Wheel suspension for a vehicle, a trailer or for a device, and vehicle

Abstract

The invention relates to a wheel suspension (1) for a vehicle, comprising a wheel carrier (2), at least one first link (3) and a coupling element (4), wherein the wheel carrier is supported on the coupling element (4) so as to be pivotable about a steering axis (A) and so as to transmit force, and one end of the link (3) is fixedly connected to the coupling element (4) such that forces introduced into the wheel carrier can be conducted into the link via the coupling element.

Description

[0001] 25.06.2025 / BS Wheel suspension for a vehicle, a trailer, or for a device and vehicle Technical field The present invention relates to a wheel suspension for a vehicle, for a trailer, or for a device and a vehicle. The invention further relates to a control arm, a coupling element, and a wheel carrier. Prior art A wheel suspension forms the connection between the wheel contact surface and the vehicle body and transmits all forces (wheel loads, drive, braking, and lateral forces) and movements from the wheel carrier to the vehicle body. The wheel suspension is part of the chassis and ensures optimal wheel guidance of a driven or rotating wheel. Wheel suspensions are known in a wide variety of forms and designs. Independent wheel suspensions are also known. Independent wheel suspensions are designed such that each wheel on the same axle can move vertically, i.e., compress, independently of the other.Description of the Invention: A wheel suspension for a vehicle, trailer, or device is proposed. The vehicle can be, in particular, a truck, bus, construction machine, military vehicle, or other heavy special-purpose vehicle. The device can be an agricultural implement, such as a fertilizer spreader. The wheel suspension comprises a wheel carrier, at least one first link, and a coupling element, wherein the wheel carrier is pivotably mounted about a steering axis and force-transmitting on the coupling element, and the link is pivotally connected to the coupling element at one of its ends, so that forces introduced into the wheel carrier can be transmitted to the link via the coupling element. In other words, the coupling element is functionally arranged between the wheel carrier and the link and enables, on the one hand, the pivoting of the wheel carrier about the steering axis and force transmission. On the other hand, the coupling element receives the link at one of its ends.The coupling element thus takes over at least partially, preferably completely, the function of a wheel-guiding element. It has been found that such a wheel suspension has a compact design and simultaneously enables the steering of the wheel by means of a pivotable wheel carrier ("compact installation space with a steered wheel"). By providing the coupling element, a wheel suspension can be provided that can accommodate large or even heavier loads. In particular, the coupling element allows for the arrangement of further components, such as one or more damping elements. The wheel suspension can, in particular, be designed as a modular system. This includes, in particular, the use of the wheel suspension for both driven and non-driven wheels or axles. The wheel carrier and the coupling element can, in particular, be coupled to each other in such a way that a spatial orientation of the coupling element relative to the first link or axle is possible.The basic structure of the vehicle body is essentially maintained when the wheel carrier pivots around the steering axis. This allows, among other things, one or more damping elements to be supported on the coupling element, which are mounted non-rotatably on the vehicle body. A non-rotatable damping element is one that cannot rotate, meaning it cannot turn around its own axis. The advantage of non-rotatability lies in increased vehicle stability, controlled suspension, and a longer lifespan for the damping elements. The wheel suspension can be an independent suspension. In this context, an independent suspension refers to a suspension system for vehicles in which two wheels positioned opposite each other in a transverse direction can compress independently.Independent wheel suspensions are characterized by the fact that the wheels are mechanically linked to the vehicle body or a fixed component, such as a subframe, via a pivot point. In contrast, wheels of rigid axles are rigidly connected to the body. A vehicle wheel, or wheel in general, is understood to be the combination of all components that are non-rotatable relative to each other but rotatable relative to the wheel carrier and the coupling element. The wheel carrier and the coupling element are the parts guided relative to the vehicle body or the fixed component. Essential components of the vehicle wheel include a tire and a rim. A steering axis is understood to be an axis around which the wheel carrier can pivot for the purpose of steering the vehicle when the steering wheel is turned. In its installed state in a motor vehicle, the steering axis is essentially aligned with the vehicle's vertical axis.The wheel suspension can, in particular, be designed as a double wishbone suspension, comprising a second link, wherein the first link is designed as an upper wishbone and the second link as a lower wishbone. The wheel carrier is thus pivotably mounted on the coupling element about the steering axis A on the one hand, and pivotably mounted on the lower wishbone about the steering axis A on the other. In one embodiment, the wheel carrier is pivotally connected to the coupling element at a first kinematic point and pivotally and force-transmittingly connected to the coupling element at a second kinematic point. The kinematic points are arranged such that they define a linear steering axis about which the wheel carrier can pivot. The wheel suspension thus defines at least two kinematic points at which the wheel carrier is mounted on the coupling element.A kinematic point is a point where interconnected and simultaneously movable chassis components are operatively connected. A kinematic point is not necessarily identical to a connection point where the movable chassis components are actually mechanically connected. A hinged connection between two components refers to a connection of the two components by means of a joint such that the two components can be rotated relative to each other about at least one axis of rotation. Thus, hinged connections about exactly one axis of rotation, about exactly two axes of rotation, and about exactly three axes of rotation are possible. A hinged connection does not allow any translational movement of the two components relative to each other. Other components can also have one or more kinematic points. The same applies to these components.In one embodiment, the articulated connection at the first kinematic point is formed by means of a pivot joint. A structurally simple possibility for a pivot joint is the provision of a pin that is guided into corresponding bores in the wheel carrier and coupling element, pivotably connecting the wheel carrier and coupling element. In another embodiment, the articulated connection at the second kinematic point is formed by means of a spherical bearing. In addition to pivoting, the spherical bearing is designed to absorb and transmit forces. The spherical bearing can, in particular, have spherically shaped components. For example, a sliding contact can be made between a spherically shaped inner ring and an outer ring with a hollow spherical inner shape. Spherically shaped sliding surfaces enable the spherical bearing to perform rotary, tilting, or pivoting movements, i.e., movements in three axes are possible.A spherical plain bearing is resistant to shocks, impacts, and vibrations due to its comparatively large contact area. It can absorb high forces under strong radial, axial, and gimbal loads. A spherical plain bearing is, in particular, a sliding bearing. It is not a rolling bearing. A spherical plain bearing can, for example, have the bearing components of a convex inner ring and a concave outer ring. It can include a self-lubricating sliding bearing with a PTFE raceway. The inner ring rotates obliquely within the outer ring, so that both rotational and angular motion can be accommodated by the entire bearing. The outer ring can, for example, be arranged in a bearing eye of the coupling element. The inner ring can, for example, be supported by a bolt, which in turn is connected to the wheel carrier.The bolt supporting the inner ring can be arranged, in particular, such that its central axis is essentially perpendicular to the steering axis, with the steering axis passing through the outer and inner rings. A further effect of the spherical bearing can be seen in the fact that the transmission of loads to the damping and to the control arm, especially the transverse control arm, can be particularly efficient. The first and second kinematic points can, in particular, be arranged above the wheel axle of the wheel carrier. In one embodiment, viewed along a vehicle's vertical axis (z-direction), the first kinematic point is arranged above the second kinematic point. This allows the load-bearing forces to be absorbed, in particular, "below" and the steering forces, in particular, "above." In one embodiment, the wheel suspension comprises at least one damping element.The at least one damping element serves to cushion relative movements between the vehicle body and wheel-guiding components of the wheel suspension, such as the wheel carrier and the coupling element or the at least one control arm. The at least one damping element can be, for example, a spring element and / or a vibration damper element. The at least one damping element can be supported directly or indirectly on or by the coupling element. Supporting the at least one damping element on the coupling element allows for optimal force transmission between the wheel carrier and the vehicle body, thus enabling optimal damping. This optimal force transmission is particularly evident in the fact that the force or forces are introduced directly into the damping element(s) via the coupling element. An advantage of this direct force transmission is that torsional forces on the control arm, especially on the upper control arm, can be reduced.In prior art wheel suspensions with damping elements arranged on the control arm, particularly the upper control arm, there is a greater travel in the Y-direction, i.e., the lateral direction of the vehicle, which causes the detrimental torsion of the control arm. Furthermore, a damping element supported directly or indirectly on or by the coupling element results in a more compact wheel carrier. In particular, a very compact design in the Y-direction is enabled, allowing the use of a short control arm, especially a short control arm. Advantageously, mounting points or surfaces for attaching the damping element(s) to the wheel carrier can be omitted. The support on the coupling element also facilitates the provision of a pivotable wheel carrier. The at least one damping element has a damping axis. The coupling element can be designed such that...The coupling element can have one or more appropriately oriented connection points so that the damping axis has essentially the same orientation as the steering axis. Alternatively, the coupling element can be designed such that the damping axis has a different orientation relative to the steering axis. If several damping elements are provided, the coupling element can be designed so that the damping elements have the same and / or different orientations. In this way, one coupling element can be provided for different requirements, particularly for different installation spaces and damping requirements. For example, if two damping elements in the form of air springs are provided, these can each be smaller than in wheel suspensions with only a single air spring.This allows for a wheel suspension that combines the advantages of two air springs per wheel with a compact design. Two air springs offer, in particular, finer control of the spring characteristic, higher load-bearing capacity, and / or increased operational reliability. In one embodiment, the at least one damping element is supported directly or indirectly on the coupling element. This enhances the aforementioned force guidance and damping effect. For mounting on the coupling element, the coupling element can have a plateau-shaped outer surface on which the at least one damping element is supported. In particular, the outer surface can be oriented essentially upwards when installed in a vehicle. In one embodiment, the coupling element forms two mounting arms extending at an angle to the steering axis, on each of which a damping element is supported directly or indirectly.The mounting arms extend radially from the steering axis in the opposite direction. This creates space oriented along the steering axis for the passage of a damping element, designed as a shock absorber and supported at the bottom of the coupling element, towards the vehicle body. This allows for a compact wheel suspension that provides sufficient space for a shock absorber. The at least one damping element can be supported either on or against the mounting arm. Support at one end of the mounting arm is advantageous. The mounting arms can be designed with a plateau shape for this purpose. If the damping elements are supported at their ends and on the mounting arms – and not, for example, laterally – the aforementioned effect regarding the available space for the passage of a shock absorber is enhanced.The at least one damping element supported on or against the mounting arm can, in particular, be designed as an air spring system. In one embodiment, viewed along the vehicle's vertical axis, a damping element is supported at a position at the lower end of the coupling element on the body-side end. The placement at the lower end allows, in particular, a sufficiently long shock absorber. In another embodiment, three damping elements are provided, with each air spring system supported on, in particular against, a respective mounting arm, and a shock absorber supported at a position at the lower end of the coupling element on the body-side end. The mounting arms preferably each form a plateau on the surface of which the air spring systems can be supported. The other ends are connected to the vehicle body. The arrangement of two air spring systems and one shock absorber provides optimal damping of the wheel suspension.In one embodiment, viewed along a transverse vehicle axis, the axis of the damping element supported at the bottom of the coupling element and the steering axis A lie in the same plane. This allows for a symmetrical arrangement of the shock absorber relative to the coupling element. In another embodiment, the coupling element is C-shaped and at least partially surrounds the wheel carrier at its upper end section. This enhances the effect of direct force transmission into the damping element(s), particularly into the mounting points of the control arm, especially the transverse control arm. Such an arrangement is also compact and stable. In a further aspect, a control arm is provided for a wheel suspension. The control arm comprises at least two control arm struts. Each of the two control arm struts has an end on the coupling element side and an end on the body side.A kinematic point can be arranged at each end on the coupling element side and at each end on the body side. The control arm can therefore have, in particular, four kinematic points. A kinematic point is a region of the control arm where it can be articulated to other components of the wheel suspension or the vehicle when the control arm is used in the wheel suspension of a vehicle. A control arm strut is bounded by two kinematic points. In other words, a control arm strut extends from a first kinematic point of the control arm to a second kinematic point of the control arm, with the first kinematic point of the control arm being located at the body-side end of the control arm strut and the second kinematic point at the coupling element-side end of the control arm strut. The kinematic points at the body-side ends of the two control arm struts can have the same orientation, i.e.,The axes of rotation of the articulated bearing are parallel or coaxial to each other. The kinematic points at the body-side ends of the two control arms can lie in the same plane in a design position. The kinematic points at the coupling-element-side ends of the two control arms can have the same orientation, i.e., the axes of rotation of the articulated bearing are parallel or coaxial to each other. The kinematic points at the coupling-element-side ends of the two control arms can lie in the same plane in a design position. The control arm further comprises a connecting structure that joins the two control arms together, wherein the connecting structure has at least one curvature in a spatial direction, this spatial direction being a vertical axis to a plane spanned by the at least four kinematic points. The control arm can, in particular, be a transverse control arm.In a double wishbone suspension design, the upper wishbone is particularly relevant. The wishbone is arranged transversely or slightly obliquely to the direction of travel. It guides the coupling element approximately vertically and transmits lateral forces between the coupling element and the vehicle body. On the body side, the wishbone can be articulated, for example, by means of a hinge joint, allowing it to pivot horizontally. Preferably, it is mounted broadly on the vehicle body. On the coupling element side, the wishbone can be connected to the coupling element so that it pivots horizontally about an axis. The connecting structure can be a strut that connects the two wishbones. The curvature of the connecting structure creates a kind of through-opening through which a component, in particular a damping element, for example in the form of a shock absorber, can be guided.This allows for a compact design of the wheel suspension. In one embodiment, the control arm is symmetrical when viewed from above. In another embodiment, sections of the control arm struts and the connecting structure form an M-shaped profile when viewed from above. An M-shaped profile also results in a stable control arm structure and simultaneously provides sufficient space for the damping element to pass through or past it. According to a further aspect, a coupling element is provided for connecting a wheel carrier to a control arm of a wheel suspension. The coupling element comprises at least two kinematic points, which are arranged and designed to pivot a wheel carrier about a steering axis. At least one of the two kinematic points is also designed to transmit force to the wheel carrier via the coupling element.Furthermore, the coupling element comprises at least one additional kinematic point, which is arranged and configured to pivotally accommodate a control arm, in particular a transverse control arm. In other words, a coupling element is provided which is designed, on the one hand, to pivotally and force-transmittingly mount the wheel carrier by means of two bearings, and on the other hand, to attach the control arm at one of its ends, so that the coupling element can transmit the forces acting on the wheel carrier to the control arm via the second kinematic point or one of the joints. In other words, the coupling element can be functionally arranged between the wheel carrier and the control arm and structurally coupled to the wheel carrier and the control arm. The coupling element assumes at least partially, preferably completely, the function of a wheel-guiding component.Providing a coupling element in a wheel suspension, which pivotably mounts the wheel carrier and functionally couples the wheel carrier and control arm, offers the same advantages as the wheel suspension described above that includes the coupling element. From a further perspective, a wheel carrier for a wheel suspension is defined as comprising at least two bearing sections, by means of which the wheel carrier can be pivotally mounted about a steering axis on a coupling element and can transmit forces to the coupling element. Providing a wheel carrier in a wheel suspension that can be pivotally mounted and force-transmitted on a coupling element offers the same advantages as the wheel suspension described above that includes the wheel carrier. In one embodiment, the wheel carrier is designed as follows: The wheel carrier extends in a vertical direction of the vehicle and has at least four bearing sections.The wheel carrier has a first section, which is also the upper end section. A bore corresponding to the bearing eye is located in the upper end section to receive a pin, allowing the wheel carrier to pivot on the coupling element. The central axis of the bore also forms the steering axis. The wheel carrier has a second section, which adjoins the first section below it. This section forms a chamber with an opening facing the coupling element. The coupling element can project into this chamber with its second kinematic point to spherically support the wheel carrier. The chamber has opposing walls, each with a bore. A bolt passes through these bores. This bolt is designed, among other things, to pass through the bearing eye to support the coupling element at its second kinematic point.The wheel carrier has a third section, which adjoins the second section below it. This section has a through-opening for receiving a support element in the form of a support tube. The support tube can carry a wheel bearing unit. A drive shaft of a drive unit can pass through the support tube. The wheel carrier has a fourth section, which adjoins the third section below it. The fourth section is also the lower end section. This section includes, among other things, a pivot joint that allows the wheel carrier to be pivotably connected to a lower control arm. A vehicle is provided with a wheel suspension and / or control arm and / or coupling element and / or wheel carrier as described above.Brief description of the figures: Figure 1 shows a wheel suspension in one embodiment in a side section; Figure 2 shows a wheelset as it can be used with the wheel suspension according to Figure 1; Figure 3 shows a wheel suspension in another embodiment in a side section; Figure 4 shows the wheel suspension of Figure 1 from a perspective view; Figure 5 shows an enlarged section of the wheel suspension of Figures 1 and 2 in a section view; Figure 6 shows the wheel suspension of Figures 1 to 3 from a perspective view in two views; Figure 7 shows the wheel suspension of Figures 1 to 4 in a side view; Figure 8 shows the wheel suspension of Figures 1 to 5 in a view looking towards the vehicle's transverse axis; Figure 9 shows a coupling element in one embodiment from a perspective view; Figure 10 shows the coupling element of Figures 1 to 5.Figure 7 shows two further perspectives; Figure 11 shows a wheel carrier in one embodiment from one perspective; Figure 12 shows a control arm in one embodiment in three views; Figure 13 shows a vehicle in which the wheel suspension of Figures 1, 2, 4, 5, 6 and / or the coupling element of Figures 7 and 8 and / or the wheel carrier of Figure 9 and / or the control arm from Figure 10 is used; and Figure 14 shows another vehicle in which the wheel suspension of Figures 3, 4, 5, 6 and / or the coupling element of Figures 7 and 8 and / or the wheel carrier of Figure 9 and / or the control arm from Figure 10 is used. Detailed description of embodiments: Figure 1 shows a wheel suspension 1 in one embodiment in a schematic side view with partial section. The wheel suspension 1 is an independent wheel suspension for a steerable and driven vehicle wheel. The wheel suspension comprises a wheel carrier 2, at least one first link 3, and a coupling element 4.The wheel suspension 1 further comprises a support tube 6, which rotatably supports a wheel mount 7, to which a rim 10 is screwed. The support tube 6 passes through a through-opening 5 in the wheel carrier 2 and is axially bolted to the wheel carrier 2 by means of a flange. The wheel carrier 2 and the support tube 6 are therefore designed as separate components. The wheel suspension 1 is designed as a double wishbone suspension and has a second link 8. The first link 3 is designed as an upper wishbone and the second link 8 as a lower wishbone. The wheel carrier 2 is pivotable about a steering axis A and is mounted to the coupling element 4 in a force-transmitting manner. The wheel carrier 2 is pivotally connected to the coupling element 4 at a first kinematic point 11 and pivotally connected to the coupling element 4 in a force-transmitting manner at a second kinematic point 12. The wheel carrier 2 is located at a third and fourth kinematic point 9a respectively.9b is articulated to the lower control arm 8. The three kinematic points 11, 12, and 9a define a straight steering axis A around which the wheel carrier 2 can pivot. At the fourth kinematic point 9b, the wheel carrier 2 is arranged to pivot horizontally on the lower control arm 8. According to this embodiment, the second kinematic point 12 is arranged between the first kinematic point 11 and the third kinematic point 9a, with the first kinematic point 11 forming an upper kinematic point, the second kinematic point 12 a middle kinematic point, and the third kinematic point 9 a lower kinematic point. At a kinematic point 13, the upper control arm 3 is pivotably attached to the coupling element 4 with its coupling element-side end 33 about a horizontal axis. The body-side end 34 of the control arm 3 is pivotably attached to the vehicle body about a horizontal axis.The articulated connection at the first kinematic point 11 is formed by means of a pivot joint. To establish the pivot joint, a pin 11a is guided through a bore 11b of the coupling element 4 and received in a bore 11c of the wheel carrier. The pin 11a is supported in the wheel carrier 2, or rather in its bore 11c, by two rolling bearings 11d positioned adjacent to each other along the steering axis. The pivot joint primarily transmits steering forces. The articulated connection at the second kinematic point 12 is formed by means of a spherical bearing, the sliding surfaces of which are spherically shaped to allow rotational, tilting, or pivoting movements. The spherical bearing has a convex inner ring 12a and a concave outer ring 12b. The inner ring 12a rotates obliquely within the outer ring 12b, so that both the rotary movement and the angular movement can be absorbed by the entire bearing.The outer ring 12b is arranged in a bearing eye 12c of the coupling element 4. The inner ring 12a is supported by a bolt 12d, which in turn is connected to the wheel carrier 2. The bolt 12d supporting the inner ring 12a is guided through bores in the wheel carrier 2, such that its central axis M is oriented essentially perpendicular to the steering axis A, with the steering axis A passing through the outer and inner rings 12b and 12a, respectively. The articulated bearing transmits steering and load-bearing forces. The articulated connection at the third and fourth kinematic points 9a, 9b is formed by means of a universal joint 9. The universal joint 9 is also referred to as the lower universal joint, since it is the lower of the two wishbones of a double wishbone suspension. Such universal joints are known from the prior art. In other words, the wheel carrier 2 is doubly supported in or on the coupling element 4 and is supported by the coupling element 4.The coupling element 4 is supported by the control arm 3, which is connected to the coupling element 4 at one of its ends so as to pivot horizontally. At its lower end, the wheel carrier 2 is supported by the lower control arm 8. The control arms 3 and 8 are each pivotally mounted at their body-side ends on the vehicle body (not shown) about a horizontal axis. The wheel suspension 1 comprises a first damping element 21 (not shown, among others, in Figures 6 and 8), a second damping element 22, and a third damping element 23. The damping elements 21 and 23 are designed as air springs. The damping element 22 is designed as a shock absorber. The three damping elements 21, 22, and 23 each have a coupling-element-side end with which they are directly supported on the coupling element 4. The damping elements 21, 22, 23 are each supported at their body-side end on a vehicle body not shown here.The shock absorber 22 is furthermore arranged with its coupling element-side end so as to be horizontally pivotable on the coupling element and with its body-side end so as to be horizontally pivotable on the vehicle body. The air springs 21 and 23 are supported on mounting arms 41, 42 (see Fig. 4) which extend at an angle to the steering axis A. Viewed in the vehicle's vertical axis, the shock absorber is supported at kinematic point 14 at a connection point 14a at the body-side end at the bottom of the coupling element 4. The coupling element 4 is thus connected to the vehicle body by means of the air springs 21, 23, the shock absorber 22 and the upper control arm 3. During a steering movement at the vehicle wheel, the coupling element 4 remains essentially fixed to the vehicle body. That is, the orientation of the coupling element relative to the vehicle body is essentially the same during steering movements. By means of the wheel suspension 1 described above, wheel loads can be transferred directly to the coupling element 4 or to the wheel via the coupling element 4.The forces are transmitted to the air springs 21, 23, the shock absorber 22, and the control arm 3. The coupling element 4 is at least partially C-shaped and at least partially surrounds the wheel carrier 4 at its upper end section in the region of the first kinematic point 11. Viewed along the vehicle's vertical axis z, the kinematic point 13 is located between the first kinematic point 11 and the second kinematic point 12. A drive shaft 19 passes through the support tube 6, effectively connecting a drive unit (not shown) to an input element of a planetary gear set. The planetary gear set provides a constant gear ratio for the input speed of the drive shaft 19. The support tube 6 also accommodates a wheel bearing unit 17. The support tube 6 also takes over the support of the torques of the planetary gear in the wheel hub 10. Radially between support tube 6 and drive shaft 19 is a guide orBearing tube 19a is arranged, which guides and supports the drive shaft 19 within the support tube 19. Fig. 2 shows a planetary gear set, such as can be used in a wheel suspension according to Fig. 1, in a schematic view. The planetary gear set comprises two negative planetary gear sets PS1 and PS2. Each of the planetary gear sets PS1, PS2 has a sun gear, a planet carrier, and a ring gear. The respective planet carrier, in turn, carries several planets, which are in mesh with the sun gear and the ring gear. The planetary gear sets PS1, PS2 are arranged coaxially to each other and axially adjacent to one another. The planetary gear set PS2 is arranged axially between the planetary gear set PS1 and the drive unit (not shown). The drive shaft 19 is rotationally fixed to the sun gear S1 of the first planetary gear set PS1. The planet carrier PT1 of the first planet gear set PS1 is rotationally fixed to the sun gear S2 of the second planet gear set PS2.The second planet carrier PT2 is connected to the support tube and thus firmly supported. The respective ring gears are designed as a common ring gear HO, which also represents the output shaft of the planetary gear set. Fig. 3 shows a wheel suspension 1a in one embodiment. In this embodiment, the wheel is not driven. The support tube 6 is closed at its end on the inside of the vehicle by means of a locking element 6a. The locking element 6a can, for example, be a cover that is screwed on or fitted. Fig. 4 shows the wheel suspension of Fig. 1 in a perspective view and partially in a section. The articulated connection at the first kinematic point 11 is clearly visible. The pin 11a is guided through a bore 11b of the coupling element 4 and received in the bore 11c of the wheel carrier 2. The pin 11a is mounted in the wheel carrier 2 or in its bore 11c by a rolling bearing 11d positioned along the steering axis A.The pin 11a is further secured by means of a cap or cover element 11e. The cap element 11e is circular and projects radially beyond the pin 11a. An axially extending projection 11f is formed along the circumference of the cap element 11e on the projecting section, which partially encloses the pin along its axis. The axial surfaces of the projection 11f abut a surface on the coupling element 4 and are screwed to it by means of screws 11g. For this purpose, each screw 11g passes through a corresponding bore in the cap element 11e and is screwed into a corresponding blind hole in the coupling element 4. Each screw 11g has a screw head 11i that fits firmly onto the cap element 11e. According to this embodiment, three screws 11g are used. However, it is also conceivable to use two screws, four screws, or any other number of screws.The articulated connection at the second kinematic point 12 is also clearly visible. In the area of ​​the second kinematic point 12, the wheel carrier 2 has a space with an opening facing the coupling element 4. The coupling element 4 projects into this space with its bearing eye 12c. The open space has opposing walls 12e, each provided with a bore 12f. The bolt 12d passes through the respective bore 12f and through the bearing eye 12a. Bearing sleeves 12g are provided, on which the bolt 12d is guided within the bores 12f. The bolt 12d carries the convex inner ring 12a, which is radially accommodated within the concave outer ring 12b in the bearing eye 12c. The convex inner ring 12a can rotate within the concave outer ring 12b. The bolt 12d is axially fixed to the wheel carrier 2 and secured by means of a screw connection.The central axis M of the bolt 12d is oriented essentially perpendicular to the steering axis A, with the steering axis A passing through the outer and inner rings 12b, 12a. Figure 4 also shows attachment points 14, 15, and 16, at which the damping elements described in Figure 1 are supported. The shock absorber 22 is supported at attachment point 14, the first air spring 21 at attachment point 15, and the second air spring 23 at attachment point 16. Attachment point 15 is located at an outer, plateau-shaped end of a first mounting arm 41, and attachment point 16 is located at an outer, plateau-shaped end of a second mounting arm 42. The upper control arm 3 described in Figure 1 is attached to attachment point 14 at its coupling-element-side end. The lower control arm 8 described in Fig. 1 is attached to the lower kinematic point 9. Fig. 5 shows an enlarged section of the wheel suspension of Fig.Figures 1 and 2 are shown in a further section. The section runs along a longitudinal direction of the vehicle through the steering axis A. The articulated connection at the first kinematic point 11 is clearly visible. The pin 11a is guided through a bore 11b of the coupling element 4 and received in the bore 11c of the wheel carrier 2. The pin 11a is supported by two rolling bearings 11d in the wheel carrier 2 and in its bore 11c, respectively. The end element 11e is attached to the upper end of the pin 11a, which fastens the pin 11a to the coupling element 4. As explained above, the end element 11e is detachably connected to the pin 11a by means of three screws 11g. The screws 11g described in Figure 4 are not visible in this section. Only a screw head 11i is shown. The pin 11a has a blind hole 11h located centrally within it for the purpose of assembly and / or disassembly. The upper end of the pin 11a projects beyond the bore 11b.The bearing eye extends radially and rests circumferentially on the surface of the coupling element 4. The circular end element 11e projects radially beyond the pin 11a. An axially extending projection 11f is formed along the circumference of the projecting section of the end element 11e, enclosing the upper end of the pin 11a. The second kinematic point 12 is also clearly visible. In the region of the second kinematic point 12, the wheel carrier 2 has a space with an opening facing the coupling element 4. The coupling element 4 projects into this space with its bearing eye 12c. The open space has opposing walls 12e, each provided with a bore 12f. The bolt 12d passes through the respective bore 12f and through the bearing eye 12c. Bearing sleeves 12g are provided, on which the bolt 12d is guided within the bores 12f.The bolt 12d carries the convex inner ring 12a, which is radially mounted within the concave outer ring 12b in the bearing eye 12c. The convex inner ring 12a can rotate within the concave outer ring 12b. A seal 12k is provided to seal the spherical bearing. The bolt 12d has a bolt head 12h that engages with one end of the bore 12f or with a contact surface of the bearing sleeve 12g and is firmly seated. The other end of the bolt 12d has a thread that is screwed into a counterpart 12i. The bolt 12d is thus axially fixed and secured to the wheel carrier 2. The central axis M of bolt 12d is aligned perpendicular to the steering axis A, with the steering axis A passing through the outer and inner rings 12b, 12a. Fig. 6 shows the wheel suspension of Figs. 1 to 5 from a perspective in two views. The support of the air springs 21 and 23 on the coupling element 4 is clearly visible.The shock absorber 22 is guided between the air springs 21 and 23. To provide sufficient space for the shock absorber 22 in its vertical axis, the upper control arm 3 has a connecting structure 39 that joins the two control arm struts together by forming a curve 30. This creates a through-opening through which the shock absorber 21 passes. This enables an extremely compact wheel suspension with two air springs 21, 23 and a shock absorber 22. Fig. 6 also shows a drive unit 20, a spring reservoir 26 for a brake, and a steering lever 27. Fig. 7 shows the wheel suspension 1 in a side view. In this view, it is clearly visible how the wheel carrier 2 is pivotably mounted in the coupling element 4 via the two kinematic points 11 and 12 about the steering axis A.It is also clearly visible how the coupling element 4 is supported by the upper control arm 3 and the wheel carrier 2 is supported at its lower end by the lower control arm 8, which is connected to the wheel carrier 2 by means of a universal joint 9. Viewed along a vertical axis z, the upper control arm 3 engages the coupling element 4 approximately in the middle of the coupling element 4 and is pivoted there at kinematic point 13. Viewed in the vertical direction z of the vehicle, kinematic point 13 is located between the first and second kinematic points 11, 12. This ensures good stability. The drive unit 20 is arranged coaxially to a hub axle G and is designed as an electric motor. The drive shaft 19 of the drive unit 20 passes through the opening 5 of the wheel carrier 2 and is effectively connected to an input element of the planetary gear set, which is arranged radially inside the rim 10. Figure 8 shows the wheel suspension of Fig.Figure 7 is rotated 90° and shown in an inside-to-outside view. It is clearly visible that the air springs 21 and 23 are supported on the mounting arms 41 and 42. The wing-shaped extension of the mounting arms is clearly visible. The shock absorber 22 runs between the air springs 21 and 23. In this view, the axis H of the shock absorber and the steering axis A form a plane. It is clearly visible that the components air springs 21 and 23, shock absorber 22, coupling element 4, and upper control arm 3 are symmetrical about this plane. Also shown are, among others, the lower control arm 8, the spring accumulator 26, and the steering lever 27. Figures 9 and 10 show three perspective views of a coupling element in one embodiment. The coupling element can be used in particular in a wheel suspension 1 or 1a of Figs. 1 to 8.The coupling element 4 has a first kinematic point 11 and a second kinematic point 12 for pivoting and force-transmitting a wheel carrier 2 about a steering axis A. The coupling element 4 also has a further kinematic point 13 for pivoting a control arm 3 to the coupling element 4 about a horizontal axis. The first kinematic point 11 is located at an upper end of the coupling element 4, and the second kinematic point 12 is located at a lower end of the coupling element 4 in the vertical direction z of the vehicle. The kinematic point 13 is located between the first and second kinematic points 11 and 13, respectively, when viewed along the vertical axis z. The coupling element 4 also includes connection points 15 and 16 for receiving two damping elements. The coupling element 4 has two arms 41 and 42 extending radially from the steering axis A in opposite directions, with a first arm 41 having a connection point 15 for receiving orThe coupling element 4 supports a first damping element and a second arm 42 has a connection point 16 for receiving a second damping element. It is particularly evident in Fig. 9 that the arms extend in a wing-like shape. They extend symmetrically with respect to a plane spanned by the first kinematic point 11, the second kinematic point 12, and the further kinematic point 13. The coupling element 4 also has a further kinematic point 14 at which a third damping element, in particular a shock absorber, can be pivotably mounted horizontally. The respective connection points 15 and 16 can each be formed by bores. Viewed in the vehicle's vertical axis z, the further kinematic point 14 is located at a position at the lower end of the coupling element 4 on the control arm side. As can be seen particularly in Fig.As can be seen in Figure 10 (right-hand image), the lower end, which structurally connects the second kinematic point 12 with the further kinematic point 14, is curved in the transverse direction y of the vehicle, thereby achieving greater stability of the coupling element 4. The central axis of the first kinematic point 11 is also the steering axis A. The central axis of the second kinematic point 12 is labeled B. The central axis of the first connection point 13 is labeled C. The central axis of the second connection point 15 is labeled D. The central axis of the third connection point 16 is labeled E. The central axis of the fourth connection point 14 is labeled F. The central axes B, C, and F are parallel to each other. The central axes D and E are parallel to each other. The steering axis A is at an angle to the central axis B and intersects it at the second kinematic point 12. The steering axis A is arranged obliquely to the vehicle axis z.The central axes D and E are essentially aligned in the vehicle's vertical direction z. The coupling element 4 forms two legs 43, 44. The legs 43, 44 extend radially in opposite directions from the axis C of the first connection point 13. At one end of a first leg 43, a bearing eye or bore 11b is located, and at one end of a second leg 44, the second kinematic point 12 is arranged in the form of a bearing eye 12c or a bore. The wheel carrier 2 can be pivotably connected to the bearing eye or bore 11b by means of a pin 11a. The bearing eye 12c can comprise a spherical bearing or parts thereof, such as a convex inner ring and a concave outer ring, to pivotally and forcefully connect the wheel carrier 2 to the coupling element 4. Fig. Figure 11 shows a wheel carrier in one embodiment from a perspective. The wheel carrier 4 can be used in particular in a wheel suspension as shown in the figure.1 to 8 and / or with a coupling element of Figs. 9 and 10. The wheel carrier 2 extends in a vehicle vertical direction z and has several sections: The wheel carrier 2 has a first section A-1, which is also the upper end section. On the upper end section A-1, a bore 11c corresponding to the bearing eye or bore 11b of the coupling element 4 is arranged for receiving a pin 11a in order to pivot the wheel carrier 2 on the coupling element 4. The central axis of the bore 11c also forms the steering axis A. The wheel carrier has a second section A-2, which adjoins the first section A-1 below the first section A-1. This section forms a space 25 with an opening directed towards the coupling element 4. The coupling element 4 can project into this space 25 with its bearing eye 12c in order to spherically support the wheel carrier 2 by means of a spherical bearing.The chamber 25 has opposing walls 12e, each provided with a bore 12f. A bolt 12d is guided through the bores 12f. The bolt 12d is intended, among other things, to be guided through the bearing eye 12c in order to mount the coupling element 4 at the second kinematic point 12. The walls 12e are reinforced in the area of ​​the bore 12f, i.e., they have a thicker diameter. The wheel carrier has a third section A-3, which adjoins the second section A-2 below the second section A-2. This section has a through-opening 5 for receiving a support element 6 in the form of a support tube. The support tube can carry a wheel bearing unit. The wheel carrier has a fourth section A-4, which adjoins the third section A-3 below the third section A-3. The fourth section, A-4, is also the lower end section. This section includes, among other things...A steering lever 26 and a joint arrangement (not shown) are provided, with which the wheel carrier can be pivotably connected to a lower control arm. The steering lever 27 is attached to the wheel carrier by screws 28. Fig. 12 shows a control arm 3 in one embodiment in three views. Fig. 12 also shows a second control arm 8 in another embodiment. The control arm 3 can be used in a wheel suspension of Figs. 1 to 8 and / or with a coupling element of Figs. 9 and 10. The control arm 8 can be used in a wheel suspension of Figs. 1 to 8 and / or with a wheel carrier of Fig. 11. The control arm 3 shown on the right is designed as an upper control arm. The control arm 8 shown on the left is designed as a lower control arm. The upper wishbone 3 and lower wishbone 8 can be part of a wheel suspension in the form of a double wishbone suspension.The control arm 3 shown on the right comprises two control arm struts 31, 32, each of which has a coupling element-side end 33 and a body-side end 34. A kinematic point 35, 36, 37, 38 is arranged at each coupling element-side end 33 and at each body-side end 34, resulting in four kinematic points. It is clearly visible that the control arm 3 is mounted wider at the body-side end 34 than at the coupling element-side end 35, in this case in a ratio V, where 1 is less than or equal to V is less than or equal to 2. The ratio V is preferably exactly 2. This ratio allows for a stable and compact design.The control arm 3 further comprises a connecting structure 39 that connects the two control arm struts 31, 32 to each other, wherein the connecting structure 39 has a curvature 30 in a spatial direction, this spatial direction being a vertical axis to a plane spanned by the four kinematic points 35, 36, 37, 38. The curvature 30 of the connecting structure 39 creates a passage opening 40 through which a damping element, e.g., in the form of a shock absorber, can be guided. In other words, the arc-shaped course of the connecting structure 39 allows the damping element to pass by this structure. In this embodiment, the passage opening 40 is bounded by the connecting structure 39 and the coupling element ends 35, 36. In an installation situation, the open side is limited by a handlebar-side end of the coupling element 4, so that an enclosed through-opening 40 is surrounded.Viewed from above, the control arm 3 is symmetrical. Furthermore, viewed from above, sections of the control arm struts 31, 32 and the connecting structure 39 form an M-shaped profile. An M-shaped profile ensures a stable control arm structure and simultaneously provides sufficient space for the damping element to pass through or past it. The lower control arm 8 shown on the left has two control arm arms 81, 82, each with a wheel carrier-side end 83 and a body-side end 84. The lower control arm 8 also has a body-side connecting structure 85 and a wheel carrier-side connecting structure 86, each connecting the two control arm struts 81, 82 to each other. With regard to the installation situation, one can also speak of an internal and an external connecting structure. Fig. Figure 13 shows a vehicle 100 designed as a bus. In this embodiment, all axles are driven, i.e.Wheel suspensions 1 are used. Vehicle 100 is shown with two axles, but more than two axles are also conceivable. Fig. 14 shows a vehicle 101 designed as a bus. In this embodiment, the front axle is driven using two wheel suspensions 1. A wheel suspension 1a according to Fig. 3 is used for each rear axle. Vehicle 101 is shown with two axles, but more than two axles are also conceivable. The following are aspects of the invention: 1. Wheel suspension (1) for a vehicle comprising a wheel carrier (2), at least one first link (3) and a coupling element (4), wherein the wheel carrier is pivotable about a steering axis (A) and force-transmitting mounted on the coupling element (4) and the link (3) is pivotally connected to the coupling element (4) at one of its ends, so that forces introduced into the wheel carrier can be directed into the link via the coupling element. 2.Wheel suspension according to aspect 1, wherein the wheel carrier (2) is pivotally connected to the coupling element (4) at a first kinematic point (11) and pivotally and force-transmittingly connected to the coupling element (4) at a second kinematic point (12), wherein the two kinematic points (11, 12) define a straight steering axis (A) about which the wheel carrier can pivot. 3. Wheel suspension according to aspect 1 or 2, wherein the wheel suspension is designed as a double wishbone suspension, having a second link (8), wherein the first link (3) is designed as an upper wishbone and the second link (8) as a lower wishbone, wherein the wheel carrier (2) is pivotally mounted on the lower wishbone about the steering axis (A). 4. Wheel suspension according to aspect 2 or 3, wherein the articulated connection at the first kinematic point (11) is formed by means of a revolute joint and / or the articulated connection at the second kinematic point (12) is formed by means of a spherical bearing. 5.6. Wheel suspension according to one of the preceding aspects 2 to 4, wherein, viewed in a vehicle vertical axis (z), the first kinematic point (11) is arranged above the second kinematic point (12). 7. Wheel suspension according to one of the preceding aspects, comprising at least one damping element (21, 22, 23) for damping relative movements between a vehicle body and wheel-guiding components of the wheel suspension (1). 8. Wheel suspension according to aspect 6, wherein the at least one damping element (21, 22, 23) is supported directly or indirectly on the coupling element (4). 9. Wheel suspension according to aspect 7, wherein the coupling element (4) forms two mounting arms (41, 42) extending at an angle to the steering axis (A), on each of which a damping element (21, 23) is supported directly or indirectly.Wheel suspension according to aspect 7 or 8, wherein, viewed along the vehicle's vertical axis, one of the at least one damping element (22) is supported at a position at the body-side end at the bottom of the coupling element (4). Wheel suspension according to aspect 9, wherein, viewed along a vehicle's transverse axis, the axis of the damping element (22) supported at the bottom of the coupling element and the steering axis (A) lie in one plane. Wheel suspension according to one of the preceding aspects, wherein the coupling element (4) is at least partially C-shaped and at least partially surrounds the wheel carrier (4) at its upper end section.Linkage (3), in particular a transverse linkage for a wheel suspension according to one of aspects 1 to 11, comprising - at least two linkage arms (31, 32), wherein each of the two linkage arms (31, 32) has a coupling element-side end (33) and a body-side end (34), and wherein a respective kinematic point (35, 26, 37, 38) is arranged at the respective coupling element-side end (33) and at the respective body-side end (34), - a connecting structure (39) that connects the two linkage arms (31, 32) to each other, wherein the connecting structure (39) has at least one curvature (30) in a spatial direction, wherein this spatial direction is a vertical axis to a plane spanned by the at least four kinematic points (35, 36, 37, 38).Coupling element (4) for coupling a wheel carrier to a control arm of a wheel suspension, comprising: - at least two kinematic points (11, 12) which are arranged and configured to pivot a wheel carrier (2) about a steering axis (A), - wherein at least one of the two kinematic points (11, 12) is further configured to mount the wheel carrier (2) to the coupling element (4) in a force-transmitting manner, - at least one further kinematic point (13) which is arranged and configured to pivot a control arm (3), in particular a transverse control arm. Wheel carrier (2) for a wheel suspension, comprising at least two bearing sections (A-1, A-2) by means of which the wheel carrier (2) can be pivoted about a steering axis (A) on a coupling element (4) and can be mounted to the coupling element (4) in a force-transmitting manner.Vehicle (100) with a wheel suspension (1) according to one of aspects 1 to 11 or / and with a control arm (3) according to aspect 12 or / and with a coupling element (4) according to aspect 13 or / and a wheel carrier (2) according to aspect 14.

[0002] Reference symbol list: 1 Wheel suspension 2 Wheel carrier 3 First control arm 4 Coupling element 5 Through opening 6 Support element, support tube 7 Wheel mount 8 Second control arm 9 Lower universal joint 9a Third kinematic point 9b Fourth kinematic point 10 Felge11 First kinematic point 11a Pin 11b Bore 11c Bore 11d Rolling bearing 11e End element 11f Projection 11g Screws 11h Centering pin 11i Centering pin 12 Second kinematic point 12a Convex inner ring 12b Concave outer ring 12c Bearing eye 12d Bolt 12e Walls 12f Bores 12g Bearing sleeves 12h Bolt head 12i Counterpiece 12k Seal 13 Kinematic point 14 Kinematic point 14a Connection point 15 Connection point 16 Connection point 17 Wheel bearing unit 19 Drive shaft 20 Drive unit 21 Damping element, air spring 22 Damping element, shock absorber 23 Damping element, air spring 25 Raum26 Spring accumulator 27 Steering lever 30 Curve 31 Steering strut 32 Steering strut 33 Coupling-side end of the steering arm 34 Body-side end of the steering arm 35 Kinematic point 36 Kinematic point 37 Kinematic points 38 Kinematic point 39 Connection structure 40 Steering arm through-opening 41 Mounting arm 42 Mounting arm 100 Vehicle 101 Vehicle A Steering axle B Center axle C Center axle D Center axle E Center axle F Center axle G Hub axle H Spring axle M Center axle PS1 Planetary gear set PS2 Planetary gear set S1 Sun gear of first planetary gear set P1 Planet gears of first planetary gear set PT1 Planet carrier of first planetary gear set S2 Sun gear of second planetary gear set P2 Planet gears of second planetary gear set PT2 Planet carrier of second planetary gear set HO Ring gear of first and second planetary gear set GG Housing

Claims

Claims 1. Wheel suspension (1) for a vehicle comprising a wheel carrier (2), at least one first link (3) and a coupling element (4), wherein the wheel carrier is pivotably mounted about a steering axis (A) and force-transmitting on the coupling element (4) and the link (3) is pivotally connected at one of its ends to the coupling element (4) so ​​that forces introduced into the wheel carrier can be directed into the link via the coupling element.

2. Wheel suspension according to claim 1, wherein the wheel carrier (2) is pivotally connected to the coupling element (4) at a first kinematic point (11) and to the coupling element (4) at a second kinematic point (12) and force-transmitting, wherein the two kinematic points (11, 12) define a straight steering axis (A) about which the wheel carrier is pivotable. 3.Wheel suspension according to claim 1 or 2, wherein the wheel suspension is designed as a double wishbone suspension, comprising a second link (8), wherein the first link (3) is designed as an upper wishbone and the second link (8) is designed as a lower wishbone, wherein the wheel carrier (2) is pivotably mounted on the lower wishbone about the steering axis (A).

4. Wheel suspension according to claim 2 or 3, wherein the articulated connection at the first kinematic point (11) is formed by means of a pivot joint and / or the articulated connection at the second kinematic point (12) is formed by means of a spherical bearing.

5. Wheel suspension according to any one of the preceding claims 2 to 4, wherein, viewed in a vehicle vertical axis (z), the...

6. Wheel suspension according to one of the preceding claims, comprising at least one damping element (21, 22, 23) for damping relative movements between a vehicle body and wheel-guiding components of the wheel suspension (1).

7. Wheel suspension according to claim 6, wherein the at least one damping element (21, 22, 23) is supported directly or indirectly on the coupling element (4).

8. Wheel suspension according to claim 7, wherein the coupling element (4) forms two mounting arms (41, 42) extending at an angle to the steering axis (A), on each of which a damping element (21, 23) is supported directly or indirectly.

9. Wheel suspension according to claim 7 or 8, wherein, viewed in the vehicle's vertical axis, one of the at least one damping element (22) is supported at a position at the body-side end at the bottom of the coupling element (4).10.Wheel suspension according to claim 9, wherein, viewed in a transverse axis of the vehicle, the axis of the damping element (22) supported at the bottom of the coupling element and the steering axis (A) lie in one plane.

11. Wheel suspension according to any of the preceding claims, wherein the coupling element (4) is at least partially C-shaped and at least partially surrounds the wheel carrier (4) at its upper end section. 11.Wheel suspension according to one of the preceding claims, the control arm (3), in particular upper control arm, comprising: - at least two control arms (31, 32), wherein each of the two control arms (31, 32) has a coupling element-side end (33) and a body-side end (34), and wherein a respective kinematic point (35, 26, 37, 38) is arranged at the respective coupling element-side end (33) and at the respective body-side end (34), - a connecting structure (39) that connects the two control arms (31, 32) to each other, wherein the connecting structure (39) has at least one curvature (30) in a spatial direction, wherein this spatial direction is a vertical axis to a plane that is spanned by the at least four kinematic points (35, 36, 37, 38).

12. Wheel suspension according to claim 11, wherein the control arm (3) is mounted wider at a body-side end (34) than at a coupling element-side end (35).13.Wheel suspension according to claim 11 or 12, wherein the control arm is symmetrically designed when viewed from a top view, wherein preferably sections of the control arm struts (31, 32) and the connecting structure (39) of the control arm form an M-shaped profile when viewed from a top view.

14. Wheel suspension according to any one of the preceding claims, wherein the wheel carrier (2) and the coupling element (4) are coupled to each other in such a way that a spatial orientation of the coupling element (4) relative to the upper control arm is substantially maintained when the wheel carrier (2) pivots about the steering axis (A).

15. Vehicle (100) with a wheel suspension (1) according to any of the preceding claims.

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