DE102018207616B4 - Wheel suspension for a motor vehicle - Google Patents

Abstract

The invention relates to a wheel suspension (1) for a motor vehicle, having a wheel carrier (2) on which a wheel hub can be rotatably mounted or supported by means of a wheel bearing about a wheel hub axis (7), and having a spring strut (8) and a handlebar arrangement (9 ), which act on the wheel carrier (2) for coupling the wheel carrier (2) to a body of the motor vehicle, the link arrangement (9) being connected to the wheel carrier (2) via a first pivot bearing (10) and a second pivot bearing (11) is. It is provided that the spring strut (8) is mounted on the wheel carrier (2) by means of a bearing arrangement (18) so that it can rotate about a spring axis of rotation (19).

Description

The invention relates to a wheel suspension for a motor vehicle, with a wheel carrier on which a wheel hub is rotatably mounted or can be supported by means of a wheel bearing about a wheel hub axis of rotation, and with a spring strut and a handlebar arrangement which are connected to the wheel carrier for coupling the wheel carrier to a body of the motor vehicle attack, the handlebar assembly being connected to the wheel carrier via a first pivot bearing and a second pivot bearing.

The publication is, for example, from the prior art DE 10 2017 006 216 A1 known. This relates to a rear suspension device of a motor vehicle, in which a shock absorber is provided in a side view perpendicular to an H-shaped lower arm, respective axes of resilient bushings of pivoting sections configured to pivotably support an upper and lower arm on a vehicle body side, parallel to a standard line that extends in a vehicle longitudinal direction in a plan view, and an imaginary axial line that connects respective centers of a front and rear connection portion, through which the lower arm is connected to a wheel side, is configured obliquely forward and extend inside relative to the vehicle longitudinal direction.

The publication also shows DE 10 2010 060 909 A1 a wheel carrier for a motor vehicle, in which a holding device for a lower strut section of a strut is provided in axially spaced support elements provided with division slots. The support elements have screw connections arranged offset to one another by 180 °, so that the lower spring strut section can be clamped on the one hand on the front and on the other on the rear of the wheel carrier.

From the publication DE 10 2013 216 029 A1 a steerable front axle for wheels of a two-lane motor vehicle is known, the front axle having a steering gear, a wheel carrier, a lower wishbone, a spring strut and a steering linkage. The lower wishbone is connected to the wheel carrier on the wheel carrier side and is designed for connection to the vehicle body on the vehicle body side. The lower end section is supported on the lower wishbone. The steering linkage is connected on the wheel carrier side to a track lever arranged on the wheel carrier and on the steering gear side on the steering gear. The steering linkage is formed from at least one intermediate lever and at least two tie rods each connected to the intermediate lever, the intermediate lever being designed as a coupling and causing a kinematic coupling of the two tie rods. The intermediate lever is arranged on the suspension strut and / or is part of the suspension strut. The intermediate lever is preferably non-rotatably connected to the suspension strut and the suspension strut is supported on the lower wishbone such that it can rotate about its longitudinal suspension strut axis.

It is the object of the invention to propose a wheel suspension for a motor vehicle which has advantages over known wheel suspensions, in particular by providing extremely comfortable suspension by preventing a piston rod of the spring strut from bending.

This is achieved according to the invention with a wheel suspension for a motor vehicle with the features of claim 1. It is provided that the suspension strut acts directly on the wheel carrier and for this purpose is pivotally connected to the suspension strut by means of a bearing arrangement.

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

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

The wheel bearing is preferably designed as a roller bearing and in this respect has an inner ring and an outer ring, between which rolling elements are present to reduce friction. The inner ring is assigned to the wheel hub, in particular connected to the wheel hub, for example it is designed in one piece with it or fastened to it, whereas the outer ring is assigned to the wheel carrier, in particular is connected to the wheel carrier, for example is fastened to it. The outer ring is preferably present in the wheel bearing mount. In other words, the outer ring lies with his Outer peripheral surface on an inner peripheral surface of the wheel carrier which delimits the wheel bearing receptacle.

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

It is therefore not intended to rigidly or rotatably connect the suspension strut to the handlebar arrangement and to connect the suspension strut to the wheel carrier only indirectly via this. Rather, the strut acts directly on the wheel carrier. The shock absorber has at least one damper for damping the wheel carrier with respect to the body, and at least one spring for suspension.

In principle, the damper and the spring can be arranged with respect to one another, for example connected in series or in parallel. The strut is particularly preferably in the form of a McPherson strut. In this case, the spring strut not only serves for suspension or damping of the wheel or the wheel carrier, but also for guiding the wheel.

Furthermore, the wheel suspension has the handlebar arrangement, which, like the spring strut, serves to couple the wheel carrier to the body of the motor vehicle. Both the suspension strut and the handlebar arrangement are therefore connected on the one hand to the wheel carrier and on the other hand to the body. Like the suspension strut, the handlebar arrangement according to the invention acts directly on the wheel carrier or is directly rotatably mounted thereon. The linkage arrangement is connected to the wheel carrier by means of the first pivot bearing and the second pivot bearing.

With each of the pivot bearings, the handlebar arrangement is rotatably articulated on the wheel carrier. It is provided here, for example, that only one of the pivot bearings, for example the first pivot bearing, provides a direct connection between the handlebar arrangement and the wheel carrier. By contrast, an only indirect connection can be established via the second rotary bearing, for example via a coupling lever. This coupling lever is on the one hand rotatably mounted on the handlebar arrangement via the second pivot bearing and on the other hand connected to the wheel carrier, in particular by the coupling lever acting directly on the wheel carrier, in particular rigidly fastened to the wheel carrier or rotatably mounted on the wheel carrier.

For example, the wheel carrier arrangement creates a combination of a suspension strut, in particular a McPherson strut, and a control arm arrangement, in particular having a trapezoidal control arm or a plurality of control arm links. The handlebar arrangement is in a handlebar level, in particular in a lower handlebar level. Due to the use of the suspension strut, there is no need for a further link level, in particular an upper link level. Rather, the suspension strut takes over the wheel guidance in the transverse direction together with the handlebar arrangement. The handlebar arrangement also takes over the wheel guidance in the longitudinal direction.

The first pivot bearing and the second pivot bearing are preferably each designed as an elastomer bearing or rubber bearing. These allow a rotational movement about the strut axis of rotation, a translational and / or rotational deflection in another direction or about an axis of rotation different from the strut axis of rotation only resiliently within a certain range, for example with only slight play. An embodiment of the first pivot bearing and of the second pivot bearing as a fixed bearing, that is to say as a bearing that only allows the rotational movement, can be provided.

In particular in the case of a configuration of the suspension strut as a McPherson suspension strut, the suspension strut preferably takes over the wheel guidance in the transverse direction of the motor vehicle. Due to the weight of the motor vehicle, a piston rod of the shock absorber can bend, which in turn leads to a clamping of the shock absorber. In order to counteract this jamming, the spring of the spring strut is desaxated, that is to say arranged eccentrically with respect to a longitudinal central axis of the spring strut. In this way, a transverse force is generated which counteracts the bending of the piston rod.

This transverse force cannot, however, counteract dynamic forces which occur, for example, when the motor vehicle is accelerating and decelerating, so that the piston rod can in turn bend and thus reduce comfort when the shock absorber is deflected.

Such bending of the piston rod is avoided by means of the design of the wheel suspension according to the invention. In this respect, better compression behavior is achieved. For this purpose, the suspension strut is not rigidly connected to the wheel carrier or is only connected to it indirectly via the handlebar arrangement connected, but articulated by means of the bearing arrangement on the suspension strut axis of rotation on the wheel carrier. This ensures that the dynamic forces occurring during acceleration and deceleration are not supported via the spring strut, but rather via the handlebar arrangement.

The shock absorber, on the other hand, does not absorb these dynamic forces. The static forces that result from the weight of the motor vehicle and act in the transverse direction are still supported in a known manner by means of the spring strut. The deflection of the piston rod in the transverse direction is preferably reduced or even completely prevented in a likewise known manner by decaching the spring in the transverse direction, in particular only in the transverse direction.

The wheel carrier is particularly preferably only articulated on the suspension strut and the handlebar arrangement on the body. Other elements, such as a tie rod or a drive shaft, are not used to link the wheel carrier to the body in the sense of this description and are therefore not considered further. However, the tie rod and / or the drive shaft can optionally also be present. In addition to the handlebar arrangement, there is preferably no other handlebar. For example, the handlebar arrangement is present in a handlebar level or represents it. Preferably, no further handlebar level is implemented.

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

The design of the wheel suspension according to the invention enables the above-described compensation of dynamic forces with little structural effort. Accordingly, the bending of the piston rod of the shock absorber caused thereby is reliably largely or even completely prevented, so that loss of comfort when the shock absorber is deflected is avoided.

A further preferred embodiment of the invention provides that the link arrangement has a trapezoidal link, which the first pivot bearing and the second pivot bearing each directly engage, or that the link arrangement has a first link link and a second link link mounted on the first link link via a connection pivot bearing, wherein the first pivot bearing directly engages the first link arm and the second pivot bearing on the second link arm. The handlebar arrangement preferably has only the trapezoidal link or only the two stabilizer links, which can also be referred to as two-point links.

The trapezoidal link is connected to the wheel carrier via the two pivot bearings, 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 act directly on the trapezoidal link. As an alternative to the trapezoidal link, the first link link and the second link link are provided. The two stabilizer bars are rotatably supported on each other via the connection pivot bearing and at the same time each connected to the wheel carrier. The connection pivot bearing can be configured analogously to the first pivot bearing or the second pivot bearing as an elastomer bearing or rubber bearing.

Preferably, the first link arm acts directly on the wheel carrier via the first pivot bearing, whereas the second rod link is connected to the wheel carrier via the second pivot bearing, preferably only indirectly, for example via the coupling lever. The trapezoidal link enables a particularly rigid connection of the wheel carrier to the body, whereas the use of the two stabilizers enables the connection to be better coordinated and space advantages can also arise.

Each of the rod links can preferably be designed either as a wishbone or as a trailing arm. This means that the first link arm is available as a wishbone or as a trailing arm. The second link arm is also available as a wishbone or as a trailing arm. This results in the following embodiments: The first link arm and the second link arm are each designed as wishbones, the first link arm and the second link arm are each designed as trailing links or one of the link arms, either the first link arm or the second link arm, is located as a wishbone and the other of the link arms, i.e. either the second link arm or the first link arm, is present as a trailing arm. For the latter embodiment, there is a particularly good separation between cross-tuning and longitudinal tuning. There are also advantages in terms of installation space in the transverse direction.

A further embodiment of the invention provides that the suspension strut axis of rotation runs parallel to the wheel hub rotation axis or with at least one intersection with the wheel hub rotation axis and the suspension strut rotation axis intersecting imaginary plane includes an angle of at most 45 °. It was explained above that the wheel hub is rotatably mounted about the wheel hub axis of rotation with respect to the wheel carrier. In order to prevent the absorption of the dynamic forces caused by the acceleration and deceleration of the motor vehicle, the suspension strut axis of rotation should run parallel or at least substantially parallel to the wheel hub axis of rotation.

This means that the strut axis of rotation can coincide with the wheel hub axis of rotation. The suspension strut axis of rotation can, however, also be spaced parallel to the wheel hub axis of rotation or be arranged skewed to it or intersect it at an intersection. In any case, a plane receiving the wheel hub rotation axis can be arranged such that it intersects the suspension strut rotation axis in the at least one intersection. In such an arrangement of the plane, the strut axis of rotation encloses with it 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 °. The angle here means the smallest angle of the strut rotation axis and the plane. The plane is preferably parallel to the longitudinal direction of the motor vehicle, in this respect parallel to a vehicle longitudinal axis.

In other words, it is provided that the suspension strut axis of rotation runs exactly or at least approximately in the transverse direction of the motor vehicle when the motor vehicle is traveling straight ahead or a steering setting of the motor vehicle corresponding to the straight travel. The transverse direction is to be understood here as a direction which is different from the vertical direction of the motor vehicle and which is perpendicular to the longitudinal direction of the motor vehicle. It can be provided that the strut axis of rotation runs exactly in the transverse direction or includes with it the angle in the order of magnitude described above. With such an arrangement of the strut axis of rotation, absorption of the dynamic forces by the strut is prevented, whereas, at the same time, the static forces still present in the transverse direction are entered into the strut. Accordingly, compression of the shock absorber is ensured with a high level of comfort.

A further embodiment of the invention provides that the bearing arrangement has a plurality of strut pivot bearings which are spaced apart from one another in the axial direction with respect to the strut rotation axis. In principle, it can be provided that the bearing arrangement has only one single suspension strut bearing, by means of which the suspension strut is pivotably articulated on the wheel carrier. However, the plurality of spring strut bearings, in particular exactly two spring strut bearings or more than two spring strut bearings, are preferably present. With such a configuration, a particularly reliable and stable support of the spring strut on the wheel carrier is achieved.

In a further embodiment of the invention it can be provided that the suspension strut bearings are arranged on opposite sides of a boom of the wheel carrier and the suspension strut is articulated to the wheel carrier via the boom, or that the suspension strut bearing is fastened to the wheel carrier by means of a bolt which engages in the wheel carrier are. The boom represents a projection that projects beyond a base body of the wheel carrier. The wheel bearing receptacle already described above is formed in the base body, for example. The boom, for example, projects beyond the base body in the axial direction with respect to the axis of rotation of the wheel hub and / or the axis of rotation of the suspension strut. In particular, it is designed in such a way that the spring strut is spaced apart from the wheel bearing receptacle in the axial direction, that is to say is not in overlap with the latter.

With such an arrangement of the suspension strut on the wheel carrier, reliable wheel guidance of the wheel of the motor vehicle is realized. The shock absorber only engages with the boom on the wheel carrier or the base body. In this respect, no connection is provided or formed between the suspension strut and the base body bypassing the boom.

Alternatively, it can be provided that the strut pivot bearing or the spring strut pivot bearing is or are fastened to the wheel carrier by means of a bolt engaging in the wheel carrier. For this purpose, the pin reaches through the shock absorber pivot bearing or the shock absorber pivot bearing and then engages in the wheel carrier. In other words, the bolt on the one hand of the strut pivot bearing or the spring strut pivot bearing engages in the wheel carrier. The bolt is preferably designed as a threaded bolt and screwed into the wheel carrier for fastening.

A further preferred embodiment of the invention provides that in at least one position of the suspension strut with respect to the wheel carrier, a longitudinal center axis of the suspension strut intersects an axis of rotation of the first pivot bearing. In other words, the handlebar arrangement is supported at a point which is in the imaginary extension of the shock absorber. The first pivot bearing is preferably also connected to the wheel carrier via the extension arm or fastened to the latter. This provides a particularly reliable support for the Wheel carrier or a reliable wheel guidance achieved.

A further development of the invention provides that an axis of rotation of the second pivot bearing runs parallel to the axis of rotation of the first pivot bearing. The axes of rotation of the two rotary bearings can coincide or - alternatively - run parallel to one another at a distance. As a result, particularly reliable storage is achieved.

A further preferred embodiment of the invention provides that the handlebar arrangement is articulated via the second pivot bearing to a track lever of the wheel carrier or a further boom. Analogous to the boom, the track lever is present as a projection which starts from the base body of the wheel carrier. For example, the boom and the toe lever are arranged on opposite sides of the wheel carrier and in this respect are spaced apart from one another from the main body of the wheel carrier. The boom and the track lever are preferably present on opposite sides of an imaginary plane receiving the wheel hub axis of rotation. This plane preferably runs in the vertical direction of the motor vehicle. Such a configuration enables particularly good wheel guidance by means of the handlebar arrangement.

Alternatively, the handlebar arrangement can also engage the wheel carrier via the further arm, the further arm being different from the arm and preferably being at a distance from it. In such an embodiment, the track lever is formed, for example, by the boom or a projection extending from the boom, the tie rod being articulated thereon.

A further development of the invention provides that the second rotary bearing is articulated on the wheel carrier via a coupling lever which is rotatably mounted on the wheel carrier about an axis of the coupling lever. The second pivot bearing does not act directly on the wheel carrier, but only indirectly via the coupling lever. The coupling lever is therefore on the one hand connected to the second pivot bearing and in this respect rotatably mounted on the handlebar arrangement. On the other hand, the coupling lever is rotatably mounted on the wheel carrier, namely rotatable about the coupling lever axis of rotation. The coupling lever axis of rotation and the axis of rotation of the second rotary bearing are preferably spaced apart parallel to each other. With such a configuration of the wheel suspension, use of the track lever of the wheel carrier for connecting the handlebar arrangement is made possible, so that in the end there is a compact configuration of the wheel carrier.

A further embodiment of the invention provides that the coupling lever rotation axis is parallel to a tie rod rotation axis, about which a tie rod is rotatably mounted or can be supported on the wheel carrier. The tie rod is preferably rotatably mounted in the track lever of the wheel carrier, namely about the tie rod axis of rotation. If the handlebar arrangement is also connected via the track lever of the wheel carrier, it is advantageous to arrange the coupling lever axis of rotation and the tie rod axis of rotation 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 handlebar arrangement or the coupling lever are rotatably mounted on the track lever by means of a common pivot bearing. Here, for example, the tie rod on the one hand of the track lever and the link arrangement or the coupling lever on the other hand of the track lever are present, in particular in the axial direction with respect to the coupling lever axis of rotation or the track rod axis of rotation.

In the context of a further particularly preferred embodiment of the invention, it can be provided that the spring strut has a damper and a spring, the spring being offset with respect to the longitudinal central axis of the spring strut. This has already been pointed out above. The strut is particularly preferably configured as a McPherson strut. A transverse force is generated by means of the spring being offset with respect to the longitudinal center axis, which counteracts the already explained static forces which are brought about by the weight of the motor vehicle in the transverse direction. This at least partially or even completely prevents the piston rod of the spring strut from bending in the transverse direction.

Finally, it can be provided in a further development of the invention that the spring is unlocked with respect to the longitudinal central axis of the spring strut only in the transverse direction. In this way, 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 is explained in more detail below with reference to the exemplary embodiments shown in the drawing, without the invention being restricted. It shows:

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

The 1 shows a schematic representation of a wheel suspension 1 for a motor vehicle. The wheel suspension 1 has a wheel carrier 2 which, in the exemplary embodiment shown here, has a base body 3 has an outrigger 4 as well as a track lever 5 out. In the wheel carrier 2 , especially in the base body 3 , is a wheel bearing mount 6 trained to accommodate a wheel bearing. With the help of the wheel bearing, a wheel hub, not shown here, is about a wheel hub rotation axis 7 regarding the wheel carrier 2 rotatably mounted or storable. In addition to the wheel carrier 2 has the wheel suspension 1 via a shock absorber 8th and a handlebar assembly 9 , each 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 bearing 11 (not recognizable here) with the wheel carrier 2 connected. The two pivot bearings 10 and 11 are preferably designed as elastomer bearings or rubber bearings. The handlebar arrangement 9 has a trapezoidal link in the embodiment shown here 12 , on which the two pivot bearings 10 and 11 attack immediately. It can be seen that the handlebar assembly 9 or the trapezoidal link 12 via the first pivot bearing 10 directly on the wheel carrier 2 attacks or is articulated on it, namely preferably on the boom 4 ,

Via the second pivot bearing 11 is the handlebar arrangement 9 however only indirectly with the wheel carrier 2 connected, namely via a coupling lever 13 , On the one hand, this is via the second pivot bearing 11 rotatable on the handlebar arrangement 9 articulated and on the other hand to the wheel carrier 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 toggle 5 in front.

The strut 8th has a damper 15 as well as a spring 16 , The feather 16 leans on the 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 about a strut axis of rotation 19 , By means of the bearing arrangement 18 is the shock absorber 8th on the boom 4 hinged. In the embodiment shown here, the strut rotation axis runs 19 spaced parallel to the wheel hub axis of rotation 7 or closes the wheel hub axis with one 7 receiving plane an angle of at most 45 °, preferably significantly less. In other words, the strut axis of rotation 19 in a steering setting corresponding to a straight travel of the motor vehicle exactly or at least almost in the transverse direction of the motor vehicle.

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

It can also be seen that the coupling lever 13 about a coupling lever axis of rotation 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 which the tie rod 14 rotatable on the wheel carrier 2 is stored. The coupling lever axis of rotation 25 is therefore parallel to the tie rod axis of rotation 26 , However, it can also be provided that the coupling lever axis of rotation 25 and the tie rod axis of rotation 26 do not coincide and are, for example, arranged at a distance from one another in parallel, intersect at an angle or are skewed to one another.

The 2 shows the first embodiment of the wheel suspension 1 in an alternative representation. Reference is made in full to the above statements. The connection of the coupling lever can be seen here in particular 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 wheel suspension 1 , This is basically similar to the first embodiment, so that reference is made to the above statements and only the differences are discussed below. These are that the handlebar assembly 9 instead of the trapezoidal link 12 a first stabilizer 22 and a second handlebar 23 having. The two stabilizers 22 and 23 are via a connection pivot bearing 24 pivotally or rotatably connected to each other. The first stabilizer 22 is about the first pivot bearing 10 and the second stabilizer 23 via the second pivot bearing 11 with the wheel carrier 2 connected. The first stabilizer 22 preferably reaches over the first pivot bearing 10 directly on the wheel carrier 2 on, whereas the second stabilizer 23 only indirectly with the wheel carrier 2 is connected, namely via the coupling lever 13 ,

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

Claims (10)

Wheel suspension (1) for a motor vehicle, with a wheel carrier (2) on which a wheel hub can be rotated or supported by means of a wheel bearing about a wheel hub axis of rotation (7), and with a spring strut (8) and a handlebar arrangement (9) which attack the wheel carrier (2) for coupling the wheel carrier (2) to a body of the motor vehicle, the handlebar arrangement (9) being connected to the wheel carrier (2) via a first pivot bearing (10) and a second pivot bearing (11), characterized in that that the spring strut (8) acts directly on the wheel carrier (2) and is mounted on the wheel carrier (2) for this purpose by means of a bearing arrangement (18) so as to be rotatable about an axis of rotation of the strut (19). Suspension according to Claim 1 , characterized in that the link arrangement (9) has a trapezoidal link (12) on which the first pivot bearing (10) and the second pivot bearing (11) each directly engage, or that the link arrangement (9) has a first link link (22) and has a second link arm (23) mounted on the first link arm (22) via a connecting pivot bearing (24), the first pivot bearing (10) on the first link arm (22) and the second pivot bearing (11) on the second link arm (23) attacks directly. Wheel suspension according to one of the preceding claims, characterized in that the strut rotation axis (19) runs parallel to the wheel hub rotation axis (7) or with an imaginary plane which receives the wheel hub rotation axis (7) and intersects the suspension strut rotation axis (19) in at least one intersection 45 ° includes. Wheel suspension according to one of the preceding claims, characterized in that the bearing arrangement (18) has a plurality of strut pivot bearings (20, 21) which are spaced apart from one another in the axial direction with respect to the strut rotation axis (19). Wheel suspension according to one of the preceding claims, characterized in that the suspension strut bearings (20, 21) are arranged on opposite sides of a boom (4) of the wheel carrier (2) and the spring strut (8) via the boom (4) on the wheel carrier (2 ) is articulated, or that the suspension strut bearings are fastened to the wheel carrier by means of a bolt engaging in the wheel carrier. Wheel suspension according to one of the preceding claims, characterized in that the handlebar arrangement (9) is articulated via the second pivot bearing (11) to a track lever (5) or a further arm of the wheel carrier (2). Wheel suspension according to one of the preceding claims, characterized in that the second rotary bearing (11) is articulated on the wheel carrier (2) via a coupling lever (13) rotatably mounted on the wheel carrier (2) about a coupling lever axis of rotation (25). Wheel suspension according to one of the preceding claims, characterized in that the coupling lever axis of rotation (25) is parallel to a tie rod axis of rotation (26) about which a tie rod (14) is rotatably mounted or storable on the wheel carrier (2). Wheel suspension according to one of the preceding claims, characterized in that the spring strut (8) has a damper (15) and a spring (16), the spring (16) being offset with respect to the longitudinal central axis of the spring strut (8). Wheel suspension according to any one of the preceding claims, characterized in that the spring (16) is offset only with respect to the longitudinal central axis of the spring strut (8) in the transverse direction.

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