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

Abstract

The invention relates to a rear axle wheel suspension system (6) for a vehicle wheel of a motor vehicle, with a wheel support (10), and with a steering knuckle (11), on which the vehicle wheel (3) can be mounted rotatably, wherein, in order to steer the steering knuckle (11) and the vehicle wheel (3), the steering knuckle (11) is mounted on the wheel support (10) pivotably about a pivot axis (14) relative to the wheel support (10), furthermore comprising: - at least two wheel links (15a, b) which are hingedly coupled to the wheel support (10), namely a first wheel link (15a) and a second wheel link (15b), via which the wheel support (10) can be hingedly connected to a chassis of the motor vehicle; - a third wheel link (15e) which is hingedly coupled to the steering knuckle (11) via a connecting element (20) and by means of which the steering knuckle (11) can be pivoted about the pivot axis (14) relative to the wheel support (10) in order to steer the steering knuckle (11) and the vehicle wheel; and - a spring element and / or damper element (8, 9), via which the wheel support (10) and the steering knuckle (11) can be supported on a body of the motor vehicle in an at least indirectly sprung and / or damped manner, - wherein the steering knuckle (11) is mounted on the wheel support (10) by means of at least two bearings (35, 36), a first bearing (36) and a second bearing (35), so as to be pivotable about the pivot axis (14) relative to the wheel support (10), wherein the bearings form the pivot axis (14), and wherein the steering knuckle (11) has a recess (37), in which the first bearing (36) is at least partially arranged, wherein the wheel support (10) engages into the recess (37), characterized in that the bearings (35, 36) are arranged in such a way that the axial axis of each bearing (35, 36) is arranged at least approximately on the pivot axis (14).

Description

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

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

[0003] DE 102014 226225 A1 discloses a wheel suspension arrangement of an axle arrangement for a vehicle as known. Furthermore, WO 2015 / 144482 A1 discloses a steering device for a motor vehicle for pivoting at least one steerable vehicle wheel, which 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 in at least one pivot position about a pivot axis.

[0004] Achieving higher rear steering angles on vehicles with driven rear axles, especially those with a relatively long wheelbase, presents a challenge. To achieve these angles, ball joints can be used in the wheel suspension or control arm connections instead of rubber bushings. While this allows for significantly higher rear steering angles, such ball joints, particularly in multi-link rear axle designs, result in noticeable reductions in comfort regarding vibration behavior, vertical comfort, suspension response, and acoustics.

[0005] The object of the present invention is to provide a rear axle wheel suspension for, in particular, a vehicle wheel of a motor vehicle, and a motor vehicle with at least one such wheel suspension, such that both a particularly high level of driving comfort and a particularly large steering angle of the rear axle wheel can be achieved, and the conflict between rear wheel steering angle and loss of comfort is thus largely resolved. This object is achieved according to the invention by a rear axle wheel suspension with the features of claim 1, by a motor vehicle with the features of claim 9, and by a method for mounting a rear axle wheel suspension with the features of claim 10. Advantageous embodiments of the invention are the subject of the dependent claims.

[0006] A first aspect of the invention relates to a rear axle wheel suspension for, in particular, exactly one rear axle wheel of a motor vehicle, also referred to simply as a vehicle, and preferably designed as a passenger car. This means that, according to the first aspect of the invention, at least or preferably exactly one rear axle wheel, namely the aforementioned wheel of the motor vehicle, can be articulated to a chassis of the motor vehicle via the rear axle wheel suspension. This means that the motor vehicle, in its fully manufactured state, has the rear axle wheel suspension and the wheel, which, in the fully manufactured state of the motor vehicle, is articulated to the chassis via the rear axle wheel suspension, i.e., coupled to the chassis. Thus, the motor vehicle, in its fully manufactured state, also has the chassis.For example, a motor vehicle in its fully manufactured state has a body that defines an interior space, also referred to as the passenger compartment or passenger cell. It is conceivable that the body, particularly if it is designed as a unibody, is the chassis. Furthermore, it is conceivable that the chassis is designed separately from the body and attached to the body, in particular by means of elastic mountings, or vice versa. The chassis can be a frame, especially a ladder frame, or a rear axle carrier. In particular, the body can be a unibody, in which case, for example, the chassis designed as a rear axle carrier can be used, which can be attached to the body, especially elastically.

[0007] During a journey, the vehicle's interior may contain occupants, such as the driver. The characteristic that the vehicle wheel is articulated to the chassis and thus the body via the rear axle suspension means, in particular, that the rear axle suspension can be directly and articulated to the chassis or body. Specifically, the rear axle suspension is articulated to the chassis or body, meaning it is coupled to the chassis or body. The rear axle wheel is a ground contact element of the vehicle, which, in the vehicle's vertical direction, can be supported or restrained against the ground via this ground contact element.If the motor vehicle is driven along the ground while the motor vehicle (also referred to as a vehicle) is supported downwards in the upward direction of the motor vehicle via the rear axle wheel, the wheel rolls along the ground, especially directly.

[0008] The rear axle wheel suspension (also referred to simply as the wheel suspension) includes a wheel carrier. In principle, it is conceivable that the wheel carrier is formed in one piece, that is, from a single component. In other words, it is preferably provided that the wheel carrier is not composed of several separately formed and interconnected parts, but rather is preferably formed from a single piece and thus as a monoblock or is formed by a monoblock. The rear axle wheel suspension also includes a pivot bearing, which is provided in addition to the wheel carrier and is specifically designed separately from it. The pivot bearing is a component that is provided in addition to the wheel carrier and is specifically designed separately from it.The swivel bearing is preferably located, when installed in the vehicle, next to the wheel carrier on the side of the wheel carrier facing away from the vehicle, i.e. further towards the outside of the vehicle than the wheel carrier.

[0009] The swivel bearing is designed as a single piece, i.e., made from a single piece.

[0010] The vehicle wheel is rotatably mounted on the swivel bearing, particularly about a wheel axis of rotation, relative to the swivel bearing and preferably also relative to the wheel carrier. For this purpose, a wheel hub, particularly via at least one rolling bearing, is rotatably mounted on the swivel bearing about the wheel axis of rotation relative to the swivel bearing. The vehicle wheel is, for example, rotationally fixed to the wheel hub, so that the wheel hub, and in particular the vehicle wheel, can rotate together about the wheel axis of rotation relative to the swivel bearing. To steer the swivel bearing and thus the vehicle wheel, the swivel bearing is pivotally mounted on the wheel carrier about a pivot axis, also referred to as the steering axis, which runs perpendicular or obliquely to the wheel axis of rotation.In other words, the pivot bearing is mounted on the wheel carrier so that it can pivot about the pivot axis relative to the wheel carrier. This means that, when the vehicle is fully assembled, the pivot bearing, and with it the vehicle wheel, can be pivoted about the pivot axis relative to the wheel carrier and thus steered. This means, in particular, that by pivoting and thus steering the pivot bearing and therefore the vehicle wheel about the pivot axis relative to the wheel carrier, the vehicle can be steered, enabling, for example, cornering, changes of direction, and / or lane changes. The rear axle steering system described in this invention is used especially in parking and maneuvering situations, for example, to reduce the turning circle of a vehicle.

[0011] For steering (especially the primary steering on the front axle of the vehicle), a steering handle, specifically designed as a steering wheel, is provided in the interior. This handle can be rotated around a steering wheel axis relative to the vehicle body. The driver can operate the steering wheel and thereby rotate it around this axis relative to the vehicle body. This allows the pivot bearing, and consequently the vehicle wheel, to pivot around this axis relative to the wheel carrier, at least in certain situations (e.g., parking or maneuvering). This pivoting action steers the pivot bearing, the vehicle wheel, and thus the vehicle. For example, the steering handle is mechanically coupled to the pivot bearing.

[0012] The feature that, for example, the wheel axis of rotation runs obliquely or perpendicularly to the pivot axis means in particular that the wheel axis of rotation runs perpendicular to a first plane and the pivot axis runs perpendicular to a second plane, wherein the planes run obliquely or perpendicularly to each other.

[0013] In a fully assembled motor vehicle, the rear axle suspension is, for example, a component of the vehicle's axle, also simply referred to as the rear axle. The rear axle comprises, for example, the rear axle suspension and the vehicle wheel. The rear axle suspension is also called the first rear axle suspension, and the vehicle wheel is also referred to as the first vehicle wheel. When the rear axle suspension is mentioned below, it refers to the first axle suspension unless otherwise specified. When the vehicle wheel is mentioned below, it refers to the first vehicle wheel unless otherwise specified.For example, the rear axle has at least or exactly two rear axle wheel suspensions, namely the first rear axle wheel suspension and at least or exactly one second rear axle wheel suspension, whereby the preceding and following statements regarding the first rear axle wheel suspension can readily be applied to the second rear axle wheel suspension and vice versa. Furthermore, it is conceivable that the rear axle has at least or exactly two vehicle wheels, namely the first vehicle wheel and at least or exactly one additional, second vehicle wheel, whereby the preceding and following statements regarding the first vehicle wheel can readily be applied to the second vehicle wheel and vice versa. In this case, the first rear axle wheel suspension is associated with the first vehicle wheel, so that the first vehicle wheel is articulated to the chassis or body via the first rear axle wheel suspension, or can be articulated to it.The second rear axle wheel suspension is assigned to the second vehicle wheel, which can be articulated to the chassis or body (especially to a rear axle carrier) via the second rear axle wheel suspension.

[0014] As already mentioned, the vehicle axle is a rear axle. The vehicle preferably includes primary front-axle steering, meaning that the front axle suspension is designed such that the front wheels can be steered at a specific angle. Preferably, the adjustable steering angle of the front wheels is significantly greater than that of the rear wheels of the rear axle suspension, which is why the front axle steering can be referred to as primary steering. The front axle suspension can be, for example, a so-called strut axle or a double wishbone axle. For example, steering angles of approximately 30 degrees can be achieved with the preferred front axle steering, while the rear axle suspension shown here preferably allows steering angles of up to approximately 15 degrees. Depending on the rear axle suspension design (depending on the number of links, their mounting, their position, and the spring or damper element, etc.), the steering angle can be adjusted accordingly.However, the steering angle of the rear wheels can also vary with the rear axle suspension proposed here and may be greater than 15 degrees.

[0015] In a preferred embodiment of the invention, the rear axle steering proposed here is a secondary steering system, i.e., the steering of the rear wheels is used particularly in special situations, for example to reduce a turning circle.

[0016] In a preferred embodiment of the invention, the control arms or wheel links that connect the vehicle body (i.e., in particular the rear axle carrier) to the rear wheel are largely connected via rubber bushings. In particular, the connection of the wheel links to the wheel carrier is achieved at least predominantly by means of rubber bushings. This ensures increased driving comfort compared to, for example, ball joints, with regard to vibrations and acoustics. The difference in comfort between a connection with rubber bushings and one with ball joints is particularly noticeable in a preferred multi-link rear suspension.

[0017] The design according to the invention thus makes it possible to achieve high rear wheel steering angles on a rear axle steering system while simultaneously ensuring a high level of driving comfort (especially due to the continued use of the rubber mountings).

[0018] In particular, a vehicle axle is a driven axle, also known as a powered axle, whose wheels can be driven, especially by means of a drive system of the vehicle, in order to propel the vehicle as a whole and thus, for example, to travel along the aforementioned ground. The drive system can consist of an internal combustion engine and / or an electric motor.

[0019] To achieve both a particularly high level of driving comfort for passengers in the interior and a particularly large steering angle by which the vehicle wheel can pivot around the pivot axis relative to the wheel carrier and thus be steered, enabling, for example, a particularly small turning circle for the vehicle, the invention provides that the wheel suspension has at least two wheel guides articulated to the wheel carrier, namely a first wheel guide and a second wheel guide. Each wheel guide is also simply referred to as a control arm or wheel guide. The wheel carrier can be articulated to, or is connected to, the vehicle chassis via the first and second wheel guides.In particular, the first and second wheel links are pivotally coupled to the wheel carrier, bypassing the swivel bearing. This allows a force to be transmitted from the wheel carrier to the first or second wheel link along a first force path. This path runs from the wheel carrier to the first or second wheel link in such a way that the swivel bearing is not located in the first force path between the wheel carrier and the first or second wheel link. Therefore, the aforementioned force, also referred to as the first force, does not pass through the swivel bearing on its way from the wheel carrier along the first force path to the first or second wheel link.The first wheel guide and the second wheel guide are used to guide the wheel carrier and, in particular, the vehicle wheel via the swivel bearing, relative to the chassis, in particular in such a way that the first wheel guide and the second wheel guide, for example, limit or avoid first relative movements between the wheel carrier and the chassis along at least one first direction of movement, and in particular allow relative movements between the wheel carrier and the chassis along at least one second direction of movement.The second relative movements between the wheel carrier and the chassis, and thus between the vehicle wheel and the chassis, occur along the second direction of movement. These include, for example, compression and rebound movements of the vehicle wheel and therefore of the wheel carrier. During these compression and rebound movements, the vehicle wheel moves at least substantially in the vertical direction relative to the chassis or body. These compression and rebound movements are also referred to as wheel movements. Thus, the second direction of movement, for example, occurs at least substantially in the vertical direction of the vehicle. Wheel movements occur, for instance, when the vehicle wheel rolls over uneven surfaces while the vehicle is traveling along a road.For example, a raised section of the ground causes the vehicle wheel to compress, while a depression, such as a pothole, causes the vehicle wheel to rebound. During the compression movement, the wheel carrier, the pivot bearing, and the vehicle wheel move upwards relative to the chassis. During the rebound movement, the wheel carrier, the pivot bearing, and the vehicle wheel move downwards relative to the chassis. Specifically, a spring and / or damping element is provided by which the wheel carrier, and thus the vehicle wheel, can be supported or damped (at least indirectly) against the chassis, particularly with regard to wheel movements.

[0020] The spring and / or damper element is preferably connected to the wheel carrier or a control arm via a pivot (e.g., rubber bearing or ball joint). This allows for particularly advantageous design options and properties with regard to wheel guidance functions.

[0021] According to the invention, the wheel suspension further comprises, in particular at least or exactly, a third wheel link, which is pivotally coupled to the pivot bearing via, in particular at least or exactly, a connecting element, in particular bypassing the wheel carrier, and which is also referred to, for example, as a track link. In particular, it is conceivable that the track, in particular the toe-in, of the vehicle wheel can be adjusted, i.e., varied, by means of the third wheel link. By means of the third wheel link, the pivot bearing and thus the vehicle wheel are pivoted about the pivot axis relative to the wheel carrier, and thus the vehicle wheel, in particular by at least translational movement of the third wheel link relative to the wheel carrier and in particular also relative to the chassis.In other words, in order to pivot the swivel bearing around the pivot axis relative to the wheel carrier, and thus to pivot the swivel bearing and with it the vehicle wheel relative to the wheel carrier around the pivot axis and thus to steer, the third wheel linkage is moved, at least or exclusively, translationally relative to the wheel carrier and especially also relative to the chassis, i.e., shifted.

[0022] Preferably, the connecting element is a rubber bearing. Alternatively, however, a joint, such as a sliding joint and / or a ball joint, is also conceivable. The connecting element is understood to be, in particular, a component that is provided in addition to the swivel bearing and the third wheel link, and thus comprises at least one or more components in addition to the swivel bearing and the third wheel link, wherein the component pivotally couples the swivel bearing to the third wheel link, so that the swivel bearing and the third wheel link are movably coupled relative to each other.For example, if a load such as a force acts on the swivel bearing, the load can be transferred from the swivel bearing to the third wheel link via the connecting element, or vice versa, so that, for example, the connecting element is arranged in the force transmission path between the swivel bearing and the third wheel link with respect to a force transmission path via which loads such as forces and / or torques can be transferred from the swivel bearing to the third wheel link and vice versa.

[0023] The feature that the third wheel link is preferably pivotally coupled to the swivel bearing, bypassing the wheel carrier, means that the third wheel link is not pivotally coupled to the swivel bearing via the wheel carrier. This allows, for example, a second force to be transmitted or transferred along a second force path from the swivel bearing to the third wheel link, with the second force path being such that the wheel carrier is not located in the second force path between the swivel bearing and the third wheel link. Thus, the second force, on its path from the swivel bearing along the second force path to the third wheel link, does not pass over the wheel carrier. Therefore, the second force, on its path from the swivel bearing to the third wheel link, bypasses the wheel carrier.Accordingly, it is designed, for example, that the aforementioned first force, on its path from the wheel carrier along the first force path to the first and second wheel guides, bypasses the pivot bearing and thus does not pass through the pivot bearing. The third wheel guide is also designed or intended to guide the pivot bearing and thus the vehicle wheel, so that the third wheel guide is referred to as a guide link or wheel guide link. Thus, it is designed, for example, that the aforementioned first relative movements are at least limited or prevented by means of the third wheel guide, while the third wheel guide, for example, allows the second relative movements in a controlled manner.Overall, it is evident that the wheel carrier, the swivel bearing, and the vehicle wheel jointly execute the wheel movements, that is, the wheel movements relative to the chassis, so that the wheel movements are specifically controlled by the first, second, and third wheel links. However, the wheel carrier does not participate in the pivoting movements around the pivot axis, also known as steering movements. Therefore, with regard to the wheel carrier, the swivel bearing, and the vehicle wheel, only the swivel bearing and the vehicle wheel jointly execute the steering or pivoting movements around the pivot axis relative to the wheel carrier. Thus, with respect to steering movements, the swivel bearing and the vehicle wheel are decoupled from the wheel carrier.Since the invention utilizes at least the first, second, and third wheel links to guide the vehicle wheel relative to the chassis, the vehicle axle can be designed as a multi-link axle, resulting in a particularly high level of ride comfort. Furthermore, a particularly high level of ride comfort can be achieved, in particular, by connecting the third wheel link to the pivot bearing via the aforementioned connecting element, also referred to as the first connecting element, which may be designed, for example, as a rubber bearing or ball joint.

[0024] Furthermore, it is conceivable that a motor, particularly an electric motor, is associated with the pivot bearing and thus with the third wheel link. The motor can, for example, drive the wheel link and thereby displace it relative to the wheel carrier, i.e., move it translationally. This allows the pivot bearing to be pivoted around the pivot axis relative to the wheel carrier via the third wheel link by means of the motor. Therefore, it is conceivable that a rear axle steering system encompassing the third wheel link and, for example, the pivot bearing, could be designed as a steer-by-wire system, meaning that the steering has no mechanical connection to the steering handle.

[0025] According to the invention, a spring and / or damper element is also provided, by means of which the wheel carrier and the swivel bearing and thus the vehicle wheel can be supported or suspended on the body of the motor vehicle in a sprung and / or damped manner.

[0026] The spring and / or damper element can be coupled to the wheel carrier, particularly by means of a joint, and thus, for example, via at least or exactly one joint, directly or indirectly, bypassing the swivel bearing. This means, in particular, the following: The spring and / or damper element can be articulated to the wheel carrier via, in particular, exactly one joint, bypassing the swivel bearing and preferably bypassing the control arms of the wheel suspension. In this case, the spring and / or damper element would be directly articulated to the wheel carrier via the joint. Furthermore, it is conceivable that the spring and / or damper element is articulated to, in particular, exactly one joint with, in particular, exactly one of the control arms, bypassing the swivel bearing, the wheel carrier, and the control arms of the rear axle 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 characteristic that, for example, the spring and / or damper element is articulated and thus, for example, via at least or exactly one joint and indirectly coupled to the wheel carrier, means that the spring and / or damper element is articulated and thus coupled via at least or exactly one joint to one of the wheel links, bypassing the wheel carrier, the swivel bearing, and the or all other wheel links, so that the spring and / or damper element is articulated to the wheel carrier via the one wheel link, that is, mediated by the one wheel link.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 therefore the force, runs from the wheel carrier to one of the wheel links and from that wheel link to the spring and / or damper element. This means that the force is transmitted from the wheel carrier via the single wheel link 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 wheel links; therefore, the force does not flow through the pivot bearing or the other wheel links on its way from the wheel carrier to the spring and / or damper element. The single wheel link is thus located in the transmission path downstream of the wheel carrier and upstream of the spring and / or damper element, i.e., between the wheel carrier and the spring and / or damper element.The pivot bearing and the other wheel links are not located in the transmission path between the wheel carrier and the spring and / or damper element. The pivot bearing may be located in the transmission path, but not between the wheel carrier and the spring and / or damper element, but rather, in particular, upstream of the wheel carrier, such that, for example, the force is transmitted from the pivot bearing to the wheel carrier, and from there to one wheel link, and from there, in particular bypassing the other wheel links, to the spring and / or damper element.

[0027] The characteristic that, for example, the spring and / or damper element is articulated and thus coupled to the wheel carrier via at least one or exactly one joint means that the spring and / or damper element is articulated and thus coupled to the wheel carrier via at least one or exactly one joint, bypassing the pivot bearing and the or all other control arms. Thus, the aforementioned transmission path, and therefore the force, from the wheel carrier to the spring and / or damper element is such that the transmission path, and therefore the force, runs from the wheel carrier to the spring and / or damper element. In this way, the force bypasses the pivot bearing and the or all control arms of the wheel suspension on its way from the wheel carrier to the spring and / or damper element; consequently, the force does not flow via the pivot bearing or the control arms on its way from the wheel carrier to the spring and / or damper element.The swivel bearing and the wheel links are therefore not located in the transmission path between the wheel carrier and the spring and / or damper element. The swivel bearing can be located in the transmission path, but not between the wheel carrier and the spring and / or damper element, but rather upstream of the wheel carrier, such that, for example, the force is transmitted from the swivel bearing to the wheel carrier and from there, particularly bypassing the wheel link(s) of the wheel suspension, to the spring and / or damper element.

[0028] The spring and / or damper element can have or be at least one spring, which can also be referred to as a load-bearing spring. The spring is designed, for example, as a mechanical spring, i.e., as a solid body, and can be, for example, a coil spring. The spring can be made, for example, of a metallic material, in particular steel, or of a fiber-reinforced plastic. Alternatively, the spring can be designed as an air spring. For example, the spring is compressed during the respective wheel movement, whereby the spring provides a spring force opposing the respective wheel movement.Alternatively or additionally to the spring, the spring and / or damper element can comprise or be at least or exactly one vibration damper for damping the respective wheel movement, wherein the vibration element is also referred to as a shock absorber and can most 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 that the spring and the vibration damper are connected, in particular by means of a joint and thus, for example, via at least or exactly one joint, to the wheel carrier, in particular by bypassing the or all control arms of the rear axle suspension and the swivel bearing, or to the same control arm, in particular by bypassing the swivel bearing and the wheel carrier and the or all other control arms of the rear axle suspension, or the following is conceivable:

[0029] The spring can be coupled to the wheel carrier, in particular by means of a joint and thus, for example, via at least or exactly one joint, in particular by bypassing the or all wheel control arms of the wheel suspension and the swivel bearing, wherein the vibration damper can be coupled to one of the wheel control arms, in particular by means of a joint and thus, for example, via at least or exactly one joint, in particular by bypassing the wheel carrier and the swivel bearing and the or all other wheel control arms of the rear axle wheel suspension.

[0030] The vibration damper can be coupled to the wheel carrier, in particular by means of a joint and thus for example via at least or exactly one joint, by bypassing the wheel guides and the swivel bearing, wherein the spring can be coupled to one of the wheel guides, in particular by means of a joint and thus for example via at least or exactly one joint, by bypassing the wheel carrier and the swivel bearing and the or all other wheel guides of the wheel suspension.

[0031] The vibration damper can be coupled, in particular by means of a joint and thus for example via at least or exactly one joint, to one of the wheel guides, in particular by bypassing the wheel guides and the swivel bearing and the or all other wheel guides of the wheel suspension, wherein the spring can be coupled, for example, in particular by means of a joint and thus for example via at least or exactly one joint, to another of the wheel guides, in particular by bypassing the wheel carrier and the swivel bearing and the or all other wheel guides of the wheel suspension.

[0032] To achieve particularly high driving comfort and a particularly large steering angle, one embodiment of the invention provides that the third wheel link is pivotally coupled to the swivel bearing via exactly one bearing point, i.e., a single bearing point comprising the connecting element. Thus, the third wheel link is preferably designed as a rod link or as a two-point link, which preferably has exactly two coupling points: the aforementioned bearing point comprising the first connecting element as the first coupling point, and a second coupling point to or by means of which, for example, the third wheel link can be coupled or connected (mechanically or electrically) to the steering handle or to the motor.

[0033] To minimize the number of parts, the space required, and the weight of the rear axle suspension, while also achieving exceptionally high ride comfort, the second control arm can, for example, be designed as a four-point swing arm. The four-point swing arm is pivotally connected to the wheel carrier via exactly two spaced-apart first bearing points, particularly bypassing the pivot bearing. For example, each of the first bearing points has, in particular, a connecting element, such as a rubber bearing or ball joint, through which the four-point swing arm is pivotally connected to the wheel carrier. The connecting elements of the first bearing points are preferably spaced apart from one another.Furthermore, the four-point swing arm has exactly two spaced-apart secondary bearing points by means of which the four-point swing arm can be pivotally coupled to the chassis, in particular bypassing the pivot bearing. Each of these secondary bearing points has, for example, a connecting element, preferably a rubber bearing, via which the four-point swing arm can be pivotally coupled to the chassis. Preferably, the connecting elements of the secondary bearing points are spaced apart from each other. Thus, it is preferably provided that the four-point swing arm can be pivotally coupled to the chassis via exactly two secondary bearing points, each of which preferably has a connecting element, preferably a rubber bearing.

[0034] To achieve a particularly high level of ride comfort, a further embodiment has proven especially advantageous in which the second wheel link is designed as a three-point swing arm, which is pivotally coupled to the wheel carrier via exactly one first bearing point, particularly 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 pivotally coupled to the chassis, or is coupled in this way, particularly bypassing the pivot bearing. Preferably, each bearing point has, in particular, a connecting element, for example, designed as a rubber bearing or ball joint, by means of which the three-point swing arm can be pivotally coupled to the wheel carrier or to the chassis. This allows for a particularly high level of ride comfort.

[0035] In order to avoid undesirable relative movements and thus achieve a particularly high level of driving comfort, a further embodiment of the invention provides that the rear axle wheel suspension has a pendulum support, also referred to as a first pendulum support, which is pivotally connected to the three-point swing arm via, in particular precisely, a third bearing spaced apart from the first bearing point and from the second bearing points and comprising, for example, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint, and via, in particular precisely, a fourth bearing spaced apart from the first bearing point, from the second bearing points and from the third bearing point and comprising, for example, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint.

[0036] It has proven particularly advantageous if the wheel suspension has a second pendulum support in addition to the first. The second pendulum support is pivotally connected to the wheel carrier via, in particular, a fifth bearing spaced apart from the first, second, third, and fourth bearings, and having, for example, a connecting element designed as a rubber bearing or ball joint, in particular bypassing the swivel bearing.Furthermore, the second pendulum support is pivotally coupled to the first wheel link via, in particular, a sixth bearing spaced apart from the first bearing point, the second bearing points, the third bearing point, the fourth bearing point, and the fifth bearing point, and which, for example, has a connecting element designed as a rubber bearing or ball joint, in particular bypassing the wheel carrier and the swivel bearing. This prevents undesirable relative movements, thus enabling a particularly high level of driving comfort.

[0037] In an alternative embodiment, a pendulum support is provided which is pivotally coupled to the wheel carrier via, in particular precisely, a third bearing spaced apart from the first bearing point and from the second bearing points, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, and via, in particular precisely, a fourth bearing 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, for example, as a rubber bearing or ball joint.

[0038] Another alternative embodiment is characterized in that, particularly bypassing the pivot bearing, at least or exactly four wheel links are pivotally coupled to the wheel carrier, namely the first wheel link, the second wheel link, a fourth wheel link, and a fifth wheel link. These links can be pivotally connected to the vehicle chassis via the first, second, fourth, and fifth wheel links, particularly bypassing the pivot bearing. This allows undesirable relative movements to be avoided in a particularly defined manner, thus enabling a particularly high level of driving comfort.

[0039] It has proven particularly advantageous if the wheel suspension includes a pendulum support, provided in addition to the wheel links, which is pivotally connected to the wheel carrier via a first bearing point, specifically a connecting element designed, for example, as a rubber bearing, bypassing the swivel bearing. Furthermore, the pendulum support is pivotally connected to one of the four wheel links pivotally connected to the wheel carrier, particularly the first wheel link, via a second bearing point spaced apart from the first bearing point, specifically a connecting element designed, for example, as a rubber bearing or ball joint, bypassing the swivel bearing and the wheel carrier.This allows for a particularly precise and therefore defined guidance of the vehicle wheel, also known as wheel guidance, especially relative to the chassis or relative to the body.

[0040] Another embodiment is characterized in that the second wheel link is pivotally coupled to the wheel carrier via exactly one third bearing point, for example, and in particular, having a connecting element designed as a rubber bearing, in particular bypassing the pivot bearing. The second wheel link preferably has exactly one fourth bearing point spaced apart from the third bearing point, by means of which the second wheel link can be pivotally coupled to the chassis, so that preferably the second wheel link can be pivotally coupled to the chassis via exactly one bearing point spaced apart from the third bearing point, namely the fourth bearing point, in particular bypassing the wheel carrier and the pivot bearing.Alternatively or additionally, the fourth wheel link is pivotally connected to the wheel carrier via exactly one fifth bearing point, which, for example, and in particular, has a connecting element designed as a rubber bearing, thus bypassing the swivel bearing. Furthermore, it is preferably provided that the fourth wheel link has exactly one sixth bearing point spaced apart from the fifth bearing point, by means of which the fourth wheel link can be pivotally connected to the chassis. In other words, for example, the fourth wheel link can be pivotally connected to the chassis via exactly one bearing point, namely the sixth bearing point, which, for example, and in particular, has a connecting element designed as a rubber bearing or ball joint, thus bypassing the wheel carrier and the swivel bearing.The third bearing point and / or the fourth bearing point and / or the fifth bearing point and / or the sixth bearing point may, in particular, have a connecting element designed, for example, as a rubber bearing or ball joint.

[0041] Alternatively or additionally, the fifth wheel link is pivotally coupled to the wheel carrier via exactly one seventh bearing point, which, for example, and in particular, has a connecting element designed as a rubber bearing, thus bypassing the swivel bearing. Preferably, the fifth wheel link has exactly one eighth bearing point spaced apart from the seventh bearing point, by means of which the fifth wheel link can be pivotally coupled to the chassis, wherein the eighth bearing point has, for example, and in particular, a connecting element designed as a rubber bearing.In other words, it is preferably provided that the fifth wheel link is pivotally connected to the chassis via exactly one bearing point, namely the eighth bearing point, which, for example, has a connecting element designed as a rubber bearing, in particular bypassing the wheel carrier and the pivot bearing. In other words, it is preferably provided that the second wheel link and / or the fourth wheel link and / or the fifth wheel link is designed as a rod link, i.e., as a two-point link, which has exactly two coupling points, namely the respective bearing points mentioned above, wherein the respective rod link is pivotally connected to the wheel carrier via the coupling points, in particular bypassing the pivot bearing, and pivotally connected to the chassis, in particular bypassing the pivot bearing and the wheel carrier.This allows for particularly precise guidance of the vehicle wheel in a space-saving, weight-saving and cost-effective manner.

[0042] In a further, particularly advantageous embodiment of the invention, the first wheel link has exactly one bearing point, for example, and in particular, a connecting element designed as a rubber bearing, by means of which the first wheel link can be pivotally coupled or connected to the chassis, in particular bypassing the wheel carrier and the swivel bearing. This allows for particularly precise wheel guidance and thus a particularly high level of driving comfort in a space-saving and cost-effective manner.

[0043] In a further, particularly advantageous embodiment of the invention, the first wheel link is pivotally coupled to the wheel carrier via exactly one bearing point, which, for example, and especially precisely, has a connecting element designed, for example, as a rubber bearing, particularly bypassing the pivot bearing. Thus, the first wheel link is preferably designed as a rod link, i.e., as a two-point link, so that a particularly precise and space-saving wheel guidance can be achieved.

[0044] To achieve particularly precise wheel guidance, thereby reliably preventing undesirable relative movements and ensuring exceptionally high driving comfort, it is preferably provided that the bearing point through which the first wheel link is pivotally coupled to the wheel carrier, particularly bypassing the swivel bearing, has a second connecting element. This second connecting element is coupled to the wheel carrier or to the first wheel link by means of a bearing bolt, for example, a screw element or a screw stud. The preceding and following descriptions of the first connecting element can readily be applied to the second connecting element as well. In particular, the second connecting element is a bearing or a bearing element. Specifically, the second connecting element can be a rubber bearing or a joint, especially a ball joint.The second connecting element, viewed radially to the bearing bolt, has a bearing stiffness of at least 40 Newton meters per degree, in particular at least 70 Newton meters per degree, and most especially at least 100 Newton meters per degree. Particularly when the bearing bolt is designed as a screw element or screw bolt, the screw element is rotated about a screw axis extending 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 link, in order to screw the screw element in place and thus connect the second connecting element to the wheel carrier or the wheel link.The radial direction is perpendicular to the screw axis, so the bearing stiffness, also known as cardan stiffness, extends perpendicular to the screw axis, also referred to as the tightening direction. This allows for a particularly high stiffness of the second connecting element, thus preventing undesirable relative movements, especially when the first wheel link is only pivotally connected to the wheel carrier via the single bearing point that incorporates the second connecting element. This allows the required installation space to be kept to a very small level.

[0045] To effectively prevent undesirable relative movements and thus achieve a particularly high level of driving comfort, a further, alternative embodiment of the invention provides that the first wheel link is pivotally coupled to the wheel carrier via exactly two spaced-apart bearing points, each of which, for example, has a connecting element designed, for example, as a rubber bearing or ball joint. The first wheel link is, for example, designed on the side of the wheel carrier as a fork, which has, for example, two fork tines spaced apart, particularly in the axial direction of the connecting elements. At least a portion of the wheel link is, for example, arranged between the fork tines, particularly in the axial direction of the connecting elements. Each of the connecting elements is, for example, arranged on one of the fork tines.

[0046] It is further provided that the swivel bearing is mounted on the wheel carrier via at least two bearings, a first bearing and a second bearing, so as to be pivotable about the pivot axis relative to the wheel carrier.

[0047] The pivot axis is formed by at least two bearings. The pivot bearing has a recess, designed in particular as a through-opening and also referred to as a window, in which the first bearing is at least partially arranged.

[0048] In a preferred embodiment of the invention, the first bearing is arranged below the wheel center when viewed in the vertical direction of the vehicle, and the second bearing is arranged above the wheel center.

[0049] It is particularly advantageous to space the upper and lower bearings as far apart as possible. This has the advantage of creating a higher lever arm and thus minimizing the loads.

[0050] The coaxiality of the bearings to the pivot axis according to the invention favors a greater distance (especially in the vehicle's vertical direction or in the direction of the pivot axis) between the bearings.

[0051] It is further provided that the bearings (i.e., at least the first and second bearings) are arranged such that the axial axis of each bearing, when installed in the vehicle in a knock-out position, is located at least approximately on the pivot axis. The axial axis of a bearing refers in particular to the main axis direction of the bearing. Preferably, the screw axis of a bearing, for example, a rubber bearing or a ball joint, forms the axial axis of the bearing.

[0052] If the axial axis or main bearing of the bearings is at least approximately coaxial with the pivot axis, the bearings experience only minimal or no gimbal angles (only torsional deformations occur). This allows for the use of simpler, smaller, and therefore more cost-effective bearings.

[0053] To realize the first bearing, in particular the bearing which is arranged below the wheel center when viewed in the vertical direction of the vehicle, the wheel carrier engages in the recess of the swivel bearing, so that, for example, within the recess the swivel bearing is pivotably mounted on the wheel carrier about the pivot axis relative to the wheel carrier via the first bearing.

[0054] For example, the first bearing is or comprises a ball joint, or a ball joint is formed by the first bearing, wherein, for example, the swivel bearing can be pivotally mounted on the wheel carrier about the pivot axis relative to the wheel carrier by means of the ball joint. The first bearing is particularly preferably a so-called pivot joint, or more precisely, a ball-and-socket joint. A preferred ball-and-socket joint offers higher fatigue and wear resistance, especially compared to other joint designs, such as a ball-and-socket joint. The pivot is particularly preferably arranged "vertically" within the wheel suspension such that the weakest point of the joint, which is subject to the least tensile stress, is located where the lowest load occurs during driving.

[0055] It is also conceivable that the first bearing is a ball bearing. In other words, the bearing could be a rolling bearing, in particular a ball bearing. Furthermore, it is conceivable that the first bearing, which is at least partially located in the recess, is designed as a rubber bearing.

[0056] In a preferred embodiment of the invention, the second bearing, and in particular the bearing located above the wheel center when viewed vertically in the vehicle direction, is a rubber bearing. Since the axial axes of the two bearings are arranged at least approximately coaxially with each other and with the pivot axis, a simple, cost-effective rubber bearing can be particularly advantageous for the second bearing. For example, a rubber bearing as the second bearing can be pressed into the wheel carrier during assembly and bolted to the pivot bearing with a single shear connection. The rubber bearing is also advantageous due to its favorable component design, force flow characteristics, and the potential for tolerance compensation during assembly.

[0057] In a preferred embodiment of the invention, the swivel bearing is formed in one piece, and the first bearing is mounted in the recess of the swivel bearing in such a way that no additional fastening elements are required for mounting the first bearing other than the bearing itself. The recess in the swivel bearing is designed, in particular, such that the first bearing can be inserted directly during assembly and then fastened to the swivel bearing with suitable fastening elements. Thus, for example, with a preferred ball-joint bearing as the first bearing, it can be inserted directly into the recess in the swivel bearing during assembly and secured only by two nuts. The ball joint or the first bearing is then screwed into the swivel bearing, requiring only a simple bore in the swivel bearing. A complex rolled bearing can therefore be advantageously dispensed with.Easy maintenance can be guaranteed.

[0058] The one-piece swivel bearing and the design of the recess also eliminate the need for a separate mounting block on the swivel bearing or similar component. This saves on assembly steps, assembly time, and additional fasteners.

[0059] The recess of the swivel bearing features, in particular, a guide area or centering area for pre-centering the first bearing (preferably already attached to the wheel carrier) during assembly. The guide area can, for example, be a slide-like recess within the opening, which pre-centers the first bearing during assembly or guides it along a predetermined path or distance to its final position on the swivel bearing. This guide area prevents relevant or functionally impairing damage, for example, to the swivel bearing or the bearings, during assembly, and simultaneously ensures precise mounting of the first bearing or the wheel carrier to the swivel bearing. An exemplary design of a guide area on the swivel bearing is shown in the figures.

[0060] It is also conceivable that not the swivel bearing, but the wheel carrier includes the aforementioned recess or guide area.

[0061] A second aspect of the invention relates to a motor vehicle, also referred to as a vehicle or motor car, and preferably designed as a motor car, which has at least or exactly one rear axle designed as a multi-link axle, which has at least or exactly two rear axle wheel suspensions according to the first aspect of the invention. As mentioned above, the motor vehicle includes primary front axle steering, i.e., the front axle wheel suspension is designed such that the front wheels can be subjected to a steering angle. Preferably, the possible adjustable steering angle of the front wheels is significantly greater than that of the rear wheels of the rear axle wheel suspension, which is why the front axle steering can be referred to as primary steering. The rear axle steering can then be referred to as secondary steering. As secondary steering, the rear axle wheel suspension preferably allows steering angles in the range of approximately 9 to 15 degrees.The front axle suspension can be, for example, a so-called strut axle or a double wishbone axle.

[0062] In particular, if the rear axle (with the rear axle wheel suspension according to the invention) is a secondary steered axle, the aforementioned advantages regarding driving comfort and the further high wheel steering angle (preferably at least 9 degrees) for a secondary steering axle can be made particularly advantageous.

[0063] The concept of separating the steering and suspension movements on a rear axle wheel suspension (especially with secondary rear axle steering), enabling rear wheel steering angles in the range of approximately 9 to 15 degrees, simultaneously allows for an optimal design with regard to elastokinematics and vibration comfort.

[0064] Both the rear axle and the front axle can each be driven axles individually or both together, i.e., the vehicle can have so-called all-wheel drive, front-wheel drive, or rear-wheel drive.

[0065] Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa. It is conceivable that the respective connecting element is designed as a ball joint and / or sliding joint.

[0066] Furthermore, a method for mounting a rear axle wheel suspension as described above is proposed. As mentioned above, the swivel bearing is a single piece and includes a recess in which the first bearing is at least partially arranged and into which the wheel carrier engages.

[0067] It is intended that at least the first bearing is already attached to the wheel carrier when it is installed in the recess of the swivel bearing. The first bearing is then inserted into the recess of the swivel bearing. Preferably, the first bearing is inserted into a guide area of ​​the recess as described above. The guide area enables targeted insertion and pre-assembly, as well as a predetermined path along which the first bearing is moved until it reaches its final position in the swivel bearing. This predetermined path through the guide area, which is, for example, chute-like, ensures a secure position of the components (i.e., swivel bearing, first bearing, and wheel carrier) during assembly. This effectively prevents relevant or functionally impairing component damage during assembly.Furthermore, this also makes it possible for the swivel bearing to be designed as a single piece and for no mounting block or similar to be required for bearing connection or joining.

[0068] The first bearing is then inserted into the final position in the swivel bearing via the recess (preferably via the aforementioned guide area) and fixed in this position using a suitable fastening device.

[0069] The second bearing is also preferably pre-mounted on the wheel carrier during its installation on the swivel bearing. If a rubber bearing is used as the second bearing, it can, for example, be pressed into the wheel carrier beforehand. The second bearing is then simply inserted or slid into the receiving area of ​​the swivel bearing and secured there.

[0070] Further details of the invention will become apparent from the following description of preferred embodiments with the accompanying drawings. These show:

[0071] Fig. 1 shows a partial schematic perspective view of a first

[0072] Design embodiment of a rear axle wheel suspension of a rear axle of a vehicle designed as a multi-link axle;

[0073] Fig. 2 shows a partial schematic top view of the first

[0074] Design of the rear axle;

[0075] Fig. 3 shows a partial schematic sectional view of part of the

[0076] Wheel suspension according to the first embodiment;

[0077] Fig. 4 shows a partial schematic perspective view of an exemplary swivel bearing according to the first embodiment;

[0078] Fig. 5 shows a partial schematic sectional view through the

[0079] Swivel bearing and a wheel carrier from the first embodiment.

[0080] In the figures, identical or functionally equivalent elements are designated with the same reference numerals. Fig. 1 shows a partial schematic perspective view of a first embodiment of a rear axle suspension of a rear axle 1, designed as a multi-link axle and simply referred to as an axle, of a motor vehicle, also referred to as a vehicle or motor car, and designed, for example, as a passenger car. This means that the motor vehicle has at least or exactly two axles arranged consecutively and thus one behind the other in the longitudinal direction L of the motor vehicle, namely axle 1 as the rear axle and a second axle as the front axle. Each axle has at least or exactly two wheels, simply referred to as wheels, arranged on opposite sides of the motor vehicle in the transverse direction. The transverse direction Q is shown in Fig.1 is illustrated by a double arrow Q. The vehicle wheels not shown are ground contact elements by which the vehicle can be supported or is supported downwards against a ground in the vehicle's vertical direction H. The vehicle's vertical direction H is illustrated by a double arrow and runs perpendicular to the vehicle's transverse direction Q. The vehicle wheels of the rear axle 1 are rear wheels. In particular, the vehicle wheels of the rear axle 1 are driven or powered wheels. For example, the vehicle has a drive device, in particular an electric one, by means of which the vehicle wheels of the rear axle 1 can be driven, in particular purely electrically.

[0081] The vehicle has a front axle steering system (also known as primary steering) on ​​the front axle (not shown). This primary steering system allows the front wheels to be steered, enabling lane changes, changes of direction, and cornering. For example, the primary steering system includes a steering handle, typically a steering wheel, which is operated by a person, such as the driver, and can be rotated around a steering wheel axis relative to the vehicle's body. By rotating the steering wheel relative to the body and around this axis, the front wheels can be pivoted and thus steered, thereby performing the aforementioned cornering, changes of direction, and lane changes.For example, the steering wheel is mechanically coupled to the front wheels.

[0082] The motor vehicle has the aforementioned body structure, which is designed, for example, as a self-supporting body. The self-supporting body forms or defines an interior space of the motor vehicle, also referred to as the passenger compartment or passenger cell, in which the steering handle is located. During a journey, the aforementioned persons can be present in this interior space. The rear axle 1 has an axle carrier 5 designed as a rear axle support, which is separate from the body structure and is mounted to it, in particular elastically. The axle carrier 5 is to be understood as a chassis separate from the body structure, to which the vehicle wheel can be articulated or is attached, so that the vehicle wheel can be articulated or is attached to the body structure via the axle carrier 5.When it is stated below that the vehicle wheel can be articulated or connected to the axle carrier 5, this means that the vehicle wheel can (also) be articulated or connected to the body, via the axle carrier 5.

[0083] The rear axle 1 has, in particular for each wheel of the rear axle 1, a rear axle suspension 6, via which the wheel is articulated to the axle carrier 5 and thus, via the axle carrier 5, to the vehicle body. In particular, the rear axle suspension 6 allows, for example, at least substantially in the vertical direction H of the vehicle, first relative movements between the wheel and the axle carrier 5 or the vehicle body, while, for example, the rear axle suspension 6 at least limits or prevents second relative movements between the wheel and the axle carrier 5 and thus the vehicle body. The first relative movements are compression and rebound movements of the wheel, which are collectively referred to as wheel movements. At least with regard to the wheel movements, the wheel is supported on the vehicle body by a spring and / or damper element.The spring and / or damper element includes a vibration damper 8, also referred to as a shock absorber, which is, for example, designed as a hydraulic shock absorber. The vibration damper 8 dampens the compression and rebound movements (wheel movements). The spring and / or damper element 7 also includes a spring 9, also referred to as a suspension spring, which can be designed as a mechanical spring. In the embodiment shown here, the spring 9 is specifically designed as an air spring. During the respective wheel movement of the vehicle wheel relative to the assembly, the spring 9 is compressed, thereby providing, for example, a spring force opposing the respective wheel movement. From Fig.Figure 1 shows that the vibration damper 8 and the spring 9 are not arranged inside one another in the illustrated exemplary embodiment, but rather they are external to each other, that is, completely separate from one another. Alternatively, the vibration damper 8 and the spring 9 could be arranged coaxially, and in particular inside one another.

[0084] The rear axle wheel suspension 6 comprises a wheel carrier 10 and a pivot bearing 11, which is specifically designed separately from the wheel carrier 10. The vehicle wheel 3 is rotatably mounted on the pivot bearing 11 about a wheel axis of rotation 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 axis of rotation 12 relative to the pivot bearing 11 via, in particular, at least or exactly, a rolling bearing. The vehicle wheel is connected to the wheel hub 13 in a rotationally fixed manner, in particular in a way that is detachable without damage. The swivel bearing 11 is pivotable about a pivot axis 14, also called a steering axis, which runs at an angle or perpendicular to the wheel rotation axis 12 relative to the wheel carrier 10 and is thus steerable, so that the swivel 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 be steered.This enables, for example, the aforementioned cornering, changes of direction, and lane changes, and in particular a reduction of the turning circle. The pivot bearing 11 is part of a second or secondary steering system, referred to as rear-axle steering, which is designed, for example, as a steer-by-wire system and therefore has no mechanical connection to the steering handle. The rear-axle steering system includes, for example, a motor (not shown in the figure) and, in particular, an electric motor, by means of which the pivot bearing 11, and with it the vehicle wheel, can be pivoted about the pivot axis 14 relative to the wheel carrier 10 to steer the vehicle wheel and thus the vehicle. For this purpose, the motor can drive the pivot bearing 11 and thus pivot it about the pivot axis 14 (steering axis) relative to the wheel carrier 10.It can be seen that the wheel carrier 10, the swivel bearing 11 and the vehicle wheel jointly perform the wheel movement.

[0085] However, if the swivel bearing 11 and the vehicle wheel are steered, the wheel carrier 10 is not steered along with it.

[0086] As can be seen from Figures 1 and 2, exactly four wheel guides 15a-d are articulated to the wheel carrier 10, bypassing the pivot bearing 11 and especially also the axle carrier 5 (chassis). These are a first wheel guide 15a, a second wheel guide 15b, a fourth wheel guide 15c, and a fifth wheel guide 15d. The wheel carrier 10 is articulated to the axle carrier 5 and thus to the body via these four wheel guides 15a-d, bypassing the pivot bearing 11. Furthermore, the rear axle wheel suspension 6 is provided to have exactly one third wheel link 15e, which is articulated to the swivel bearing 11 via, in particular, a first rubber bearing 20, bypassing the wheel carrier 10. The third wheel link 15e is also referred to as a track link. 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 as a ball joint, for example; however, a rubber bearing offers advantages over a ball joint, particularly with regard to comfort and vibration characteristics. Conversely, if the steering of the rear axle or the rear axle wheels were to be achieved solely through the bearings of the control arms themselves, ball joints would be necessary to achieve steering angles of approximately 9 to 15 degrees.

[0087] By means of the third wheel link 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 link 15e relative to the wheel carrier 10 and relative to the axle carrier 5. Thus, for example, the aforementioned motor is coupled to the pivot bearing 11 via the third wheel link 15e, in particular by means of a pivot joint.

[0088] The second wheel link 15b, the fourth wheel link 15c, and the fifth wheel link 15d are designed as rod links, i.e., as two-point links, which are also referred to as first rod links or first two-point links. As can be seen, for example, in Fig. 2 using the example of wheel link 15c, each rod link has exactly one first bearing point 16 by means of which the respective rod link is pivotally coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. Furthermore, each rod link has exactly one second bearing point 17 by means of which the respective first rod link can be pivotally coupled to the axle carrier 5 and thus to the superstructure, in particular bypassing the pivot bearing 11 and the wheel carrier 10.The respective first bearing point 16 comprises, in particular, exactly, a respective first rubber bearing via which the respective first stabilizer link is pivotally coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. Thus, it is provided that the respective first stabilizer link is pivotally coupled to the wheel carrier 10 via exactly one respective rubber bearing, in particular bypassing the pivot bearing 11. The respective rubber bearing is at least partially arranged in the respective stabilizer link. For example, the respective second bearing point 17 has exactly one second rubber bearing by means of which the respective first stabilizer link is pivotally coupled to the axle carrier 5 and thus to the body. Thus, it is provided that the respective stabilizer link is pivotally coupled to the axle carrier 5 via exactly one respective rubber bearing.The respective rubber bearing can, for example, be located at least partially in the respective first control arm.

[0089] The third wheel control arm 15e is articulated to the swivel bearing 11 via exactly one third rubber bearing, in particular bypassing the wheel carrier 10.

[0090] For example, the wheel link 15e is also designed as a rod link, i.e., as a second two-point link. The second rod link has exactly one third bearing point, by means of which the second rod link is pivotally coupled to the pivot bearing 11, in particular bypassing the wheel carrier 10. This bearing point includes, in particular, the rubber bearing 20. The rubber bearing 20 is, in particular, at least partially arranged in the wheel link 15e. Furthermore, the third wheel link 15e has, for example, exactly one fourth bearing point 22 (Fig. 2), in particular as a first coupling point, by means of which the wheel link 15e can be pivotally coupled to the chassis, i.e., to the axle carrier 5, in particular such that the wheel link 15e is pivotally coupled to the engine by means of the bearing point 22.The bearing point 22 can, in particular, have a fourth rubber bearing, via which, for example, the wheel link 15e is coupled to the body, in particular to the engine, which is, for example, coupled to the body. Thus, for example, the second control arm is articulated to the body via exactly one rubber bearing, in particular by means of the engine and / or bypassing the wheel carrier 10 and the swivel bearing 11, or can be coupled.

[0091] Figure 2 clearly shows that the wheel guide 15a is designed as a fork on the wheel carrier side. The wheel guide 15a has exactly two spaced-apart bearing points by means of which the wheel guide 15a is pivotally coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. Each bearing point comprises exactly one rubber bearing via which the wheel guide 15a is pivotally coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11.

[0092] The wheel guide 15a has exactly one sixth bearing point 33, by means of which the wheel guide 15a can be articulated to the axle carrier 5 and thus to the body, in particular bypassing the wheel carrier 10 and the swivel bearing 11. The bearing point 33, for example, comprises, in particular, exactly one sixth rubber bearing, via which the wheel guide 15a can be articulated to the axle carrier 5 and thus to the body. Thus, it is provided here that the wheel guide 15a is articulated to the axle carrier 5 via exactly one rubber bearing.

[0093] As can be seen from Fig. 1 and especially from the sectional view through the wheel carrier 10 and the pivot bearing 11 in Fig. 3, the pivot bearing 11 is coupled to the wheel carrier 10 by means of exactly two bearings 35 and 36, allowing it to pivot about the pivot axis 14 relative to the wheel carrier 10. Thus, the bearings 35 and 36 form or define the pivot axis 14. The second bearing 35, which in this case is arranged above the wheel axis of rotation 12, is designed as a rubber bearing, while the first bearing 36 (which, viewed in the vehicle's vertical direction H, is arranged below the wheel axis of rotation 12) is designed as a (stationary) ball joint. The pivot bearing 11 has a recess 37, designed here as a through-opening and also referred to as a window, in which the lower, first bearing 36, viewed in the vehicle's vertical direction H, is received at least partially, in particular at least predominantly, and thus at least to more than half its extent.In the present case, for example, the recess 37 is penetrated by the first bearing 36. In particular, a second sub-section 38 of the wheel carrier 10 is received in the recess 37, especially such that the sub-section 38 penetrates the recess 37. The sub-section 38 is, for example, pivotally connected to the swivel bearing 11 by means of the first bearing 36, or the first bearing 36 encompasses the sub-section 38 of the wheel carrier 10. This allows the first bearing 36, and thus the swivel bearing 11, to be advantageously arranged close to a brake disc (not shown in the figure) of a friction brake, which in this case is designed as a disc brake, and which is, for example, rotationally fixed to the wheel hub 13. This friction brake allows the wheel hub 13, and thus the vehicle wheel, to be braked, particularly with regard to rotations about the wheel axis 12.

[0094] It is further provided that the two bearings 35, 36 are arranged such that the axial axis of each bearing 35, 36 is located at least approximately on the pivot axis 14. This means that the axial axes of the two bearings 35, 36 are coaxial with each other and with the pivot axis 14. The axial axis of the bearing 35, 36 refers in particular to the principal axis of the bearing or the respective bearing 35, 36. Preferably, the axis of rotation of a bearing or bearing 35, 36, for example, the rubber bearing of the second bearing 35 or the pin of the first bearing 36, forms the axial axis of the respective bearing.

[0095] If the axial axes or bearing mains of the bearings 35, 36 are at least approximately coaxial with the pivot axis 14, the bearings 35, 36 experience only slight or no gimbal angles (only torsional deformations occur). This allows for the use of simpler, smaller, and therefore more cost-effective bearings.

[0096] As can be seen in particular from Figure 4 (top view of the inner side of the pivot bearing 11 in the installed state in the vehicle) and Figure 5 (sectional view of the wheel carrier 10 connected to the pivot bearing 11), it is further provided that the pivot bearing 11 is formed in one piece and the first bearing 36 is mounted in the recess 37 of the pivot bearing 11 in such a way that, apart from the bearing fastening (namely in this case two nuts 36.1) no further fastening elements are required for mounting the first bearing 36 on the pivot bearing 11.

[0097] To ensure the wheel carrier is mounted to the swivel bearing (via the first and second bearings 36, 35) with as little damage as possible, a guide area 37.1 is provided in the recess 37, as can be seen in a detailed view of the swivel bearing 11 in Figure 4. This guide area serves to pre-center or position the first bearing 36 during assembly. The guide area 37.1 is a chute-like or ramp-like guide track that defines a precise travel or assembly path when the first bearing 36 (i.e., in particular the ball joint) is inserted into its final position in the swivel bearing 11.

[0098] The guide area 37.1 can also be seen in the sectional view from Figure 5 as being like a slide or ramp.

[0099] The second bearing 35, which in this case is designed as a rubber bearing, is preferably pre-assembled on the wheel carrier 10 during the assembly of the wheel carrier 10 to the swivel bearing 11. If the second bearing 35 is a rubber bearing, it can, for example, be pressed into the wheel carrier 10. The second bearing 35 is then simply inserted into the receiving area of ​​the swivel bearing 11 and fixed to it. As indicated in Figure 5, a further guide area 10.1 is provided in the wheel carrier 10 for inserting the second bearing 35. As previously described, the vehicle wheel can be driven by the vehicle's drive unit. For this purpose, the wheel hub 13 can be driven by the drive unit and thereby rotated about the wheel's axis of rotation 12 relative to the swivel bearing 11.

Claims

Patent claims 1. Rear axle wheel suspension (6) of a vehicle wheel of a motor vehicle, comprising a wheel carrier (10) and a pivot bearing (11) on which the vehicle wheel is rotatably mounted, wherein, for steering the pivot bearing (11) and the vehicle wheel, the pivot bearing (11) is pivotably mounted on the wheel carrier (10) about a pivot axis (14) relative to the wheel carrier (10), further comprising: - at least two wheel guides (15a, b) articulated to the wheel carrier (10), namely a first wheel guide (15a) and a second wheel guide (15b), via which the wheel carrier (10) can be articulated to a chassis of the motor vehicle; - a third wheel link (15e) pivotally coupled to the swivel bearing (11) via a connecting element (20), by means of which the swivel bearing (11) can be pivoted about the pivot axis (14) relative to the wheel carrier (10) for steering the swivel bearing (11) and the vehicle wheel; and - Spring and / or damping element (8, 9) by means of which the wheel carrier (10) and the swivel bearing (11) can be supported at least indirectly by springing and / or damping on a body of the motor vehicle, - wherein the pivot bearing (11) is pivotably mounted on the wheel carrier (10) about the pivot axis (14) relative to the wheel carrier (10) by means of at least two bearings (35, 36), a first bearing (36) and a second bearing (35), wherein the bearings form the pivot axis (14) and wherein the pivot bearing (11) has a recess (37) in which the first bearing (36) is at least partially arranged, wherein the wheel carrier (10) engages in the recess (37), characterized in that the bearings (35, 36) are arranged such that the axial axis of each bearing is arranged at least approximately on the pivot axis (14).

2. Rear axle wheel suspension according to claim 1, wherein the pivot bearing (11) is formed in one piece and the first bearing (36) is mounted in the recess (37) of the pivot bearing (11) such that, apart from the bearing fastening (36.1) itself No additional fasteners are required for mounting the first bearing (36).

3. Rear axle wheel suspension according to claim 2, wherein the recess (37) comprises a guide area (37.1) for pre-centering the first bearing (36) during assembly.

4. Rear axle wheel suspension according to one of the preceding claims, wherein the first bearing (36) is a pivot joint.

5. Rear axle wheel suspension according to one of the preceding claims, wherein the second bearing (35) is a rubber bearing.

6. Rear axle wheel suspension (6) according to one of the preceding claims, characterized in that at least or exactly four wheel links (15a-d) are articulated to the wheel carrier (10), namely the first wheel link (15a), the second wheel link (15b), a fourth wheel link (15c) and a fifth wheel link (15d), via which the wheel carrier (10) can be articulated to the chassis of the motor vehicle.

7. Rear axle wheel suspension (6) according to claim 6, characterized in that: - the second wheel link (15b) is pivotally coupled to the wheel carrier (10) via exactly one third bearing point (16) and has exactly one fourth bearing point (17) spaced apart from the third bearing point (16), by means of which the second wheel link (15b) can be pivotally coupled to the chassis; and / or - the fourth wheel link (top front 15c) is pivotally coupled to the wheel carrier (10) via exactly one fifth bearing point (16) and has exactly one sixth bearing point (17) spaced apart from the fifth bearing point (16), by means of which the fourth wheel link (15c) can be pivotally coupled to the chassis; and / or - the fifth wheel link is articulated to the wheel carrier (10) via exactly one seventh bearing point (16) and has exactly one eighth bearing point (17) spaced apart from the seventh bearing point (16), by means of which the fifth wheel link (15d) can be articulated to the chassis.

8. Rear axle wheel suspension (6) according to one of the preceding claims, characterized in that the first wheel link (15a) is pivotally coupled to the wheel carrier (10) via exactly two spaced-apart bearing points.

9. Motor vehicle with at least one rear axle wheel suspension (6) designed according to any one of the preceding claims 1 to 8, wherein the rear axle is designed as a multi-link axle and wherein the motor vehicle comprises at least one steerable front axle.

10. Method for assembling a rear axle wheel suspension (6) designed according to any one of claims 1 to 8, comprising the following steps: Inserting the first bearing (36) into the recess (37) of the swivel bearing, wherein the first bearing (36) is already attached to the wheel carrier (10), - wherein the first bearing (36) is inserted into the recess (37) until the first bearing (36) has reached its final position in the recess (37); Attaching the first bearing (36) to the swivel bearing (11).

11. Method according to claim 10, wherein the first bearing (36) is inserted into a guide area (37.1) of the recess (37) of the pivot bearing (11) and wherein the guide area (37.1) guides the first bearing (36) into the end position.

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