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

Abstract

The invention relates to a wheel suspension for a vehicle wheel of a motor vehicle, comprising a hub carrier, and comprising a pivot bearing on which the vehicle wheel is to be rotatably mounted, wherein, for the steering of the pivot bearing and the vehicle wheel, the pivot bearing is mounted on the hub carrier for pivoting about a pivot axis relative to the hub carrier, wherein: - at least two wheel links articulatedly coupled to the hub carrier, namely a first wheel link and a second wheel link, by means of which wheel links the hub carrier can be articulatedly connected to a chassis of the motor vehicle; - a third wheel link which is articulatedly coupled to the pivot bearing by means of a connection element and by means of which the pivot bearing can be pivoted about the pivot axis relative to the hub carrier in order to steer the pivot bearing and the vehicle wheel; and - a spring and / or damper element by means of which the hub carrier and the pivot bearing are supported, with spring loading and / or with damping, on a superstructure of the motor vehicle, - wherein the pivot bearing is mounted on the hub carrier for pivoting about the pivot axis relative to the hub carrier by means of at least one bearing, wherein the pivot bearing has a cavity in which the bearing is at least partly disposed, wherein the hub carrier engages in the cavity, - wherein the screwing axis of a screwing element of the bearing is arranged at least approximately in the longitudinal direction of the vehicle when the wheel suspension is in its installed state in the vehicle.

Description

[0001]Wheel suspension for a vehicle wheel of a motor vehicle and motor vehicle The invention relates to a wheel suspension for a vehicle wheel of a motor vehicle according to the preamble of patent claim 1. Furthermore, the invention relates to a motor vehicle with at least one such wheel suspension. DE 102014226225 A1 discloses a wheel suspension arrangement of an axle arrangement for a vehicle. Furthermore, WO 2015 / 144482 A1 discloses a steering device for a motor vehicle for pivoting at least one steerable vehicle wheel that is sprung on a suspension relative to a chassis of the motor vehicle, wherein the steerable vehicle wheel is rotatably mounted on a steering knuckle, and the steering knuckle is rotatably mounted on the suspension about a pivot axis in at least one pivot position. The object of the present invention is to provide a wheel suspension for, in particular, a vehicle wheel of a motor vehicle and a motor vehicle with at least oneto create such a wheel suspension so that a particularly high level of ride comfort, a particularly large steering angle of the vehicle wheel, and at the same time a rigid connection with low assembly effort can be achieved. This object is achieved according to the invention by a wheel suspension having the features of patent claim 1 and by a motor vehicle having the features of patent claim 13. Advantageous embodiments of the invention are the subject of the dependent claims. A first aspect of the invention relates to a wheel suspension for, in particular precisely, a vehicle wheel of a motor vehicle, also referred to simply as a vehicle, and preferably designed as a passenger car. This means that, via the wheel suspension according to the first aspect of the invention, at least or preferably precisely one vehicle wheel, namely the aforementioned one vehicle wheel of the motor vehicle, also referred to as a motor vehicle, can be articulated to a chassis of the motor vehicle. Thismeans that the motor vehicle, in its fully manufactured state, has the wheel suspension and the vehicle wheel, which, in the fully manufactured state of the motor vehicle, is articulated to the chassis via the wheel suspension, i.e., coupled to the chassis. Thus, in its fully manufactured state, the motor vehicle also has the chassis. For example, in its fully manufactured state, the motor vehicle has a body, which delimits an interior of the motor vehicle, also referred to as the passenger cell or passenger compartment. It is conceivable that the body, particularly when the body is designed as a self-supporting body, is the body, the chassis. Furthermore, it is conceivable that the chassis is designed separately from the body and is held on the body, in particular in such a way that the chassis is mounted, in particular elastically, on the body, or vice versa. The chassis can be a frame,in particular a ladder frame, or an axle carrier. In particular, the body can be a self-supporting body, in which case, for example, the chassis designed as an axle carrier can be used, which can be mounted, in particular elastically, on the body. While the motor vehicle is traveling, persons such as the driver of the motor vehicle can be present in the said interior. The feature that the vehicle wheel can be or is connected in an articulated manner to the chassis and thus the body via or by means of the wheel suspension is to be understood in particular that the wheel suspension can be directly coupled in an articulated manner to the chassis or to the body. In particular, for example, the wheel suspension is, in particular directly, articulated to the chassis or the body, i.e., coupled to the chassis or the body. The vehicle wheel is a ground contact element of theMotor vehicle, which can be supported or is supported on a ground via the ground contact element in the vertical direction of the motor vehicle. If the motor vehicle is driven along the ground while the motor vehicle, also referred to as the vehicle, is supported on the ground via the vehicle wheel in the vertical direction of the motor vehicle, the vehicle wheel rolls, in particular directly, on the ground. The wheel suspension has a wheel carrier. In principle, it is conceivable that the wheel carrier is designed as a single piece, i.e. is formed from a single piece. In other words, it is preferably provided that the wheel carrier is not composed of several parts that are formed separately from one another and connected to one another, but preferably the wheel carrier is formed from a single piece and thus designed as a monoblock or formed by a monoblock. The wheel suspension also has aWheel carrier provided and in particular formed separately from the wheel carrier. The pivot bearing is a component which is in particular provided in addition to the wheel carrier and in particular formed separately from the wheel carrier. For example, the pivot bearing can be designed as a single piece, i.e., made from a single piece. The vehicle wheel is rotatably mounted or supported on the pivot bearing, in particular about a wheel rotation axis, relative to the pivot bearing and preferably also relative to the wheel carrier. For this purpose, for example, a wheel hub, in particular via at least or exactly one rolling bearing, is rotatably mounted or supported on the pivot bearing about the wheel rotation axis relative to the pivot bearing. The vehicle wheel is, for example, rotatably connected or connectable to the wheel hub, so that the wheel hub and in particular with it the vehicle wheel can rotate together about the wheel rotation axis relative to the pivot bearing. For steering theThe pivot bearing and thus the vehicle wheel is mounted on the wheel carrier so that it can pivot relative to the wheel carrier about a pivot axis, which runs particularly perpendicularly or obliquely to the wheel rotation axis and is also referred to as the steering axis. In other words, the pivot bearing is mounted on the wheel carrier so that it can pivot relative to the wheel carrier about the pivot axis, so that when the motor vehicle is fully manufactured, the pivot bearing and with it the vehicle wheel can be pivoted relative to the wheel carrier about the pivot axis and thus steered. This means in particular that by pivoting and thus steering the pivot bearing and thus the vehicle wheel about the pivot axis and relative to the wheel carrier, the motor vehicle can be steered, thus enabling, for example, cornering, changes of direction and / or lane changes of the motor vehicle. For this purpose, a control device, particularly designed as a steering wheel, is provided in the interior of the motor vehicle.A steering handle is provided, which, for example, is rotatable about a steering wheel rotation axis relative to the body. The driver can operate the steering wheel and thereby rotate it about the steering wheel rotation axis relative to the body, whereby the pivot bearing and with it the vehicle wheel can be pivoted about the pivot axis relative to the wheel carrier in order to steer the pivot bearing and the vehicle wheel and thus the motor vehicle, thus being able to effect the aforementioned changes in direction of travel, lane changes and / or cornering of the motor vehicle. For example, the steering handle is mechanically coupled to the pivot bearing. The feature that, for example, the wheel rotation axis runs obliquely or perpendicularly to the pivot axis is to be understood in particular that the wheel rotation axis runs perpendicular to a first plane and the pivot axis runs perpendicular to a second plane, wherein the planes run obliquely or perpendicularly to one another. In the fully manufactured state of theIn a motor vehicle, the wheel suspension is, for example, a component of a vehicle axle, also simply referred to as the axle. The vehicle axle comprises, for example, the wheel suspension and the vehicle wheel. The wheel suspension is also referred to as the first wheel suspension, and the vehicle wheel is also referred to as the first vehicle wheel. When reference is made to the wheel suspension below, this refers to the first wheel suspension unless otherwise stated. When reference is made to the vehicle wheel below, this refers to the first vehicle wheel unless otherwise stated. For example, the vehicle axle has at least or exactly two wheel suspensions, namely the first wheel suspension and at least or exactly one second wheel suspension, whereby the previous and following statements regarding the first wheel suspension can also be readily applied to the second wheel suspension and vice versa. Furthermore, it is conceivable that theThe vehicle axle has at least or exactly two vehicle wheels, namely the first vehicle wheel and at least or exactly one additional second vehicle wheel, wherein the previous and following statements regarding the first vehicle wheel are readily transferable to the second vehicle wheel and vice versa. The first wheel suspension is assigned to the first vehicle wheel, so that the first vehicle wheel is or can be connected in an articulated manner to the chassis or to the body via the first wheel suspension. The second wheel suspension is assigned to the second vehicle wheel, which is or can be connected in an articulated manner to the chassis or to the body via the second wheel suspension. In particular, the vehicle axle, also referred to as axle, is a rear axle. More particularly, the vehicle axle is a drivable vehicle axle, also referred to as driven axle, the vehicle wheels of which are connected in particular by means of aThe drive device of the motor vehicle can be driven in order to thereby drive the motor vehicle as a whole and thus, for example, to travel along the aforementioned ground. The drive device can have an internal combustion engine and / or an electric motor. In order to achieve, on the one hand, a particularly high level of driving comfort for persons in the interior and, on the other hand, a particularly large steering angle, around which the vehicle wheel can be pivoted about the pivot axis relative to the wheel carrier and thus steered, so that, for example, a particularly small turning circle of the motor vehicle can be achieved, the invention provides that the wheel suspension has at least two wheel control arms articulated to the wheel carrier, namely a first wheel control arm and a second wheel control arm. The respective wheel control arm is also simply referred to as a control arm or wheel guidance arm. The wheel carrier is connected to the wheel carrier via the first wheel control arm and the second wheel control arm.can be or are connected in an articulated manner to the chassis of the motor vehicle. In particular, the first check arm and the second check arm are articulatedly coupled to the wheel carrier, bypassing the pivot bearing, i.e. not via the pivot bearing, so that, for example, a force can be or is transmitted from the wheel carrier to the first check arm or the second check arm along a first force path, which runs from the wheel carrier to or onto the first check arm or the second check arm such that the pivot bearing is not arranged in the first force path between the wheel carrier and the first check arm or the second check arm. Thus, the aforementioned force, also referred to as the first force, does not run or flow via the pivot bearing on its way from the wheel carrier along the first force path to or onto the first or second check arm. By means of the first check arm and the second check arm, theWheel carrier and thus in particular via the pivot bearing also the vehicle wheel relative to the chassis, in particular such that the first wheel guide and the second wheel guide at least limit or prevent first relative movements between the wheel carrier and the chassis, for example, along at least one first direction of movement, and in particular specifically allow relative movements between the wheel carrier and the chassis along at least one second direction of movement. The second relative movements occurring along the second direction of movement between the wheel carrier and the chassis and thus second between the vehicle wheel and the chassis are, for example, compression and rebound movements of the vehicle wheel and thus of the wheel carrier, wherein the vehicle wheel moves at least substantially in the vertical direction of the vehicle relative to the chassis or body during the compression and rebound movements.Compression and rebound movements are also referred to as wheel movements. Thus, for example, the second direction of movement runs at least substantially in the vertical direction of the vehicle. Wheel movements occur, for example, when the vehicle wheel rolls over uneven surfaces while the motor vehicle is being driven along a road. A raised surface, for example, leads to a compression movement of the vehicle wheel, and a recess such as a pothole in the road leads to a rebound movement of the vehicle wheel. During the respective compression movement, for example, the wheel carrier and with it the pivot bearing and the vehicle wheel move upwards in the vertical direction of the vehicle relative to the chassis, and during the respective rebound movement, for example, the wheel carrier and with it the pivot bearing and the vehicle wheel move downwards in the vertical direction of the vehicle relative to the chassis. In particular, for example,a spring and / or damper element is provided, by means of which the wheel carrier and thus the vehicle wheel can be supported or is supported on the chassis in a spring and / or damped manner, in particular with regard to the wheel movements. According to the invention, the wheel suspension further comprises, in particular at least or precisely, a third wheel guide rod which is articulatedly coupled to the pivot bearing via, in particular at least or precisely, a connecting element, in particular bypassing the wheel carrier, and which is also referred to, for example, as a track guide rod. In particular, it is conceivable that a track, in particular a toe-in, of the vehicle wheel can be adjusted, i.e., varied, by means of the third wheel guide rod. By means of the third wheel guide rod, the pivot bearing and thus the vehicle wheel can be steered, in particular by at least translational movement of the third wheel guide rod relative to the wheel carrier and in particular also relative to the chassis.With this, the vehicle wheel is pivoted about the pivot axis relative to the wheel carrier. In other words, in order to pivot the pivot bearing about the pivot axis relative to the wheel carrier, thus pivoting the pivot bearing and with it the vehicle wheel relative to the wheel carrier about the pivot axis and thus to steer, the third check arm, for example, is moved at least or exclusively translationally relative to the wheel carrier and in particular also relative to the chassis, i.e., displaced. Thus, for example, the aforementioned steering handle is coupled, in particular mechanically, to the pivot bearing via the third check arm, so that by rotating the steering wheel about the steering wheel rotation axis and relative to the body, for example, the third check arm can be displaced relative to the wheel carrier and thus the pivot bearing can be pivoted about the pivot axis relative to the wheel carrier. The connecting element is preferably a rubber bearing or a joint.such as, in particular, a sliding joint and / or a ball joint. The connecting element is to be understood in particular as a component which is provided in addition to the pivot bearing and in addition to the third check rail, thus comprising at least one of several components provided in addition to the pivot bearing and the third check rail, wherein the component couples the pivot bearing to the third check rail in an articulated manner, so that the pivot bearing and the third check rail are coupled to one another so that they can move relative to one another. If, for example, a load such as a force acts on the pivot bearing, the load can be transferred from the pivot bearing to the third check rail via the connecting element or vice versa, so that, for example, the connecting element, with respect to a force transmission path via which loads such as forces and / or torques can be transferred from the pivot bearing to the third check rail and vice versa,Connecting element is arranged in the force transmission path between the pivot bearing and the third wheel check arm. The feature that the third wheel check arm is preferably articulated to the pivot bearing, bypassing the wheel carrier, is to be understood as meaning that the third wheel check arm is not articulated to the pivot bearing via the wheel carrier, so that, for example, a second force can be transmitted or is transmitted along a second force path from the pivot bearing to or to the third wheel check arm, wherein the second force path runs in such a way that the wheel carrier is not arranged in the second force path between the pivot bearing and the third wheel check arm. Thus, the second force does not run, flow or stream via the wheel carrier on its way from the pivot bearing along the second force path to or to the third wheel check arm. Consequently, the second force bypasses the wheel carrier on its way from the pivot bearing to or to the third wheel check arm.Accordingly, it is provided, for example, that the aforementioned first force, on its way from the wheel carrier along the first force path to the first or second check arm, bypasses the pivot bearing, and therefore does not pass through the pivot bearing. The third check arm is also provided or designed to guide the pivot bearing and thus the vehicle wheel, so that the third check arm is referred to as a guide arm or wheel control arm. Thus, it is provided, for example, that the aforementioned first relative movements are at least limited or prevented by means of the third check arm, wherein, for example, the third check arm specifically permits the second relative movements. Overall, it can be seen that the wheel carrier, the pivot bearing and the vehicle wheel jointly execute the wheel movements, i.e. the wheel movements relative to the chassis, so that the wheel movements are transmitted by the first check arm, by thesecond check rail and by the third check rail, in particular in a targeted manner. However, the wheel carrier does not carry out swivel movements around the swivel axis, also referred to as steering movements, so that with regard to the wheel carrier, the swivel bearing and the vehicle wheel, only the swivel bearing and the vehicle wheel jointly carry out the steering or swivel movements around the swivel axis relative to the wheel carrier. Thus, with regard to the steering movements, the swivel bearing and the vehicle wheel are decoupled from the wheel carrier. Since in the invention at least the first check rail, the second check rail and the third check rail are used to guide the vehicle wheel relative to the chassis, the vehicle axle can be designed as a multi-link axle, whereby a particularly high level of driving comfort can be achieved. In addition, a particularly high level of driving comfort can be achieved in particular by the third check rail being connected to the aforementioned, alsoreferred to as the first connecting element and designed, for example, as a rubber bearing or ball joint, is articulatedly coupled to the pivot bearing. Furthermore, it is conceivable that a motor, in particular an electric motor, is assigned to the pivot bearing and thus to the third wheel guide. By means of the motor, for example, the wheel guide can be driven and thereby displaced, in particular, relative to the wheel carrier, thus moving translationally, whereby the pivot bearing can be pivoted about the pivot axis relative to the wheel carrier via the third wheel guide by means of the motor. Thus, it is conceivable that a steering system comprising the third wheel guide and, for example, also the pivot bearing, designed, for example, as a rear-axle steering system, is designed as a steer-by-wire steering system, so that the steering system has no mechanical coupling with the steering handle. According to the invention, a spring and / or damper element is also provided, via which the wheel carrier and theThe pivot bearing and thus the vehicle wheel are spring-loaded and / or damped and can be supported or supported on the body of the motor vehicle. Finally, it has proven particularly advantageous for achieving a particularly high level of driving comfort if the pivot bearing is mounted on the wheel carrier by means of at least one bearing so as to be pivotable about the pivot axis relative to the wheel carrier. The pivot bearing has a recess, particularly designed as a through-opening and also referred to as a window, in which the bearing is at least partially arranged. The wheel carrier engages in the recess so that, for example, within the recess, the pivot bearing is mounted on the wheel carrier via the bearing so as to be pivotable about the pivot axis relative to the wheel carrier. It is further provided that the screw axis of a screw element of the bearing, viewed in the installed state of the wheel suspension in the vehicle, is at least approximately in the vehicle's longitudinal direction.is arranged. This ensures both simple assembly and a rigid connection. Such a rigid connection is particularly advantageous when using the wheel suspension on a rear axle, as it simultaneously enables high steering angles. In particular, the bearing is designed as a ball and socket joint, or the bearing forms a ball and socket joint, whereby, for example, the pivot bearing can be pivotably mounted on the wheel carrier by means of the ball and socket joint about the pivot axis relative to the wheel carrier. It is further preferably provided that the axial orientation of the preferred ball and socket joint represents the screw axis of a screw element of the ball and socket joint. Such an axial orientation of the ball and socket joint or of a screw axis of the bearing presents advantages with regard to the forces to be absorbed. Particularly preferably, the screw axis of the screw element of the bearing intersectsin particular of the ball-and-socket joint, the said pivot axis. In this case, it is possible, for example, for the screw axis to be arranged at least approximately perpendicular to the pivot axis. Such an arrangement has the advantage that the ball-and-socket joint can represent the required steering angles, in particular on the rear axle, in limited installation space. The said spring and / or damper element can be coupled, in particular in an articulated manner and thus, for example, via at least or exactly one joint, indirectly (or indirectly) or directly to the wheel carrier, in particular bypassing the pivot bearing. This is to be understood in particular as the following: The spring and / or damper element can be coupled, in particular precisely, to the wheel carrier in an articulated manner via one joint, in particular bypassing the pivot bearing and preferably bypassing the or all of the wheel control arms of the wheel suspension. The spring and / or damper element would then be directly articulated to theWheel carrier coupled. Furthermore, it is conceivable that the spring and / or damper element is coupled in an articulated manner to, in particular precisely to, one of the wheel control arms via, in particular precisely one joint, in particular bypassing the pivot bearing, the wheel carrier and the or all other wheel control arms of the wheel suspension. Then, so to speak, the spring and / or damper element would be articulated and indirectly coupled to the wheel carrier. In other words, the feature that, for example, the spring and / or damper element is articulated and thus, for example, indirectly coupled to the wheel carrier via at least or precisely one joint, is to be understood that the spring and / or damper element is articulated and thus coupled to one of the wheel control arms via at least or precisely one joint, bypassing the wheel carrier, the pivot bearing and the or all other wheel control arms, so that the spring and / or damper element is coupled via the one wheel control arm, i.e., through the intermediary of the one wheel control armis pivotally coupled to the wheel carrier. Thus, for example, a force is transmitted along a transmission path from the wheel carrier to the spring and / or damper element in such a way that the transmission path and thus the force runs from the wheel carrier to one of the check arms and from one of the check arms to the spring and / or damper element. This means that the force is transmitted from the wheel carrier via one of the check arms to the spring and / or damper element. On its way from the wheel carrier to the spring and / or damper element, the force bypasses the pivot bearing and the other check arms. Consequently, the force does not flow via the pivot bearing or the other check arms on its way from the wheel carrier to the spring and / or damper element. One check arm is thus arranged in the transmission path downstream of the wheel carrier and upstream of the spring and / or damper element, thus between the wheel carrier and the spring and / or damper element.The pivot bearing and the remaining check arms are not arranged in the transmission path between the wheel carrier and the spring and / or damper element. The pivot bearing can be arranged in the transmission path, but not between the wheel carrier and the spring and / or damper element, but in particular upstream of the wheel carrier, such that, for example, the force is transmitted from the pivot bearing to the wheel carrier and from there to one check arm and from there, in particular bypassing the or all of the remaining check arms, to the spring and / or damper element. The feature that, for example, the spring and / or damper element is articulated and thus, for example, via at least or exactly one joint and directly coupled to the wheel carrier is to be understood that the spring and / or damper element is articulated and thus via at least or exactly one joint coupled to the wheel carrier, bypassing the pivot bearing and the or all of the remainingWheel control arms. Thus, the aforementioned transmission path and thus the force from the wheel carrier to the spring and / or damper element run in such a way that the transmission path and thus the force runs from the wheel carrier to or onto the spring and / or damper element. On its way from the wheel carrier to the spring and / or damper element, the force bypasses the pivot bearing and the or all of the wheel control arms of the wheel suspension, thus the force on its way from the wheel carrier to the spring and / or damper element does not flow via the pivot bearing or the wheel control arms. The pivot bearing and the wheel control arms are therefore not arranged in the transmission path between the wheel carrier and the spring and / or damper element. The pivot bearing can be arranged in the transmission path, but not between the wheel carrier and the spring and / or damper element, but in particular upstream of the wheel carrier, such that, for example, the force from the pivot bearing to the wheel carrier and fromThis is transferred to the spring and / or damper element, in particular bypassing the or all of the wheel control arms of the wheel suspension. The spring and / or damper element can comprise or be at least one spring, which can also be referred to as a suspension spring. The spring is, for example, designed as a mechanical spring, thus as a solid body, and can be designed, for example, as a helical spring. The spring can be formed, for example, from a metallic material, in particular steel, or from a fiber-reinforced plastic. Alternatively, the spring can be designed as an air spring. For example, the spring is tensioned during the respective wheel movement, whereby the spring provides a spring force that opposes the respective wheel movement. Alternatively or in addition to the spring, the spring and / or damper element can comprise or be at least one vibration damper for damping the respective wheel movement, whereinthe vibration element is also referred to as a shock absorber and can very preferably be designed as a hydraulic shock absorber. If the spring and / or damper element comprises both the spring and the vibration damper, it is possible for the spring and the vibration damper to be coupled, in particular in an articulated manner and thus, for example, via at least or precisely one joint, to the wheel carrier, in particular bypassing the or all of the wheel control arms of the wheel suspension and the pivot bearing, or to the same wheel control arm, in particular bypassing the pivot bearing and the wheel carrier and the or all of the remaining wheel control arms of the wheel suspension, or the following is conceivable: The spring can be coupled, in particular in an articulated manner and thus, for example, via at least or precisely one joint, to the wheel carrier, in particular bypassing the or all of the wheel control arms of the wheel suspension and the pivot bearing, wherein the vibration damper, for example, in particular in an articulated mannerand thus, for example, can be coupled to one of the check arms via at least one joint, in particular bypassing the wheel carrier and the pivot bearing and the or all other check arms of the wheel suspension. The vibration damper can be coupled, in particular in an articulated manner and thus, for example, via at least one joint, to the wheel carrier, in particular bypassing the check arms and the pivot bearing, wherein the spring can be coupled, for example, in particular in an articulated manner and thus, for example, via at least one joint, to one of the check arms, in particular bypassing the wheel carrier and the pivot bearing and the or all other check arms of the wheel suspension. The vibration damper can be coupled, in particular in an articulated manner and thus, for example, via at least one joint, to one of the check arms, in particular bypassing the wheel carrier and the pivot bearing and the or all other check arms of the wheel suspension.be, wherein the spring can be coupled, for example, in particular in an articulated manner and thus, for example, via at least or exactly one joint, to another of the check arms, in particular bypassing the wheel carrier and the pivot bearing and the or all other check arms of the wheel suspension. In order to be able to realize a particularly high level of driving comfort and a particularly large steering angle, it is provided in one embodiment of the invention that the third check arm is articulatedly coupled to the pivot bearing via exactly one, i.e. via a single bearing point comprising the connecting element. Thus, the third check arm is preferably designed as a rod control arm or as a two-point control arm, which preferably has exactly two coupling points, namely the aforementioned bearing point comprising the first connecting element as the first of the coupling points and a second coupling point, at or by means of which, for example, the third check arm is connected to the steering handle or withcan be coupled or is coupled to the engine. In order to keep the number of parts, the installation space required and the weight of the wheel suspension particularly low and to achieve a particularly high level of driving comfort, a further embodiment of the invention provides that the second wheel guide is designed as a four-point swing arm. The four-point swing arm is articulated to the wheel carrier via exactly two spaced-apart, first bearing points, in particular bypassing the pivot bearing. For example, the first bearing points each have, in particular exactly, a connecting element designed, for example, as a rubber bearing or ball joint, via which the four-point swing arm is articulated to the wheel carrier. In this case, the connecting elements of the first bearing points are preferably spaced apart from one another. Furthermore, the four-point swing arm has exactly two spaced-apart, second bearing points, by means of which the four-point swing arm is articulated to theChassis can be coupled or is coupled, in particular by bypassing the pivot bearing. In this case, for example, the second bearing points each have, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint, via which the four-point swing arm can be coupled or is coupled in an articulated manner to the chassis. In this case, the connecting elements of the second bearing points are preferably spaced apart from one another. Thus, it is preferably provided that the four-point swing arm can be coupled or is coupled in an articulated manner to the chassis via exactly two second bearing points, which each have, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint. In order to achieve a particularly high level of driving comfort, it has proven particularly advantageous in a further embodiment if the second wheel guide is designed as a three-point swing arm, which has exactly one firstBearing point is articulatedly coupled to the wheel carrier, in particular bypassing the pivot bearing. Furthermore, the three-point swing arm preferably has exactly two spaced-apart, second bearing points, by means of which the three-point swing arm can be or is coupled to the chassis in an articulated manner, in particular bypassing the pivot bearing. Preferably, the respective bearing point has, in particular exactly, a connecting element designed, for example, as a rubber bearing or ball joint, via which the three-point swing arm is articulatedly coupled to the wheel carrier or can be or is coupled to the chassis in an articulated manner. This can provide a particularly high level of ride comfort. In order to avoid undesired relative movements and thus achieve a particularly high level of ride comfort, it is provided in a further embodiment of the invention that the wheel suspension has a pendulum support, also referred to as a first pendulum support, whichvia, in particular precisely, a third bearing point spaced apart from the first bearing point and the second bearing points and, for example, in particular precisely, comprising a connecting element designed as a rubber bearing or ball joint, is articulated to the three-point swing arm, and via, in particular precisely, a fourth bearing point spaced apart from the first bearing point, the second bearing points, and the third bearing point and, for example, in particular precisely, comprising a connecting element designed as a rubber bearing or ball joint, is articulated to the wheel carrier. It has proven particularly advantageous if the wheel suspension has a second pendulum support provided in addition to the first pendulum support. The second pendulum support is connected via, in particular precisely, a fourth bearing point spaced apart from the first bearing point, the second bearing point, the third bearing point, and the fourth bearing point, for example,in particular precisely, a fifth bearing point having a connecting element designed, for example, as a rubber bearing or ball joint, is articulatedly coupled to the wheel carrier, in particular bypassing the pivot bearing. In addition, the second pendulum support is articulatedly coupled to the first wheel guide via a sixth bearing point spaced apart from the first bearing point, from the second bearing points, from the third bearing point, from the fourth bearing point and from the fifth bearing point, and for example, in particular precisely, a sixth bearing point having a connecting element designed, for example, as a rubber bearing or ball joint, is articulated, in particular bypassing the wheel carrier and bypassing the pivot bearing. This allows undesired relative movements to be avoided, whereby a particularly high level of driving comfort can be achieved. In an alternative embodiment, a pendulum support is provided, which is articulated via a sixth bearing point spaced apart from the first bearing point and fromA third bearing point, spaced apart from the second bearing points, for example, in particular precisely, having a connecting element designed as a rubber bearing or ball joint, is articulated to the wheel carrier and a fourth bearing point, spaced apart from the first bearing point, from the second bearing points and from the third bearing point, for example, in particular precisely, having a connecting element designed as a rubber bearing or ball joint, is articulated to the first check rail. A further, alternative embodiment is characterized in that, in particular bypassing the pivot bearing, at least or exactly four check rails are articulated to the wheel carrier, namely the first check rail, the second check rail, a fourth check rail and a fifth check rail. Via the first check rail, the second check rail, the fourth check rail and the fifth check rail, in particular bypassing theSwivel bearing, can be or is connected in an articulated manner to the chassis of the motor vehicle. This allows undesired relative movements to be avoided in a particularly defined manner, so that a particularly high level of driving comfort can be achieved. It has proven particularly advantageous if the wheel suspension has a pendulum support, which is provided in particular in addition to the wheel check arms, which is articulated to the wheel carrier via a first bearing point, for example, a connecting element designed as a rubber bearing or ball joint, in particular bypassing the swivel bearing. In addition, the pendulum support is articulated to one of the four wheel check arms articulated to the wheel carrier via a second bearing point, which is spaced apart from the first bearing point and for example, a connecting element designed as a rubber bearing or ball joint, for example.in particular the first check rail, in particular bypassing the pivot bearing and the wheel carrier. This allows a particularly precise and thus defined guidance of the vehicle wheel, also referred to as wheel guidance, to be realized, in particular relative to the chassis or relative to the body. A further embodiment is characterized in that the second check rail is articulatedly coupled to the wheel carrier via exactly one third bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. The second check rail preferably has exactly one fourth bearing point spaced from the third bearing point, by means of which the second check rail can be or is coupled in an articulated manner to the chassis, so that preferably the second check rail has exactly one bearing point spaced from the third bearing point,namely the fourth bearing point, can be or is coupled to the chassis in an articulated manner, in particular bypassing the wheel carrier and the pivot bearing. Alternatively or additionally, the fourth check arm is articulated to the wheel carrier via exactly one fifth bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. Furthermore, it is preferably provided that the fourth check arm has exactly one sixth bearing point spaced from the fifth bearing point, by means of which the fourth check arm can be or is coupled to the chassis in an articulated manner. In other words, for example, the fourth check arm can be articulated to the chassis via exactly one bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, namely the sixth bearing point.or coupled, in particular bypassing the wheel carrier and the pivot bearing. The third bearing point and / or the fourth bearing point and / or the fifth bearing point and / or the sixth bearing point can have, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint. Alternatively or additionally, the fifth check arm is articulatedly coupled to the wheel carrier via exactly one seventh bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. Preferably, the fifth check arm has exactly one eighth bearing point spaced from the seventh bearing point, by means of which the fifth check arm can be or is articulatedly coupled to the chassis, wherein the eighth bearing point has, for example, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint.In other words, it is preferably provided that the fifth check arm is or can be coupled in an articulated manner to the chassis via exactly one bearing point, for example, in particular precisely, having a connecting element designed as a rubber bearing or ball joint, namely the eighth bearing point, in particular bypassing the wheel carrier and the pivot bearing. In other words, it is preferably provided that the second check arm and / or the fourth check arm and / or the fifth check arm is designed as a rod link, thus as a two-point link, which has exactly two coupling points, namely the respective said bearing points, wherein the respective rod link is or can be coupled in an articulated manner to the wheel carrier via the coupling points, in particular bypassing the pivot bearing, and is or can be coupled in an articulated manner to the chassis, in particular bypassing the pivot bearing and the wheel carrier. This allows a particularly preciseGuidance of the vehicle wheel can be achieved in a space-saving, weight-saving, and cost-effective manner. In a further, particularly advantageous embodiment of the invention, it is provided that the first wheel guide has exactly one bearing point, for example, in particular precisely, having a connecting element designed as a rubber bearing or ball joint, by means of which the first wheel guide can be or is coupled in an articulated manner to the chassis, in particular bypassing the wheel carrier and the pivot bearing. This allows particularly precise wheel guidance and thus a particularly high level of driving comfort to be achieved in a space-saving and cost-effective manner. In a further, particularly advantageous embodiment of the invention, it is provided that the first wheel guide is articulated to the wheel carrier via exactly one bearing point, which for example, in particular precisely, has a connecting element designed as a rubber bearing or ball joint.is coupled, in particular bypassing the pivot bearing. Thus, the first check arm is preferably designed as a rod link, thus as a two-point link, so that a particularly precise and space-efficient wheel guidance can be achieved. In order to realize a particularly precise wheel guidance, thus reliably avoiding undesired relative movements, so that a particularly high level of driving comfort can be achieved, it is preferably provided that the bearing point via which the first check arm is articulatedly coupled to the wheel carrier, in particular bypassing the pivot bearing, has a second connecting element, which is coupled to the wheel carrier or to the first check arm by means of a bearing bolt designed, for example, as a screw element or as a screw bolt. The previous and following statements regarding the first connecting element can also be readily transferred to the second connecting element. In particular, the secondConnecting element is a bearing or a bearing element. In particular, the second connecting element can be a rubber bearing or a joint, in particular a ball joint. In this case, the second connecting element has a bearing stiffness of at least 40 Newton meters per degree, in particular of at least 70 Newton meters per degree, and very particularly at least 100 Newton meters per degree, viewed in the radial direction of the bearing pin. In particular, when the bearing pin is designed as a screw element or as a screw bolt, the screw element is rotated, for example, about a screw axis running in the axial direction of the second connecting element or coinciding with the axial direction of the second connecting element relative to the wheel carrier and / or relative to the first wheel guide, in order to thereby screw the screw element and thus connect the second connecting element to the wheel carrier or to the wheel guide.the radial direction runs perpendicular to the screw axis, so that the bearing stiffness, also referred to as cardanic stiffness, extends perpendicular to the screw axis, also referred to as the screw direction. Thus, a particularly high stiffness of the second connecting element can be achieved, so that undesired relative movements can be avoided, in particular, even if the first wheel guide is only articulated to the wheel carrier via the single bearing point having the second connecting element. As a result, the installation space requirement can be kept particularly small. In order to particularly effectively avoid undesired relative movements and thus achieve a particularly high level of driving comfort, it is provided in a further, alternative embodiment of the invention that the first wheel guide has exactly two spaced-apart and, for example, each, in particular exactly, a rubber bearing orBall joint-shaped connecting element having bearing points is articulatedly coupled to the wheel carrier. In this case, for example, the first wheel guide on the wheel carrier side is designed as a control fork, which for example has two fork tines spaced apart from one another, in particular in the axial direction of the connecting elements. At least a partial area of ​​the wheel guide is arranged, for example, between the fork tines, in particular viewed in the axial direction of the connecting elements. In this case, for example, one of the connecting elements is arranged on each of the fork tines. A second aspect of the invention relates to a motor vehicle, also referred to as a vehicle or motor vehicle and preferably designed as a motor vehicle, which has at least or exactly one vehicle axle designed as a multi-link axle, which has at least or exactly two wheel suspensions according to the first aspect of the invention. Advantages and advantageous embodiments of theThe advantages and advantageous refinements of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa. It is conceivable that the respective connecting element is designed as a respective ball joint and / or sliding joint. Further details of the invention emerge from the following description of preferred exemplary embodiments with the associated drawings. Therein: Fig. 1 shows a detail of a schematic perspective view of a wheel suspension of a vehicle axle of a motor vehicle designed as a multi-link axle; Fig. 2 shows a detail of a schematic side view of the embodiment from Fig. 1 of the wheel suspension; Fig. 3 shows a detail of a sectional view through a bearing of a lower part of the wheel suspension from Figs. 1 and 2, viewed in the vertical direction of the vehicle. In the figures, identical or functionally equivalent elements are provided with the same reference numerals. Fig. 1 shows a detail of a schematic perspective view of aFirst embodiment of a wheel suspension of a vehicle axle designed as a multi-link axle and simply also referred to as an axle of a motor vehicle, also referred to as a vehicle or motor vehicle and designed, for example, as a passenger car. This means that the motor vehicle has at least or exactly two vehicle axles arranged consecutively and thus one behind the other in the vehicle longitudinal direction L of the motor vehicle. For example, the vehicle axle is arranged behind the second vehicle axle in the vehicle longitudinal direction L, so that, for example, the second vehicle axle is a front axle and the first vehicle axle is a rear axle of the motor vehicle. In this specific example from Figure 1, the wheel suspension of a vehicle rear axle is shown in particular. The respective vehicle axle has at least or exactly two vehicle wheels arranged on opposite sides of the motor vehicle in the vehicle transverse direction of the motor vehicle (not shown in theFigures shown). The vehicle wheels of the motor vehicle are ground contact elements, via which the motor vehicle can be or is supported downwards on a ground in the vertical direction of the motor vehicle. The vehicle wheels of the vehicle axle are rear wheels. In particular, the vehicle wheels of the vehicle axle are drivable or driven wheels. For example, the motor vehicle has a drive device, in particular an electric one, by means of which the vehicle wheels of the vehicle axle can be driven, in particular purely electrically. The vehicle wheels of the second (not shown) axle are front wheels. In this case, the vehicle has a front axle steering system, also referred to as front wheel steering, which is also referred to as the first steering system. The front wheels can be steered by means of the first steering system in order to be able to change lanes, change direction of travel and corner the motor vehicle. For example, the first steering system has aA steering handle, particularly designed as a steering wheel, which can be operated by a person, such as the driver of the vehicle, and can thereby be rotated, in particular, about a steering wheel rotation axis relative to a body of the motor vehicle. By rotating the steering wheel relative to the body and about the steering wheel rotation axis, the front wheels can be pivoted relative to the body and thus steered, in order to effect the aforementioned cornering, changes of direction, and lane changes of the motor vehicle. For example, the steering wheel is mechanically coupled to the front wheels. The motor vehicle has the aforementioned body, which is designed, for example, as a self-supporting body. The self-supporting body forms or delimits an interior of the motor vehicle, also referred to as a passenger cell or passenger compartment, with the steering handle being arranged in the interior. While the motor vehicle is travelingThe aforementioned persons can stay in the interior. The vehicle axle has an axle support 5 designed as a rear axle carrier, which is designed separately from the body and, in particular, elastically mounted on the body. The axle support 5 is to be understood as a chassis designed separately from the body, to which the vehicle wheel is or can be connected in an articulated manner, so that the vehicle wheel is or can be connected in an articulated manner to the body via the axle support 5. When it is mentioned below that the vehicle wheel is or can be connected in an articulated manner to the axle support 5, this is to be understood that the vehicle wheel is (also) or can be connected in an articulated manner to the body, namely through the intermediary of the axle support 5. The vehicle axle has, in particular for each vehicle wheel of the vehicle axle, a wheel suspension, via which the vehicle wheel is or can be connected in an articulated manner to the axle support 5 and thus via the axle support 5 to the body.is connected. In particular, the wheel suspension allows, for example, first relative movements between the vehicle wheel and the axle carrier 5 or the body, for example, at least substantially in the vehicle vertical direction H, wherein, for example, the wheel suspension at least limits or prevents second relative movements between the vehicle wheel and the axle carrier 5 and thus the body. The first relative movements are compression and rebound movements of the vehicle wheel, whose compression and rebound movements are collectively also referred to as wheel movements. At least with regard to the wheel movements, the vehicle wheel is supported on the body in a sprung and damped manner via a spring and / or damper element 7. For this purpose, the spring and / or damper element 7 comprises a vibration damper, also referred to as a shock absorber, which is designed, for example, as a hydraulic shock absorber. By means of the vibration damper, the compression and rebound movements (wheel movements)damped. The spring and / or damper element 7 also comprises a spring, also referred to as a suspension spring, which can be designed as a mechanical spring. During the respective wheel movement of the vehicle wheel relative to the body, the spring is tensioned, for example, whereby the spring provides, for example, a spring force opposing the respective wheel movement. The wheel suspension has a wheel carrier 10 and a pivot bearing 11, which is formed in particular separately from the wheel carrier 10 and on which the vehicle wheel is rotatably mounted about a wheel rotation axis 12 relative to the pivot bearing 11. For this purpose, a wheel hub 13 is provided, which is rotatably mounted on the pivot bearing 11 about the wheel rotation axis 12 relative to the pivot bearing 11 via, in particular at least or exactly, a rolling bearing. The vehicle wheel is connected to a wheel hub in a rotationally fixed manner, in particular in a non-destructive manner. The pivot bearing 11 is rotatable about an angle or perpendicular to the wheel rotation axis 12extending pivot axis 14, also referred to as steering axis, is pivotable relative to the wheel carrier 10 and thus steerable on the wheel carrier 10, so that the pivot bearing 11 and with it the vehicle wheel can be pivoted about the steering axis relative to the wheel carrier 10 and relative to the axle carrier 5 and the body and thus can be steered. In this way, for example, the previously mentioned cornering, changes of direction and lane changes can be effected and / or supported. For example, the pivot bearing 11 is part of a second steering system, also referred to as rear axle steering, which is designed, for example, as a steer-by-wire system and thus has no mechanical connection with the steering handle. The second steering system comprises, for example, a motor (not shown in the figures) and designed in particular as an electric motor, by means of which the pivot bearing 11 and with it the vehicle wheel can be rotated about the steering axis for the purpose of steering the vehicle wheel and thus the motor vehicle.the pivot axis 14 can be pivoted relative to the wheel carrier 10. For this purpose, the motor can drive the pivot bearing 11 and thus pivot it about the pivot axis 14 (steering axis) relative to the wheel carrier 10. It can be seen that the wheel carrier 10, the pivot bearing 11 and the vehicle wheel execute the wheel movement together. However, if the pivot bearing 11 and the vehicle wheel are steered, the wheel carrier 10 is not steered. As can be seen from Figs. 1 and 2, exactly five wheel check arms are articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11 and in particular also bypassing the axle carrier 5 (chassis), namely a first wheel check arm 15a, a second wheel check arm 15b, a fourth wheel check arm 15c and a fifth wheel check arm 15d. The wheel carrier 10 is connected to the axle carrier 5 and thus to the body via the four wheel guides 15a-d, in particular bypassing the pivot bearing 11. Furthermore, the wheel suspension 6 is provided withthat the wheel suspension 6 has exactly one third wheel guide 15e, which is also referred to as a track guide, and is articulated to the pivot bearing 11 via, in particular precisely, a first rubber bearing 20, bypassing the wheel carrier 10. The first rubber bearing 20 is a first connecting element or is also referred to as the first connecting element. The first connecting element could alternatively be designed, for example, as a first ball joint. By means of the third wheel guide 15e, the pivot bearing 11 and with it the vehicle wheel can be pivoted about the pivot axis 14 relative to the wheel carrier 10, in particular by translational movement of the third wheel guide 15e relative to the wheel carrier 10 and relative to the axle carrier 5. Thus, for example, the aforementioned motor is coupled, in particular in an articulated manner, to the pivot bearing 11 via the third wheel guide 15e. In particular, the second wheel guide 15b, the fourth wheel guide 15c and the fifth wheel guide 15dcan be designed as rod links, thus as two-point links, which are also referred to as first rod links or first two-point links. For example, such a respective rod link can have exactly one bearing point, by means of which the respective rod link is articulatedly coupled to the wheel carrier 10, in particular by bypassing the pivot bearing 11. Furthermore, the respective rod link can have exactly one second bearing point, by means of which the respective rod link can be or is coupled to the axle carrier 5 and thus to the body, in particular bypassing the pivot bearing 11 and bypassing the wheel carrier 10. Such a bearing point can, for example, comprise a rubber bearing. The third wheel link 15e, as can be seen in Fig. 2, is articulatedly coupled to the pivot bearing 11 via exactly one third rubber bearing, namely via the rubber bearing 20, in particular bypassing the wheel carrier 10. In this case, for example, the wheel link15e is designed as a rod link, thus as a two-point link. The third check arm 15e has precisely one bearing point 21, by means of which the second rod link is articulatedly coupled to the pivot bearing 11, in particular bypassing the wheel carrier 10. In particular, the bearing point 21 comprises the rubber bearing 20. In particular, the rubber bearing 20 is arranged at least partially in the check arm 15e. Furthermore, for example, the third check arm 15e has precisely one fourth bearing point 22, in particular as a first coupling point, by means of which the check arm 15e can be or is coupled to the chassis, i.e., to the axle carrier 5, in particular in an articulated manner, in particular such that the check arm 15e is coupled to the engine by means of the bearing point 22, in particular in an articulated manner. In this case, the bearing point 22 can, in particular, comprise a rubber bearing, via which, for example, the wheel guide 15e is coupled to the structure, in particular to the engine, whichfor example, is coupled to the body. The first wheel guide 15a can be designed as a fork on the wheel carrier side and can also be connected to the wheel carrier (10) with corresponding bearing points. From Fig.1 and Fig.2 it can be seen that the pivot bearing 11 is coupled to the wheel carrier 10 by means of exactly two joints or bearings 35 and 36 so as to be pivotable about the pivot axis 14 relative to the wheel carrier 10. The joints or bearings 35 and 36 thus form or define the pivot axis 14. The upper bearing 35, viewed in the vehicle's vertical direction H, has a rubber bearing. Alternatively, the bearing 35 can be or comprise a ball joint, a rolling bearing, in particular a ball bearing, or a plain bearing. In this case, as can be seen particularly well from Fig.1 and 2, the pivot bearing 11 has a recess 37, which is designed as a through-opening and is also referred to as a window, in which the lower bearing 36, viewed in the vehicle vertical direction H, is at least partially,in particular at least predominantly and thus at least more than half. In the present case, for example, the recess 37 is penetrated by the bearing 36. The wheel carrier (10) engages in the recess (37). In particular, a second partial region 38 of the wheel carrier 10 is received in the recess 37, in particular such that the partial region 38 penetrates the recess 37. In this case, for example, the partial area 38 is connected to the pivot bearing 11 in an articulated manner by means of the joint 36 or the joint 36 comprises the partial area 38 of the wheel carrier 10. As a result, the joint 36 and thus the pivot bearing 11 can advantageously be arranged close to a brake disc (not shown in the figures) of a friction brake, which is designed as a disc brake in the present case and is connected in a rotationally fixed manner to the wheel hub 13, by means of which the wheel hub 13 and thus the vehicle wheel 3 are braked, in particular with regard to rotations around the wheel rotation axis 12.can be. Fig. 3 shows the recess 37 and the associated (lower when viewed in the vehicle vertical direction H) bearing 36 in a detailed view and the bearing 36 in a sectional view. As can be seen in particular in Fig. 3, the screw axis V of a screw element 1 of the bearing 36 or, in the installed state of the wheel suspension in the vehicle, is arranged at least approximately in the vehicle longitudinal direction L. As can be further seen in Fig. 3, the screw axis V in this specific example intersects the pivot axis 14. Furthermore, in this example the screw axis V is even at least approximately perpendicular to the pivot axis 14. This has the particular advantage that the screw axis of the bearing 36 is not parallel or even on the pivot axis 14, thus enabling a rigid connection with high strength. The lower bearing 36 is particularly preferably a ball sleeve joint, the axial orientation of which is the screw axis V of the screw element1 of the ball and socket joint. Such a ball and socket joint makes it possible to connect the pivot bearing 11 in the lower area (viewed in the vehicle's vertical direction H) to the wheel carrier with just a single screw connection element 1. This has advantages, in particular with regard to assembly effort and the number of components. As previously explained, the vehicle wheel can be driven by means of the drive device of the motor vehicle. For this purpose, the wheel hub can be driven by means of the drive device and thereby rotated about the wheel rotation axis 12 relative to the pivot bearing 11. For this purpose, a sideshaft, designed in particular as a cardan shaft, in particular as a constant velocity cardan shaft, can be provided, via which the wheel hub can be driven by means of the drive device and thereby rotated about the wheel rotation axis 12 relative to the pivot bearing 11. This allows the vehicle wheel to be driven.

Claims

Patent claims 1. Wheel suspension for a vehicle wheel of a motor vehicle, with a wheel carrier (10), and with a pivot bearing (11) on which the vehicle wheel is to be rotatably mounted, wherein for steering the pivot bearing (11) and the vehicle wheel the pivot bearing (11) is mounted on the wheel carrier (10) so as to be pivotable about a pivot axis (14) relative to the wheel carrier (10), wherein: at least two wheel guide arms (15a, b) which are articulatedly coupled to the wheel carrier (10), namely a first wheel guide arm (15a) and a second wheel guide arm (15b), via which the wheel carrier (10) can be articulatedly connected to a chassis of the motor vehicle; a third wheel guide (15e) articulated to the pivot bearing (11) via a connecting element (20), by means of which the pivot bearing (11) can be pivoted about the pivot axis (14) relative to the wheel carrier (10) for steering the pivot bearing (11) and the vehicle wheel; and spring and / or damper element (7),via which the wheel carrier (10) and the pivot bearing (11) can be supported on a body of the motor vehicle in a spring-loaded and / or damped manner, wherein the pivot bearing (11) is mounted on the wheel carrier (10) by means of at least one bearing (36) so as to be pivotable about the pivot axis (14) relative to the wheel carrier (10), wherein the pivot bearing (11) has a recess (37) in which the bearing (36) is at least partially arranged, wherein the wheel carrier (10) engages in the recess (37), characterized in that the screw axis (V) of a screw element (1) of the bearing (36) is arranged at least approximately in the vehicle longitudinal direction (L) when the wheel suspension is installed in the vehicle.

2. Wheel suspension according to claim 1, wherein the bearing (36) is a ball-and-socket joint, the axial orientation of the ball-and-socket joint representing the screw axis (V) of a screw element (1) of the ball-and-socket joint.

3. Wheel suspension according to claim 1 or 2,wherein the screw axis (V) intersects the pivot axis (14).

4. Wheel suspension according to claim 3, wherein the screw axis (V) is arranged at least approximately perpendicular to the pivot axis (14).

5. Wheel suspension according to one of the preceding claims, characterized in that the third wheel guide arm (15e) is articulatedly coupled to the pivot bearing (11) via exactly one bearing point (21) comprising the connecting element (20).

6. Wheel suspension according to one of the preceding claims, characterized in that the second wheel guide arm (15b) is designed as a four-point swing arm, which: is articulatedly coupled to the wheel carrier (10) via exactly two spaced-apart first bearing points; and has exactly two spaced-apart second bearing points, by means of which the four-point swing arm can be articulatedly coupled to the chassis. In description 7.Wheel suspension according to one of the preceding claims 1 to 5, characterized in that the second wheel check arm (15b) is designed as a three-point swing arm, which: is articulated to the wheel carrier (10) via exactly one first bearing point; and has exactly two second bearing points spaced apart from the first bearing point and from one another, by means of which the three-point swing arm can be articulated to the chassis.

8. Wheel suspension according to one of claims 1 to 5, characterized in that at least or exactly four wheel check arms (15a-d) are articulated to the wheel carrier (10), namely the first wheel check arm (15a), the second wheel check arm (15b), a fourth wheel check arm (15c), and a fifth wheel check arm (15d), via which the wheel carrier (10) can be articulated to the chassis of the motor vehicle. 9.Wheel suspension according to claim 8, characterized by a pendulum support which is articulated to the wheel carrier (10) via a first bearing point and via a second bearing point spaced from the first bearing point. Bearing point is articulated to one of the four wheel guides (15a-d) articulated to the wheel carrier (10), in particular to the first wheel guide (15a). 10.Wheel suspension according to claim 8 or 9, characterized in that: the second wheel guide (15b) is articulated to the wheel carrier (10) via exactly one third bearing point and has exactly one fourth bearing point spaced from the third bearing point, by means of which the second wheel guide (15b) can be articulated to the chassis; and / or the fourth wheel guide (15c) is articulated to the wheel carrier (10) via exactly one fifth bearing point and has exactly one sixth bearing point spaced from the fifth bearing point, by means of which the fourth wheel guide (15c) can be articulated to the chassis; and / or the fifth wheel guide (15d) is articulated to the wheel carrier (10) via exactly one seventh bearing point and has exactly one eighth bearing point spaced from the seventh bearing point, by means of which the fifth wheel guide (15d) can be articulated to the chassis. 11.Wheel suspension according to one of the preceding claims, characterized in that the first wheel control arm is articulated to the wheel carrier (10) via exactly one bearing point.

12. Wheel suspension according to one of claims 1 to 10, characterized in that the first wheel control arm is articulated to the wheel carrier via exactly two spaced-apart bearing points.

13. Motor vehicle with at least or exactly one multi-link axle, which has at least or exactly two wheel suspensions according to one of the preceding claims.

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