DE102018207616A1 - Wheel suspension for a motor vehicle - Google Patents

Abstract

The invention relates to a wheel suspension (1) for a motor vehicle, with a wheel carrier (2) on which a wheel hub is rotatably mounted or storable by means of a wheel bearing about a wheel spin axis (7) and with a strut (8) and a link arrangement (9 ), which engage the wheel carrier (2) for coupling the wheel carrier (2) with a body of the motor vehicle, wherein the link assembly (9) via a first pivot bearing (10) and a second pivot bearing (11) connected to the wheel carrier (2) is. It is provided that the strut (8) by means of a bearing assembly (18) about a Federbeindrehachse (19) is rotatably mounted on the wheel carrier (2).

Description

The invention relates to a suspension for a motor vehicle, comprising a wheel carrier, on which a wheel hub is rotatably mounted or storable by means of a wheel bearing about a Radnabendrehachse, and with a strut and a link assembly on the wheel carrier for coupling the wheel carrier with a body of the motor vehicle attack, wherein the link assembly is connected via a first pivot bearing and a second pivot bearing with the wheel carrier.

From the prior art, for example, the publication DE 10 2017 006 216 A1 known. This relates to a rear suspension apparatus of a motor vehicle in which a shock absorber is provided in a side view perpendicular to an H-shaped lower arm, parallel to respective axes of resilient bushes of pivotal portions pivotally supporting upper and lower arms on a vehicle body side being a standard line extending in a plan view in a vehicle longitudinal direction and an imaginary axial line connecting respective centers of a front and rear connecting portion, via which the lower arm is connected to a wheel side, is configured obliquely forward and extend inside relative to the vehicle longitudinal direction.

Furthermore, the document shows DE 10 2010 060 909 A1 a wheel carrier for a motor vehicle, in which a holding device for a lower strut portion of a shock absorber is provided in axially spaced-apart provided with dividing slots support elements. The support elements have 180 ° staggered to each other arranged glands, so that the lower strut section on the one hand on the front and the other on the back of the wheel carrier is clamped fixable.

It is an object of the invention to propose a suspension for a motor vehicle, which has advantages over known suspensions, in particular by preventing bending of a piston rod of the shock absorber provides an extremely comfortable suspension.

This is inventively achieved with a suspension for a motor vehicle having the features of claim 1. It is provided that the shock absorber is articulated by means of a bearing assembly about a strut axis rotatably mounted on the wheel carrier.

The suspension serves to connect at least one wheel to a body of the motor vehicle. The suspension is preferably provided for suspension, in particular the resilient suspension of the wheel with respect to the body and designed. The wheel is rotatably mounted on the wheel carrier of the suspension. For this purpose, the wheel is fastened or fastened to a wheel hub, which is finally mounted rotatably after assembly of the wheel suspension, in particular on the motor vehicle, by means of a wheel bearing on the wheel carrier. The wheel carrier has, for example, a wheel bearing mount, which can be designed as an opening, in particular as an edge-closed opening in the wheel carrier.

In the wheel bearing mount the wheel bearing is arranged. In addition, the wheel hub and / or a rotatably coupled with her shaft engages at least partially in the wheel bearing. Particularly preferably, the wheel hub and / or the shaft, in particular together, pass through the wheel bearing receptacle in the axial direction with respect to the axis of rotation of the wheel hub at least partially, in particular completely.

The wheel bearing is preferably designed as a rolling bearing and has in this respect an inner ring and an outer ring, between which there are rolling elements for reducing friction. The inner ring is assigned to the wheel hub, in particular connected to the wheel hub, for example, it is integral with it or attached to it, whereas the outer ring is assigned to the wheel, in particular connected to the wheel, for example attached to it. In this case, the outer ring is preferably in the wheel bearing. In other words, the outer ring abuts with its outer circumferential surface against an inner peripheral surface of the wheel carrier which delimits the wheel bearing receptacle.

For damping and suspension of the wheel carrier with respect to the body, the strut is present. This is connected on the one hand with the wheel and on the other hand with the body. In known suspension the strut is either rigidly attached to the wheel or engages the handlebar assembly, so it is only indirectly connected via the handlebar assembly with the wheel. According to the invention, however, it is now provided that the shock absorber engages directly on the wheel carrier and is rotatably articulated thereto by means of the bearing assembly on the wheel carrier.

It is therefore not intended to rigidly or rotatably connect the strut with the link assembly and produce only indirectly via this the connection of the shock absorber to the wheel. Rather, the strut engages directly on the wheel. To damp the wheel carrier with respect to the body, the strut has at least one damper, for suspension via at least one spring.

In principle, the damper and the spring can be arranged as desired to each other, for example, be connected to each other in series or in parallel. Particularly preferred is the strut as McPherson strut before. In this case, the strut is not only a suspension or damping of the wheel or the wheel carrier, but also a guide of the wheel.

Furthermore, the suspension on the handlebar assembly, which serves as the shock absorber of the coupling of the wheel carrier with the body of the motor vehicle. Both the strut and the handlebar assembly are therefore connected on the one hand with the wheel and on the other hand with the body. Like the strut, the handlebar assembly according to the invention engages directly on the wheel or is mounted on this directly rotatable. The connection of the linkage arrangement to the wheel carrier takes place by means of the first pivot bearing and the second pivot bearing.

With each of the pivot bearing the link assembly is rotatably articulated to the wheel carrier. In this case, it is provided, for example, that only via one of the rotary bearings, for example the first rotary bearing, there is a direct connection between the handlebar arrangement and the wheel carrier. On the other hand, a merely indirect connection can be made via the second pivot bearing, for example via a coupling lever. This coupling lever is rotatably mounted on the one hand via the second pivot bearing on the handlebar assembly and on the other hand connected to the wheel, in particular by the coupling lever engages directly on the wheel, in particular rigidly attached to the wheel or rotatably mounted on the wheel.

For example, with the Radträgeranordnung a combination of strut, in particular McPherson strut, and a handlebar assembly, in particular a trapezoidal link or a plurality of bar counter having created. The link arrangement is present in a link plane, in particular in a lower link plane. Due to the use of the shock absorber, a further link level, in particular an upper link plane, can be dispensed with. Rather, the strut takes over the wheel in the transverse direction together with the handlebar assembly. The handlebar assembly additionally assumes the wheel guidance in the longitudinal direction.

The first rotary bearing and the second rotary bearing are preferably designed in each case as elastomeric bearings or rubber bearings. These allow a rotational movement about the spring axis, a translational and / or rotational deflection in another direction or about a different axis of rotation of the torsion axis of rotation only resilient within a certain range, for example, with only a small amount of play. Also, an embodiment of the first pivot bearing and the second pivot bearing as a fixed bearing, so as only the rotational movement permitting bearing can be provided.

In particular, in one embodiment of the strut as McPherson strut, the strut takes over the wheel preferably in the transverse direction of the motor vehicle. Due to the weight of the motor vehicle, bending of a piston rod of the strut may occur, which in turn results in jamming of the strut. To counteract this terminal, the spring of the strut is desachsiert, so arranged relative to a longitudinal central axis of the strut eccentric. As a result, a transverse force is generated, which counteracts the bending of the piston rod.

However, dynamic forces which occur, for example, during acceleration and deceleration of the motor vehicle can not counteract this transverse force, which in turn can lead to bending of the piston rod and thus to loss of comfort during compression of the shock absorber.

Such bending of the piston rod is avoided by means of the inventive design of the suspension. In that regard, a better compression behavior is achieved. For this purpose, the shock absorber is not rigidly connected to the wheel carrier or only indirectly connected via the link assembly to him, but articulated by means of the bearing assembly to the Federbeindrehachse rotatable on the wheel carrier. This ensures that occurring during acceleration and deceleration dynamic forces are not supported by the strut, but rather on the handlebar assembly.

The strut, however, does not absorb these dynamic forces. The static forces that result from the weight of the motor vehicle and acting in the transverse direction are further supported in a known manner by means of the strut. The bending of the piston rod in the transverse direction is preferably reduced in a likewise known manner by offsetting the spring in the transverse direction, in particular only in the transverse direction, or even completely prevented.

Particularly preferably, the wheel carrier is articulated only on the strut and the handlebar assembly on the body. Other elements, such as a tie rod or a drive shaft, do not serve the articulation of the wheel carrier to the body in the sense of this description and are therefore not considered further. The tie rod and / or the drive shaft, however, may optionally be additionally present. Preferably, in addition to the link assembly, no other link exists. For example, this is the handlebar assembly in a link level before or represents this. Preferably, no further link level is realized.

In addition, the link assembly is preferably connected only via the first pivot bearing and the second pivot bearing with the wheel carrier. The link arrangement represents, for example, a link plane, in particular a lower link plane. In addition to this link level, no further link plane is formed, so that, for example, an upper link plane within the scope of the suspension according to the invention is preferably eliminated.

The inventive design of the suspension allows with little design effort already described above compensation of dynamic forces. Accordingly, caused by these bending of the piston rod of the shock absorber is reliably largely or even completely prevented, so that comfort loss during compression of the shock absorber are avoided.

A further preferred embodiment of the invention provides that the link assembly comprises a trapezoidal link on which the first pivot bearing and the second pivot bearing each attack directly, or that the link assembly comprises a first rod link and a second rod link mounted on the first rod link via a connecting pivot bearing, wherein the first pivot bearing on the first rod link and the second pivot bearing on the second rod link directly attacks. Preferably, the handlebar assembly has only the trapezoidal link or exclusively on the two rod link, which can also be referred to as two-point link.

The trapezoidal link is connected via the two pivot bearings to the wheel carrier, preferably directly via the first pivot bearing and indirectly via the second pivot bearing, for example via the coupling lever. In any case, the two pivot bearings engage directly on the trapezoidal link. As an alternative to the trapezoidal link, the first rod link and the second rod link are provided. The two bar counters are rotatably supported by the connecting rotary bearing and simultaneously connected to the wheel carrier. The connecting rotary bearing can be designed as an elastomer bearing or rubber bearing analogous to the first pivot bearing or the second pivot bearing.

Preferably, the first rod link engages on the first pivot bearing directly on the wheel carrier, whereas the second rod link is connected via the second pivot bearing to the wheel carrier, preferably only indirectly, for example via the coupling lever. The trapezoidal link allows a particularly rigid connection of the wheel carrier to the body, whereas the use of the two bar counters allow better coordination of the connection and also can result in space advantages.

Each of the bar counter can preferably be designed either as a wishbone or as a trailing arm. This means that the first rod link is available as a wishbone or trailing arm. Likewise, the second rod link is as a wishbone or as a trailing arm. This results in the following embodiments: The first rod link and the second rod link are each configured as a wishbone, the first rod link and the second rod link are each designed as a trailing arm or one of the rod link, either the first rod link or the second rod link, as a wishbone and the other one of the bar counterbore, ie either the second bar counterbore or the first bar counterbore, is present as trailing arm. For the latter embodiment, there is a particularly good separation between cross-tuning and longitudinal tuning. Also results in space advantages in the transverse direction.

A further embodiment of the invention provides that the Federbeindrehachse parallel to the Radnabendrehachse or with a Radnabendrehachse receiving and the Federbeindrehachse in at least one intersecting point imaginary plane includes an angle of at most 45 °. It was explained above that the wheel hub is rotatably mounted with respect to the wheel carrier about the Radnabendrehachse. In order to prevent the absorption of the dynamic forces caused by the acceleration and deceleration of the motor vehicle, the spring torsion axis should run parallel or at least substantially parallel to the wheel spin axis.

This means that the Federbeindrehachse can coincide with the Radnabendrehachse. However, the Federbeindrehachse may also be spaced parallel to the Radnabendrehachse or skewed to this arranged or cut them at an intersection. In any case, a Radnabendrehachse receiving plane can be arranged such that it intersects the Federbeindrehachse in the at least one intersection. With such an arrangement of the plane, the torsion axis of rotation with it encloses the angle which is at most 45 °, at most 30 °, at most 15 °, at most 10 °, at most 5 °, at most 2.5 ° or at most 1 °. Under the angle here is the smallest angle of the Federbeindrehachse and the plane to understand. The plane lies preferably parallel to the longitudinal direction of the motor vehicle, so far in this respect parallel to a vehicle longitudinal axis, before.

In other words, it is provided that the Federbeindrehachse runs in a straight ahead of the motor vehicle or a corresponding straight ahead steering adjustment of the motor vehicle, the Federbeindrehachse exactly or at least approximately in the transverse direction of the motor vehicle. The transverse direction here is to be understood as meaning a direction different from the vertical direction of the motor vehicle and perpendicular to the longitudinal direction of the motor vehicle. It can be provided that the spring-locking axis runs exactly in the transverse direction or with it encloses the angle in the above-described order of magnitude. With such an arrangement of Federbeindrehachse a recording of the dynamic forces of the strut is suppressed, whereas at the same time the remaining static forces are transversely registered in the strut. Accordingly, a compression of the strut with high comfort is ensured.

A further embodiment of the invention provides that the bearing arrangement has a plurality of spaced apart in the axial direction with respect to the Federbeindrehachse Federbeindrehlager. In principle, it can be provided that the bearing arrangement has only one single spring-loaded bearing, via which the spring strut is pivotably connected to the wheel carrier. Preferably, however, the plurality of Federbeindrehlager, in particular exactly two Federbeindrehlager or more than two Federbeindrehlager, before. With such a configuration, a particularly reliable and stable support of the strut is achieved on the wheel.

In a further embodiment of the invention can be provided that the Federbeindrehlager are arranged on opposite sides of a boom of the wheel carrier and the strut is articulated via the boom to the wheel carrier, or that the Federbeindrehlager secured by means of a bolt engaging in the wheel carrier on the wheel are. The boom represents a projection which projects beyond a base body of the wheel carrier. In the main body, for example, the wheel bearing receptacle already described above is formed. The boom is, for example, in the axial direction with respect to the Radnabendrehachse and / or the Federbeindrehachse on the base body over. In particular, it is designed such that the spring strut is present in the axial direction spaced from the wheel bearing, so it is not in overlap with this.

With such an arrangement of the shock absorber on the wheel carrier a reliable wheel guidance of the wheel of the motor vehicle is realized. The strut engages exclusively on the boom on the wheel or the body. It is so far provided no connection between the strut and the body, bypassing the boom or trained.

Alternatively, it can be provided that the Federbeindrehlager or the Federbeindrehlager is attached by means of a bolt engaging in the wheel carrier on the wheel carrier or are. For this purpose, the bolt passes through the spring block bearing or the spring block bearing and then engages in the wheel carrier. In other words, the bolt engages on the one hand of the Federbeindrehlagers or Federbeindrehlager in the wheel. The bolt is preferably designed as a threaded bolt and screwed for mounting in the wheel carrier.

A further preferred embodiment of the invention provides that in at least one position of the strut with respect to the wheel carrier a longitudinal center axis of the strut intersects a rotational axis of the first pivot bearing. In other words, the handlebar assembly is supported at a position that is present in imaginary extension of the shock absorber. Preferably, the first pivot bearing is also connected via the boom to the wheel carrier or attached thereto. As a result, a particularly reliable support of the wheel carrier or a reliable wheel guidance is achieved.

A further development of the invention provides that an axis of rotation of the second pivot bearing extends parallel to the axis of rotation of the first pivot bearing. Here, the axes of rotation of the two pivot bearings may coincide or - alternatively - spaced parallel to each other. As a result, a particularly reliable storage is achieved.

A further preferred embodiment of the invention provides that the link assembly is articulated via the second pivot bearing to a track lever of the wheel carrier or another boom. The toggle is analogous to the boom as a projection, which emanates from the main body of the wheel carrier. For example, the boom and the track lever are arranged on opposite sides of the wheel carrier and go so far apart from each other from the main body of the wheel carrier. Preferably, the boom and the track lever on opposite sides of the Radnabendrehachse receiving imaginary plane before. This plane preferably runs in the vertical direction of the motor vehicle. Such Design allows a particularly good wheel control means of the handlebar assembly.

Alternatively, the handlebar assembly can also attack on the wheel carrier via the further arm, wherein the further arm is different from the arm and is preferably located at a distance from it. In such an embodiment, the track lever is formed, for example, by the boom or an outgoing from the boom projection, wherein the tie rod is hinged thereto.

A further development of the invention provides that the second pivot bearing is articulated to the wheel carrier via a coupling lever which is rotatably mounted on the wheel carrier via a coupling lever rotational axis. The second pivot bearing attacks so far not directly on the wheel, but only indirectly via the coupling lever. The coupling lever is therefore on the one hand connected to the second pivot bearing and so far rotatably mounted on the link assembly. On the other hand, the coupling lever is rotatably mounted on the wheel carrier, namely rotatable about the coupling lever pivot axis. The coupling lever pivot axis and the axis of rotation of the second pivot bearing are preferably arranged at a distance parallel to one another. With such an embodiment of the suspension, use of the toggle lever of the wheel carrier for connecting the linkage arrangement is made possible, so that ultimately there is a compact design of the wheel carrier.

A further embodiment of the invention provides that the coupling lever rotational axis is parallel to a tie rod rotational axis about which a tie rod is rotatably mounted on the wheel carrier or storable. The tie rod is preferably rotatably mounted in the toggle lever of the wheel carrier, namely to the tie rod rotation axis. If the link arrangement is also connected via the track lever of the wheel carrier, it is advantageous to arrange the coupling lever rotational axis and the tie rod rotational axis parallel to one another, in particular in such a way that they fall into one another. As a result, the track lever can be made particularly compact. For example, the tie rod and the link assembly or the coupling lever are rotatably supported by means of a common pivot bearing on the track lever. Here, for example, is the tie rod on the one hand of the toggle lever and the link assembly or the coupling lever on the other hand of the toggle lever, in particular in the axial direction with respect to the coupling lever pivot axis or the toggle rod axis of rotation.

In the context of a further particularly preferred embodiment of the invention can be provided that the strut has a damper and a spring, wherein the spring is desachsiert with respect to the longitudinal center axis of the strut. This has already been pointed out above. The strut is particularly preferably designed as a McPherson strut. By means of the desalination of the spring with respect to the longitudinal central axis, a transverse force is generated, which is opposite to the already explained static forces, which are caused by the weight of the motor vehicle in the transverse direction. As a result, the bending of the piston rod of the shock absorber in the transverse direction is at least partially or even completely avoided.

Finally, it can be provided in a development of the invention that the deshorting of the spring with respect to the longitudinal center axis of the shock absorber is exclusively in the transverse direction. As a result, the bending of the piston rod of the shock absorber is prevented in a particularly advantageous manner.

• 1 eine schematische Darstellung einer Radaufhängung für ein Kraftfahrzeug in einer ersten Ausführungsform,
• 2 eine schematische Darstellung der ersten Ausführungsform der Radaufhängung in einer alternativen Ansicht,
• 3 eine schematische Darstellung einer zweiten Ausführungsform der Radaufhängung, sowie
• 4 eine schematische Darstellung der zweiten Ausführungsform der Radaufhängung in einer alternativen Ansicht.

The invention will be explained in more detail with reference to the embodiments illustrated in the drawings, without any limitation of the invention. Showing:

• 1 a schematic representation of a suspension for a motor vehicle in a first embodiment,
• 2 a schematic representation of the first embodiment of the suspension in an alternative view,
• 3 a schematic representation of a second embodiment of the suspension, and
• 4 a schematic representation of the second embodiment of the suspension in an alternative view.

The 1 shows a schematic representation of a suspension 1 for a motor vehicle. The suspension 1 has a wheel carrier 2 on, which in the embodiment shown here on a base body 3 has, from which a boom 4 as well as a track lever 5 out. In the wheel carrier 2 , in particular in the basic body 3 , is a wheel bearing mount 6 designed for receiving a wheel bearing. By means of the wheel bearing is not shown here wheel hub about a Radnabendrehachse 7 concerning the wheel carrier 2 rotatably mounted relays storable. In addition to the wheel carrier 2 has the wheel suspension 1 over a strut 8th and a handlebar assembly 9 , each one a coupling of the wheel carrier 2 serve with a body of the motor vehicle.

The handlebar arrangement 9 is about a first pivot bearing 10 and a second pivot 11 (not visible here) with the wheel carrier 2 connected. The two pivot bearings 10 and 11 are preferably as Elastomeric bearings or rubber bearings designed. The handlebar arrangement 9 has a trapezoidal link in the embodiment shown here 12 on which the two pivot bearings 10 and 11 attack each directly. It can be seen that the handlebar arrangement 9 or the trapezoidal link 12 over the first pivot bearing 10 directly on the wheel carrier 2 engages or hinged to it, namely preferably on the boom 4 ,

About the second pivot bearing 11 is the handlebar assembly 9 however, only indirectly with the wheel carrier 2 connected, namely via a coupling lever 13 , This is on the one hand on the second pivot bearing 11 rotatable on the handlebar assembly 9 hinged and on the other hand on the wheel 2 , preferably on the track lever 5 , The coupling lever is preferred 13 and a tie rod 14 by means of a common bearing on the track lever 5 rotatably mounted. Here are the coupling lever 13 and the tie rod 14 on opposite sides of this track lever 5 in front.

The strut 8th has a damper 15 as well as a spring 16 , The spring 16 relies on her the wheel carrier 2 facing side on a spring plate 17 from. The strut 8th is about a bearing arrangement 18 rotatable on the wheel carrier 2 stored, namely a Federbeindrehachse 19 , By means of the bearing arrangement 18 is the strut 8th for this purpose on the boom 4 hinged. In the embodiment shown here, the Federbeindrehachse runs 19 spaced parallel to the Radnabendrehachse 7 or concludes with a wheel spin axis 7 an angle of at most 45 °, preferably significantly less, a receiving plane. In other words, the Federbeindrehachse 19 at a straight-ahead driving of the motor vehicle corresponding steering adjustment exactly or at least almost in the transverse direction of the motor vehicle before.

The bearing arrangement 18 has several Federbeindrehlager 20 and 21 on opposite sides of the jib 4 are arranged. a longitudinal center axis of the strut, not shown here 8th runs for example by the boom 4 through, while the Federbeindrehlager 20 and 21 on opposite sides of this longitudinal central axis on the boom 4 attack. It can be seen that the first pivot 10 below the strut 8th is arranged and also on the boom 4 attacks. Preferably, the longitudinal center axis of the shock absorber cuts 8th in at least one position of the strut 8th the axis of rotation of the first pivot bearing 10 To a particularly stable support of the wheel carrier 2 or to achieve a reliable wheel guidance.

It can also be seen that the coupling lever 13 around a coupling lever pivot 25 rotatable on the wheel carrier 2 is stored. The coupling lever axis of rotation 25 falls in the embodiment shown here with a tie rod rotation axis 26 together, around the tie rod 14 rotatable on the wheel carrier 2 is stored. The coupling lever axis of rotation 25 is thus parallel to the tie rod rotation axis 26 , However, it can also be provided that the coupling lever pivot axis 25 and the tie rod rotation axis 26 do not coincide and, for example, are arranged at a distance from one another parallel to one another, intersect each other at an angle or are skewed relative to one another.

The 2 shows the first embodiment of the suspension 1 in an alternative representation. Full reference is made to the foregoing. To recognize here is in particular the connection of the coupling lever 13 to the handlebar assembly 9 by means of the second pivot bearing 11 ,

The 3 shows a schematic representation of a second embodiment of the suspension 1 , This is basically constructed similar to the first embodiment, so reference is made to the above statements and will be discussed below only the differences. These are that the handlebar assembly 9 instead of the trapezoidal link 12 a first bar-end 22 and a second staff core 23 having. The two staffs 22 and 23 are about a connection bearing 24 pivotally connected or rotatable with each other. The first staff member 22 is about the first pivot 10 and the second staff member 23 over the second pivot 11 with the wheel carrier 2 connected. The first staff member 22 preferably engages over the first pivot bearing 10 directly on the wheel carrier 2 whereas the second bar counter 23 only indirectly with the wheel carrier 2 is connected, namely via the coupling lever 13 ,

The 4 shows the second embodiment of the suspension 1 in a schematic representation, wherein an alternative view is shown. Reference is made to the above statements.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102017006216 A1 [0002]
• DE 102010060909 A1 [0003]

Claims (10)

Wheel suspension (1) for a motor vehicle, comprising a wheel carrier (2) on which a wheel hub is rotatably mounted or storable by means of a wheel bearing about a Radnabendrehachse (7), and with a strut (8) and a link assembly (9), the engage the wheel carrier (2) for coupling the wheel carrier (2) with a body of the motor vehicle, wherein the link assembly (9) via a first pivot bearing (10) and a second pivot bearing (11) with the wheel carrier (2) is connected, characterized in that the suspension strut (8) is mounted rotatably on the wheel carrier (2) by means of a bearing arrangement (18) about a spring deflection axis (19). Suspension to Claim 1 , characterized in that the link assembly (9) comprises a trapezoidal link (12) on which the first pivot bearing (10) and the second pivot bearing (11) each attack directly, or that the link assembly (9) has a first rod link (22) and a second rod link (23) mounted on the first rod link (22) via a connecting rotary bearing (24), wherein the first pivot bearing (10) on the first rod link (22) and the second pivot bearing (11) on the second rod link (23) immediately attacks. Wheel suspension according to one of the preceding claims, characterized in that the Federbeindrehachse (19) parallel to the Radnabendrehachse (7) or with a Radnabendrehachse (7) receiving and the Federbeindrehachse (19) in at least one intersecting point imaginary plane an angle of at most 45 °. Wheel suspension according to one of the preceding claims, characterized in that the bearing arrangement (18) has a plurality in the axial direction with respect to the Federbeindrehachse (19) spaced from each other Federbeindrehlager (20,21). Wheel suspension according to one of the preceding claims, characterized in that the Federbeindrehlager (20,21) on opposite sides of a cantilever (4) of the wheel carrier (2) are arranged and the strut (8) via the boom (4) on the wheel carrier (2 ) Is hinged, or that the Federbeindrehlager are fastened by means of a bolt engaging in the wheel carrier on the wheel carrier. Wheel suspension according to one of the preceding claims, characterized in that the link assembly (9) via the second pivot bearing (11) to a toggle lever (5) or a further arm of the wheel carrier (2) is articulated. Wheel suspension according to one of the preceding claims, characterized in that the second pivot bearing (11) is articulated to the wheel carrier (2) via a coupling lever (13) mounted rotatably on the wheel carrier (2) about a coupling lever pivot axis (25). Wheel suspension according to one of the preceding claims, characterized in that the coupling lever pivot axis (25) is parallel to a tie rod rotational axis (26) about which a tie rod (14) rotatably mounted on the wheel carrier (2) or storable. Wheel suspension according to one of the preceding claims, characterized in that the strut (8) has a damper (15) and a spring (16), wherein the spring (16) is desachsiert with respect to the longitudinal center axis of the strut (8). Wheel suspension according to one of the preceding claims, characterized in that the desalination of the spring (16) with respect to the longitudinal center axis of the strut (8) is present exclusively in the transverse direction.

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