independent wheel suspension is installed and viewed in a transverse direction of the vehicle. Such an arrangement allows for large steering angles because a vehicle wheel only contacts the air spring damper module at a relatively large steering angle. Advantageously, the first ball joint and the second ball joint are arranged essentially one above the other when viewed in a vertical direction of the vehicle. This arrangement is made possible by the previously described offset in the transverse direction of the vehicle.

[0023] Advantageously, there is a free space between the third ball joint and the fourth ball joint for the passage of a drive shaft. The presence of this free space makes it possible to use the steerable independent wheel suspension as a driven independent wheel suspension or, alternatively, as a non-driven independent wheel suspension.

[0024] Preferably, the pivot axis of the upper wishbone connection to the vehicle frame and the pivot axis of the lower wishbone connection to the vehicle frame form an acute angle to each other when viewed in the transverse direction of the vehicle. This means that the two pivot axes are not arranged parallel to each other, but are slightly inclined relative to each other. This achieves the brake dive compensation described above.

[0025] The steerable independent wheel suspension is advantageously suitable for realizing a maximum steering angle of more than 60 degrees, preferably up to 63 degrees, in an installed state. In the context of the present invention, the maximum steering angle is understood to be the maximum possible acute angle, when viewed from above, between a vehicle wheel center plane and a vehicle longitudinal direction, at which the vehicle wheel just does not touch adjacent components. Such large maximum steering angles make it possible to achieve a particularly small turning circle in commercial vehicles, for example buses. This is particularly advantageous when maneuvering. In practice, such maximum steering angles in commercial vehicles, in particular buses, are usually between 55 degrees and 56 degrees, as far as the applicant knows.

[0026] The invention is explained in more detail below with reference to drawings illustrating exemplary embodiments only, wherein like reference numerals refer to like components or elements. Figure 1 shows a perspective view of a steerable independent wheel suspension according to a first embodiment of the invention in an installed state in a motor vehicle;

[0027] Fig. 2 shows a two-dimensional, partially schematic representation of the steerable independent wheel suspension from Fig. 1, viewed in the direction of travel of the motor vehicle;

[0028] Fig. 3 shows a sectional view of the steerable independent wheel suspension from Fig. 2;

[0029] Fig. 4 shows a two-dimensional representation of the steerable independent wheel suspension from Fig. 1, viewed from inside the vehicle;

[0030] Fig. 5 shows a two-dimensional, partially schematic representation of a plan view of the steerable independent wheel suspension from Fig. 1 in a maximum steering position;

[0031] Fig. 6 shows a perspective view of a steerable independent wheel suspension according to a second embodiment of the invention in an installed state in a motor vehicle and

[0032] Fig. 7 shows a sectional view of the steerable independent wheel suspension from Fig. 6, viewed in the direction of travel of the motor vehicle.

[0033] Fig. 1 shows a steerable independent wheel suspension 1, which is designed as a steerable double wishbone suspension for a motor vehicle 2 (Fig. 2). The steerable independent wheel suspension 1 is shown in an installed state in the motor vehicle 2, wherein the motor vehicle 2 is a commercial vehicle, in particular a bus. In the bus 2, the steerable independent wheel suspension 1 is arranged at the front left; i.e. approximately in the area below the driver in a left-hand drive bus. The steerable independent wheel suspension 1 has a lower wishbone 3, which is connected to a wheel carrier 6. Furthermore, the steerable independent wheel suspension 1 has an upper wishbone 4, which is connected to a spring carrier 8. The wheel carrier 6 carries a vehicle wheel 21, which has an air-filled vehicle tire and a vehicle rim.Furthermore, the steerable independent wheel suspension 1 has an air spring damper module 14, which is supported on the spring carrier 8 and is operatively connected to the wheel carrier 6. The spring carrier 8 is pivotally connected to the wheel carrier 6. A tie rod 28 is articulated to the wheel carrier 6. A coupling rod 29 is articulated to the spring carrier 8.

[0034] Fig. 2 shows the steerable independent wheel suspension 1, which is connected to a schematically illustrated vehicle frame 24 of the motor vehicle 2. The vehicle wheel 21 rests on a roadway 26. The air spring damper module 14 is pivotally connected to the spring support 8 and, at the same time, is free of lateral forces. In the illustrated installed state of the steerable independent wheel suspension 1, a spring axis 15 of the air spring damper module 14 extends in a vertical direction z of the vehicle.

[0035] In Fig. 3, it can be seen that the lower wishbone 3 is connected to the wheel carrier 6 via a first ball joint 5, and the upper wishbone 4 is connected to the spring carrier 8 via a second ball joint 7. The wheel carrier 6 is connected to the spring carrier 8 via a third ball joint 9 and a fourth ball joint 10. At the same time, the wheel carrier 6 can be pivoted relative to the spring carrier 8 by means of the third ball joint 9 and the fourth ball joint 10. In the area of ​​the third ball joint 9, the wheel carrier 6 engages around the spring carrier 8. At the same time, the spring carrier 8 engages around the wheel carrier 6 in the area of ​​the fourth ball joint 10. The central axes of the first ball joint 5, the third ball joint 9 and the fourth ball joint 10 define a steering axis 11. A ball stud 12 of the third ball joint 9 and a ball stud 13 of the fourth ball joint 10 face each other.In the illustrated installed state of the steerable independent wheel suspension 1, the third ball joint 9 and the fourth ball joint 10 experience a compressive load on their respective joint balls.

[0036] In the illustrated installed state of the steerable independent wheel suspension 1, a center point M of a joint ball of the second ball joint 7 has an offset V in a vehicle transverse direction y relative to the steering axle 11. The air spring damper module 14 is connected to the spring support 8 in a pivotable and simultaneously transverse-force-free manner. The pivotable and simultaneously transverse-force-free connection of the air spring damper module 14 to the spring support 8 has a pivot axis that extends in a vehicle longitudinal direction x. The air spring damper module 14 has a telescopic vibration damper and a rolling piston, which is fitted with an opening over the upper end of the vibration damper.Furthermore, the air spring damper module 14 has an air spring part, which in addition to the rolling piston also includes an air spring bellows, which at least partially delimits a working space filled with compressed air and rolls on the rolling piston when the air spring damper module 14 is compressed, forming a rolling fold.

[0037] When viewed in the vehicle's vertical direction z, a spring support connection point 16, in which the air spring damper module 14 is pivotally connected to the spring support 8 without any lateral force, is arranged between the third ball joint 9 and the fourth ball joint 10. At the same time, the spring support connection point 16 is arranged between the third ball joint 9 and a wheel center of the vehicle wheel 21 supported by the steerable independent wheel suspension 1. Furthermore, when viewed in the vehicle's transverse direction y, the spring support connection point 16 is arranged substantially at the level of the center of the lower wishbone 3.The steerable independent wheel suspension 1 has a positive steering roll radius r, which is defined as the distance, measured in the vehicle transverse direction y, between a vehicle wheel center plane 27 and the point at which the steering axle 11 passes through a roadway 26, wherein the point at which the steering axle 11 passes through the roadway 26 is spaced inwardly from the vehicle wheel center plane 27. When viewed in the vehicle vertical direction z, the first ball joint 5 and the second ball joint 7 are arranged substantially one above the other. A free space 18 for the passage of a drive shaft is located between the third ball joint 9 and the fourth ball joint 10.

[0038] Fig. 4 shows the steerable independent wheel suspension 1, viewed from the inside of the vehicle. It is designed as a steerable double wishbone suspension. The pivot axis 19 of the vehicle-frame-side connection 20 of the upper wishbone 4 and the pivot axis 22 of the vehicle-frame-side connection 23 of the lower wishbone 3 form an acute angle to each other when viewed in the vehicle's transverse direction y. The lower wishbone 3 extends parallel to the roadway 26. The upper wishbone 4 is slightly angled. In an installed state of the steerable independent wheel suspension 1, the extensions of the two pivot axes 19, 22 intersect between a front and a rear vehicle axle of the motor vehicle 2. The upper wishbone 4 and the lower wishbone 3 are connected to the vehicle frame 24 (Fig. 2) via claw joints 25, whereby only one of two claw joints 25 is shown here for each wishbone 3, 4.The spring axis 15 of the air spring damper module 14 extends in the vehicle vertical direction z.

[0039] Fig. 5 shows that the steerable independent wheel suspension 1 is capable of achieving a maximum steering angle α of more than 60 degrees in the installed state. A steering angle α of 63 degrees is shown. The steering angle is measured as the acute angle between the vehicle wheel center plane 27 and the vehicle longitudinal direction x, at which the vehicle wheel 21 just does not touch adjacent components. When viewed in conjunction with Fig. 2, it becomes clear that the vehicle wheel 21 does not touch the vehicle frame 24, but is partially arranged beneath the vehicle frame 24.

[0040] Fig. 6 shows a steerable independent wheel suspension 1, which is designed as a steerable double wishbone suspension for a motor vehicle 2 and which differs from the steerable independent wheel suspension according to Fig. 1 only by a geometrically differently designed spring support 8. The steerable independent wheel suspension according to Fig. 6 is suitable for a drivable or, alternatively, a non-drivable vehicle wheel 21. The spring support 8 is arranged in the vehicle vertical direction z between the lower wishbone 3 and the upper wishbone 4 and supports the air spring damper module 14.

[0041] In Fig. 7, it can be seen that the spring support connection point 16, when viewed in the vehicle's vertical direction z, is arranged essentially at the level of the fourth ball joint 10. At the same time, the spring support 8 has an opening 17 below the spring support connection point 16 for the passage of a drive shaft (not shown).

[0042] Reference symbol

[0043] 1 steerable independent suspension, steerable double wishbone suspension

[0044] 2 Motor vehicle, commercial vehicle, bus

[0045] 3 lower wishbone

[0046] 4 upper wishbone

[0047] 5 first ball joint

[0048] 6 wheel carriers

[0049] 7 second ball joint

[0050] 8 spring carriers

[0051] 9 third ball joint

[0052] 10 fourth ball joint

[0053] 11 Steering axle

[0054] 12 ball studs of the third ball joint

[0055] 13 Ball pin of the fourth ball joint

[0056] 14 Air spring damper module

[0057] 15 Spring axle

[0058] 16 Spring support connection point

[0059] 17 Breakthrough

[0060] 18 free installation space

[0061] 19 Swivel axis

[0062] 20 Vehicle frame connection of the upper wishbone

[0063] 21 vehicle wheel

[0064] 22 Swivel axis

[0065] 23 Vehicle frame connection of the lower wishbone

[0066] 24 vehicle frames

[0067] 25 Rubber-metal joint, claw joint, molecular joint

[0068] 26 Roadway

[0069] 27 Vehicle wheel center plane

[0070] 28 Tie rod

[0071] 29 Coupling rod x Vehicle longitudinal direction y Vehicle transverse direction z Vehicle vertical direction r Steering roll radius

[0072] M Center of the joint ball of the second ball joint

[0073] V Offset a Steering angle

Claims

Patent claims 1. Steerable independent wheel suspension (1), designed as a steerable double wishbone suspension (1) for a motor vehicle (2), the independent wheel suspension (1) having at least one lower wishbone (3) and at least one upper wishbone (4), characterized in that the lower wishbone (3) is connected to a wheel carrier (6) via a first ball joint (5) and that the upper wishbone (4) is connected to a spring carrier (8) via a second ball joint (7) and that the wheel carrier (6) is simultaneously connected to the spring carrier (8) by a third ball joint (9) and a fourth ball joint (10).

2. Steerable independent wheel suspension (1) according to claim 1, characterized in that the wheel carrier (6) is pivotable relative to the spring carrier (8) by means of the third ball joint (9) and the fourth ball joint (10).

3. Steerable independent wheel suspension (1) according to claim 1 or 2, characterized in that the wheel carrier (6) engages around the spring carrier (8) in the region of the third ball joint (9) and that the spring carrier (8) simultaneously engages around the wheel carrier (6) in the region of the fourth ball joint (10).

4. Steerable independent wheel suspension (1) according to one of the preceding claims, characterized in that the center axes of the first ball joint (5), the third ball joint (9) and the fourth ball joint (10) define a steering axis (11).

5. Steerable independent wheel suspension (1) according to one of the preceding claims, characterized in that a ball stud (12) of the third ball joint (9) and a ball stud (13) of the fourth ball joint (10) face each other.

6. Steerable independent wheel suspension (1) according to one of the preceding claims, characterized in that the third ball joint (9) and the fourth ball joint (10) experience a compressive load on their respective joint ball in an installed state of the steerable independent wheel suspension (1).

7. Steerable independent wheel suspension (1) according to claim 4, characterized in that a center point (M) of a joint ball of the second ball joint (7) in the installed state of the steerable independent wheel suspension (1) has an offset (V) in a vehicle transverse direction (y) to the steering axis (11).

8. Steerable independent wheel suspension (1) according to one of the preceding claims, characterized in that an air spring damper module (14) is connected to the spring support (8) in a pivotable and at the same time free of transverse forces, wherein a spring axis (15) of the air spring damper module (14) extends in a vehicle vertical direction (z) in the installed state of the steerable independent wheel suspension (1).

9. Steerable independent wheel suspension (1) according to claim 8, characterized in that a spring support connection point (16), in which the air spring damper module (14) is pivotally and simultaneously free of transverse forces connected to the spring support (8), in an installed state of the steerable independent wheel suspension (1) and when viewed in the vehicle vertical direction (z) is arranged substantially between the third ball joint (9) and the fourth ball joint (10) or substantially at the level of the fourth ball joint (10).

10. Steerable independent wheel suspension (1) according to claim 9, characterized in that the spring support connection point (16) is arranged in an installed state of the steerable independent wheel suspension (1) and when viewed in the vehicle vertical direction (z) between the third ball joint (9) and a wheel center of a vehicle wheel (21) carried by the steerable independent wheel suspension (1).

11. Steerable independent wheel suspension (1) according to claim 9, characterized in that the spring support (8) has an opening (17) for the passage of a drive shaft below the spring support connection point (16) when viewed in the vehicle vertical direction (z).

12. Steerable independent wheel suspension (1) according to claim 8, characterized in that a spring support connection point (16), in which the air spring damper module (14) is pivotally and simultaneously free of transverse forces connected to the spring support (8) is connected, in an installed state of the steerable independent wheel suspension (1) and when viewed in a vehicle transverse direction (y) is arranged substantially at the level of the center of the lower wishbone (3).

13. Steerable independent wheel suspension (1) according to one of the preceding claims, characterized in that the first ball joint (5) and the second ball joint (7) are arranged substantially one above the other when viewed in a vehicle vertical direction (z).

14. Steerable independent wheel suspension (1) according to one of the preceding claims, characterized in that there is a free space (18) for the passage of a drive shaft between the third ball joint (9) and the fourth ball joint (10).

15. Steerable independent wheel suspension (1) according to one of the preceding claims, characterized in that the pivot axis (19) of the vehicle frame-side connection (20) of the upper wishbone (4) and the pivot axis (22) of the vehicle frame-side connection (23) of the lower wishbone (3) enclose an acute angle to one another when viewed in the vehicle transverse direction (y).

16. Steerable independent wheel suspension (1) according to one of the preceding claims, characterized in that the steerable independent wheel suspension (1) is suitable for realizing, in an installed state, a maximum steering angle (a) of more than 60 degrees, preferably of up to 63 degrees.

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