DE102018213286A1 - Multi-link independent suspension system with integrated spring and steering function for electric vehicles or vehicles with gas tanks - Google Patents

Abstract

The invention relates to an independent wheel suspension system (28) of a motor vehicle (10) with an electric drive train and / or a gas tank for storing a fuel. The independent wheel suspension system (28) has a left multi-link wheel suspension (30a) and a right multi-link wheel suspension (30b) with links (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b), each on a chassis (16) of the motor vehicle (10) and can be articulated on a wheel carrier end on a wheel carrier (24a, 24b), and a transverse leaf spring (40) for suspension of a body of the motor vehicle (10). According to the invention, the transverse leaf spring (40) can be pivotally connected at the end to in each case one of two wheel carriers (24a, 24b) lying opposite in the transverse direction and can be operatively connected to a steering device of the motor vehicle (10).

Description

The invention relates to an independent wheel suspension system of a motor vehicle with an electric drive train or a gas tank for storing a fuel according to the preamble of claim 1, comprising a left and a right multi-link wheel suspension and a transverse leaf spring for suspension of a body of the motor vehicle.

In the field of motor vehicle technology, motor vehicles are known whose main drive contains an electric drive train with an electric motor which can be operated by means of an electric current generated by an electrochemical energy store or energy converter. The electrochemical energy store or energy converter can be formed, for example, by at least one rechargeable battery, often also referred to as a traction battery, or by a fuel cell stack.

In the case of motor vehicles with conventional internal combustion engines, arrangements of the various components (“packaging”) of the motor vehicle (drive, chassis, body) have matured over decades. The external dimensions and couplings to other components of a motor vehicle differ very greatly from those of a motor vehicle with a conventional internal combustion engine in a motor vehicle with an electrochemical energy store or energy converter as the energy source of a traction drive (hereinafter also referred to as electric vehicles), since in electric vehicles generally box-like Traction batteries or fuel cell stacks are to be arranged over a large area of the vehicle floor. Electric vehicles therefore require other solutions for the arrangement of components within the motor vehicle, in particular of the chassis and drive, and the like. a. to ensure driving stability and / or vehicle safety in the event of an impact.

To ensure driving stability and to comply with existing safety regulations and agreements, in particular with regard to vehicle safety in the event of an impact (crash safety), for example those that are part of the new car evaluation program (European New Car Assessment programs (Euro NCAP)), various solutions have been proposed in the prior art.

So is from the DE 10 2011 054 580 A1 a passenger car with a body, a motor and a vehicle axle is known which has an axle support connected to the body and two drive wheels connected to it laterally movably via a link arrangement and driven by the engine via an articulated shaft. The motor can be formed by an electric motor or an internal combustion engine. The vehicle can also include a hybrid drive, which is designed as a combination of an electric motor with an internal combustion engine. A housing of the motor forms a transverse bridge of the axle beam that transfers transverse forces. The double function of the housing (absorption of the engine and transmission of transverse forces) is intended to save weight without impairing the driving stability of the passenger car.

Furthermore describes the DE 10 2013 006 702 A1 a battery arrangement in a two-lane vehicle, with a traction battery with a battery housing, in which crash-sensitive battery cells are arranged and at least one crash cross member running in the transverse direction of the vehicle is arranged, with which in the event of a side crash the initiated impact force can be transmitted to the vehicle side facing away from the crash bypassing the battery cells. The crash cross member is formed at least in two parts with a battery-integrated middle part, which is extended on the outside of the battery housing with the interposition of a free assembly gap in the vehicle transverse direction to the outside with at least one deformation element. In particular, the deformation element is mounted indirectly or directly on a body part, in particular a body side member or a door sill.

In addition, in the JP 2017-019458 A proposed a rear structure of an electric vehicle for installing a battery pack in a position that can be protected against exposure to a mechanical load from the rear of a vehicle, for example in a rear-end collision, regardless of the space under the floor of the rear part of the vehicle. The battery pack is mounted on a pair of rear side members with a front end of a subframe opposite a rear cross member of a multi-link suspension with a gap formed therebetween, with a handlebar mounted on each side in the multi-link suspension. The load from the direction of the rear vehicle part is transmitted from the subframe to the rear cross member of the suspension and distributed from the rear side member to the front of the vehicle via the multi-link wheel suspension.

For electric vehicles, solutions for arranging components such as box-type traction batteries are fuel cell stacks and voluminous gas tanks are required over a large area of the vehicle floor. Solutions for the arrangement of components within a gas-powered motor vehicle, which is designed as an electric vehicle with a fuel cell stack or is equipped with an internal combustion engine, and which therefore has a relatively voluminous gas tank, the shape of which deviates greatly from the usual shape of a liquid fuel tank of a conventional internal combustion engine, are from State of the art also known.

So describes the US 2004/0239095 A1 a suspension system for such a vehicle, which can be equipped with a fuel cell stack or a gas-powered internal combustion engine and therefore has a gas tank.

The suspension system described consists of a rear suspension sub-assembly that extends around the fuel tank and is operatively attached to the front and rear portions of the vehicle so that the front and rear portions of the vehicle provide structural rigidity for suspension of the vehicle. so that the largest possible tank can be accommodated between the rear wheels. The suspension system handlebars and springs are designed to maximize space between the wheels while providing a high level of suspension stiffness to maintain correct wheel alignment during cornering, braking and on uneven terrain. The links have two longitudinally spaced mounting points on the chassis that provide structural rigidity to the rear suspension subassembly.

In view of the prior art shown, the area of wheel suspensions for electrically driven motor vehicles or for gas-powered motor vehicles with an internal combustion engine, which are equipped with a gas tank, still has room for improvement.

The invention has for its object to provide a compact independent wheel suspension, in particular an electrically powered motor vehicle or a gas-powered motor vehicle with an internal combustion engine, which is equipped with a gas tank, which enables a high level of driving comfort and at the same time provides a flexible usable installation space, which is particularly at least partially Recording an electrical drive train or for at least partially receiving a gas tank of the motor vehicle can serve.

According to the invention the object is achieved by an independent wheel suspension system of a motor vehicle with the features of claim 1. The object is further achieved by a motor vehicle with at least one independent suspension system of this type according to claims 7 and 9. Further, particularly advantageous embodiments of the invention are disclosed in the dependent subclaims.

It should be pointed out that the features and measures listed individually in the description below can be combined with one another in any technically meaningful manner and show further refinements of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

The independent wheel suspension system according to the invention of a motor vehicle with an electric drive train and / or a gas tank for storing a fuel has a left multi-link wheel suspension and a right multi-link wheel suspension with links, each of which is articulated with a body-side end on a chassis of the motor vehicle and at an end on the wheel carrier side on a wheel carrier are articulated. Furthermore, the independent wheel suspension system has a transverse leaf spring for suspension of a body of the motor vehicle. The transverse leaf spring is pivotally connected at the end to one of two wheel carriers opposite each other in the transverse direction. The cross leaf spring is also operatively connected to a steering device of the motor vehicle.

For the purposes of this invention, a “motor vehicle” is to be understood in particular to mean a passenger car, a truck, a semi-trailer or a bus.

In this context, the term “operatively connected” is to be understood in particular to mean that operatively connected objects are connected to one another in such a way that a transmission of a force and / or a torque and / or a torsional moment is possible between the objects. The transmission can take place both by direct contact and indirectly, by at least one intermediate element.

In this way, a compact independent wheel suspension system can be provided which enables a high level of driving comfort and at the same time provides a flexibly usable installation space, which is used in particular for at least partially accommodating box-shaped or voluminous components such as a traction battery or a fuel cell stack of an electric drive train or a gas tank of a motor vehicle can.

The invention is based on the insight into the independent wheel suspension system according to the invention to make one or more of the functions of a stabilizer, a spring and a wheel-guiding wishbone executable by the transverse leaf spring.

The transverse leaf spring can be designed such that it has an upwardly convex shape in the vertical direction when the independent wheel suspension system is only statically loaded with the body load. The transverse leaf spring can also be designed such that in this state it extends essentially in a plane which is arranged parallel to a road surface.

The multi-link axle can be designed as a four-link axle, as a double wishbone axle or as a five-link axle.

The proposed invention is also intended to include that the links of the left multi-link wheel suspension and the right multi-link wheel suspension can also be articulated on one or more subframes of the chassis.

In preferred embodiments of the independent wheel suspension system, the links of the multi-link axle are designed as simple stabilizer links, and the articulation of the body-side end and the articulation of the wheel carrier-side end of each of the links can be produced or produced by two rubber bearings acting as ball-and-socket joints. As a result, the transverse leaf spring can be used in a structurally simple manner to steer the wheel / tire combinations which are usually provided on the wheel carriers.

The transverse leaf spring is preferably operatively connected in a central region to an actuator unit and, in an installed state, is displaceable in a transverse direction by the actuator unit for transmitting a steering control movement to the wheel carriers. In the context of the invention, the term “transverse direction” is to be understood in particular to mean a horizontal direction transverse to a straight-ahead driving direction of the motor vehicle. In this way, a particularly compact arrangement for transmitting a steering control movement through the transverse leaf spring to the wheel carrier can be achieved.

In particular, the actuator unit can be operatively connected to a steering device of the motor vehicle or be connected in terms of signals.

The compactness of the arrangement for transmitting a steering control movement by the transverse leaf spring to the wheel carrier can be further increased if the central region of the transverse leaf spring is at least partially arranged in a housing of the actuator unit. The proposed integrated design of the actuator unit and the central region of the transverse leaf spring also allows effective protection of the arrangement for transmitting a steering control movement by the transverse leaf spring to the wheel carrier against environmental influences.

In preferred embodiments of the independent wheel suspension system, each of the multi-link wheel suspensions includes at least one overhead control arm, which is arranged above a wheel axis of a wheel / tire combination, and at least one lower control arm, which is arranged below a wheel axis of a wheel / tire combination. The transverse leaf spring is arranged in an installed state, seen in the vertical direction, between the at least one upper control arm and the at least one lower control arm. As a result, particularly favorable force and torque ratios can be achieved when transmitting a steering control movement through the transverse leaf spring to the wheel carriers.

The cross leaf spring can be made of steel, for example. The transverse leaf spring preferably has a predominant proportion of a fiber-plastic composite (FKV). Compared to conventional steel cross leaf springs, a cross leaf spring with a particularly large weight saving can be provided.

For the purposes of the invention, the term “a predominant proportion” is to be understood in particular to mean a proportion of more than 50% by volume, preferably more than 70% by volume and, particularly preferably, more than 90% by volume. In particular, the term is intended to include the possibility that the cross leaf spring completely, i. H. 100 vol.%, consists of the fiber-plastic composite.

The fiber-plastic composite can in particular include carbon fiber reinforced plastic (CFRP) and / or glass fiber reinforced plastic (GFK) and / or aramid fiber reinforced plastic (AFK).

In a further aspect of the invention, a motor vehicle is proposed which has at least one electrically operated drive motor and an electrochemical energy converter as the energy source of the at least one electrically operated drive motor. In addition, the motor vehicle is equipped on at least one vehicle axle with an independent wheel suspension system according to the invention and has an actuator unit which is operatively connected to a steering device of the motor vehicle or is connected in terms of signals.

The handlebars of the independent suspension system are each with a body-side End hinged to a chassis of the motor vehicle and pivotally connected to a wheel carrier of the motor vehicle at an end on the wheel carrier side. The transverse leaf spring is pivotally connected at the end to one of two wheel carriers of the at least one vehicle axle, which are opposite in the transverse direction. In addition, the transverse leaf spring is operatively connected to the actuator unit in a central region and, in an installed state, is displaceable in a transverse direction by the actuator unit in order to transmit a steering control movement to the wheel carriers.

Furthermore, the electrochemical energy converter is at least partially arranged in an installation space which is directed through the body-side ends of the links of the left multi-link wheel suspension, the body-side ends of the links of the right multi-link wheel suspension in the transverse direction and through the actuator unit and the cross-leaf spring in a direction parallel to the straight-ahead driving direction is limited.

The advantages described in connection with the proposed independent wheel suspension system are fully transferable to such a motor vehicle.

In such a motor vehicle, the electrochemical energy converter can also be designed as a fuel cell stack. In this case, the motor vehicle is additionally equipped with a gas tank for storing a fuel which is gaseous under normal conditions, and the electrochemical energy converter and / or the gas tank is or are at least partially arranged in an installation space which is defined by the ends of the links of the left multi-link wheel suspension and which is the body-side ends of the handlebars of the right multi-link wheel suspension in the transverse direction and limited by the actuator unit and the transverse leaf spring in a direction parallel to the straight-ahead direction of travel.

In preferred embodiments of the motor vehicle, the at least one electrically operable drive motor is designed as a wheel hub motor and integrated in one of the wheel / tire combinations of the motor vehicle. As a result, additional installation space for an arrangement of the electrochemical energy converter and / or the gas tank can be released, which can form a coherent installation space with the installation space between the ends of the handlebars on the body side.

In a further aspect of the invention, a motor vehicle is proposed which contains at least one drive motor designed as a gas engine and a gas tank for storing a fuel which is gaseous under normal conditions. In addition, the motor vehicle is equipped on at least one vehicle axle with an independent wheel suspension system according to the invention and has an actuator unit which is operatively connected to a steering device of the motor vehicle or is connected in terms of signals.

In this context, a “gas engine” is to be understood in particular to mean an internal combustion engine which can be operated with a fuel which is gaseous under normal conditions.

The links of the independent wheel suspension system are each articulated with a body end on a chassis of the motor vehicle and pivotally connected at one end on the wheel carrier side to a wheel carrier of the motor vehicle. The transverse leaf spring is pivotally connected at the end to one of two wheel carriers of the at least one vehicle axle, which are opposite in the transverse direction. In addition, the transverse leaf spring is operatively connected to the actuator unit in a central region and, in an installed state, is displaceable in a transverse direction by the actuator unit in order to transmit a steering control movement to the wheel carriers.

Furthermore, the gas tank is at least partially arranged in an installation space which is delimited in a direction parallel to the straight-ahead direction of travel by the body-side ends of the links of the left multi-link wheel suspension, the body-side ends of the links of the right multi-link wheel suspension and by the actuator unit and the cross-leaf spring is.

The actuator unit and a central region of the transverse leaf spring are preferably accommodated in a common housing, as a result of which a compact structure and effective protection of the arrangement for transmitting a steering control movement by the transverse leaf spring to the wheel carrier against external environmental influences can be achieved.

In both types of the proposed motor vehicles, the effective connection of the actuator unit to the central area of the transverse leaf spring can be established, for example, by the fact that the actuator unit is operatively connected to a steering gear of the motor vehicle and is provided for a steering control movement transmitted by the steering gear to the transverse direction transferable transverse leaf spring.

For the purposes of the invention, the term “intended for this” is to be understood to mean, in particular, specifically programmed, designed or arranged for it.

In an alternative embodiment, the actuator unit can be an electromechanical actuator, For example, have a linear drive, which is controlled by an electrical steering signal of a steer-by-wire steering system of the motor vehicle and is provided for displacing the transverse leaf spring, which is displaceable in the transverse direction, in a predetermined manner depending on the electrical steering signal.

• 1 eine schematische Teildarstellung eines Kraftfahrzeugs mit einem erfindungsgemäßen Einzelradaufhängungssystem in einer Draufsicht.

Further advantageous embodiments of the invention are disclosed in the subclaims and the following description of the figures. It shows

• 1 a schematic partial view of a motor vehicle with an independent wheel suspension system according to the invention in a plan view.

In 1 is a motor vehicle designed as a passenger car and in particular as an electric vehicle 10 with a possible embodiment of an independent wheel suspension system according to the invention 28 on a vehicle axle of the motor vehicle 10 shown in a schematic partial representation in a plan view. The car 10 has two electrically operated drive motors 12a . 12b and an electrochemical energy converter 14 as its energy source. The electrochemical energy converter 14 is formed in this special embodiment by a lithium-ion battery.

In alternative embodiments, the electrochemical energy converter 14 also be formed as a fuel cell stack; in this case the electric vehicle is additionally equipped with a gas tank for storing a fuel which is gaseous under normal conditions.

In alternative embodiments, the motor vehicle 10 also have a drive motor designed as a gas engine, ie an internal combustion engine that can be operated with a gaseous fuel under normal conditions. In this case, too, is the motor vehicle 10 additionally equipped with a gas tank for storing a gaseous fuel under normal conditions.

The car 10 has a left wheel carrier 24a and a right wheel carrier 24b on which each take a wheel-tire combination 26a . 26b of the motor vehicle 10 are provided on the vehicle axle. The wheel-tire combinations 26a . 26b are in a known manner on the wheel carrier in question 24a . 24b around a wheel axis 44a . 44b rotatably mounted.

The two electrically operated drive motors 12a . 12b of the motor vehicle 10 are designed as wheel hub motors and each in one of the wheel / tire combinations 26a . 26b of the motor vehicle 10 integrated in a manner known per se.

The independent suspension system 28 has a left multi-link wheel suspension 30a and a right multi-link wheel suspension 30b to hang the left wheel carrier 24a or the right wheel carrier 24b on. Each of the two multi-link wheel suspensions 30a . 30b has four handlebars designed as simple handlebars 32a . 32b . 34a . 34b . 36a . 36b . 38a . 38 b on, which can for example be made of an aluminum alloy. The handlebars 32a . 32b . 34a . 34b . 36a . 36b . 38a . 38 b are each with a body end on a chassis 16 or a subframe of the motor vehicle 10 and at one end of the wheel carrier on the relevant wheel carrier 24a . 24b hinged. The articulation of the body end and the articulation of the wheel carrier end is each of the handlebars 32a . 32b . 34a . 34b . 36a . 36b . 38a . 38 b produced by two rubber bearings acting as ball joints.

Two handlebars 32a . 32b . 34a . 34b the driver 32a . 32b . 34a . 34b . 36a . 36b . 38a . 38 b each of the multi-link wheel suspensions 30a . 30b are designed as overhead control arms and in a substantially horizontal manner above the wheel axle 44a . 44b the wheel-tire combination in question 26a . 26b arranged. Two more drivers 36a . 36b . 38a . 38 b the driver 32a . 32b . 34a . 34b . 36a . 36b . 38a . 38 b each of the multi-link wheel suspensions 30a . 30b are designed as lower wishbones and in a substantially horizontal manner below the wheel axle 44a . 44b the wheel-tire combination in question 26a . 26b arranged.

Furthermore, the independent suspension system 28 a cross leaf spring 40 for suspension of a body of the motor vehicle 10 on. The cross leaf spring 40 In this special exemplary embodiment, it has a predominant proportion of more than 95% by volume made of a fiber-plastic composite (FKV). The fiber-plastic composite is designed, for example, as a carbon fiber reinforced epoxy resin (CFRP). The elongated cross leaf spring 40 lies in the in the 1 shown installation state in one plane (YZ plane), which is perpendicular to a straight-ahead direction of travel 48 of the motor vehicle 10 is arranged. The cross leaf spring 40 has a substantially rectangular cross section which varies along its direction of extension in order to achieve a predetermined spring characteristic. The direction of extension of the cross leaf spring 40 is the top view of the 1 across the straight-ahead direction of travel 48 of the motor vehicle 10 arranged. When the independent suspension system is installed 28 is the cross leaf spring 40 seen in the vertical direction between the upper wishbones 32a . 32b . 34a . 34b and the lower wishbones 36a . 36b . 38a . 38 b arranged. The cross leaf spring 40 is at the end with one of the wheel carriers opposite each other in the transverse direction 24a . 24b swiveling in its front area connected and in this way takes over the function of a wheel-guiding handlebar.

The car 10 also has an actuator unit 18 on, with a steering device designed as a steer by wire steering system (not shown) of the motor vehicle 10 is connected in terms of signaling. The actuator unit 18 contains an electromechanical actuator in the form of a linear drive, which is in the transverse direction of the motor vehicle 10 is effective. The actuator unit 18 , or the linear drive, is signal-connected to the steer by wire steering system and by an electrical steering signal 22 controllable.

The cross leaf spring 40 has a central region between its two ends 42 on that with the actuator unit 18 is connected. The effective connection is designed in such a way that, when installed, the middle area 42 the cross leaf spring 40 for transferring a steering control movement to the wheel carrier 24a . 24b through the actuator unit 18 is slidably disposed in the transverse direction. In this way the cross leaf spring 40 with the steering device of the motor vehicle 10 operatively connected, and an electrical steering signal of the steer by wire steering system is converted into a linear movement of the cross leaf spring 40 transformed in the transverse direction with a toe angle of the wheel carrier 24a . 24b or wheel-tire combinations 26a . 26b is adjustable.

The middle area 42 the cross leaf spring 40 is completely in one housing 20 the actuator unit 18 arranged so that the actuator unit 18 and the middle area 42 the cross leaf spring 40 from a common housing 20 are included. In this way, the effective connection between the cross leaf spring 40 and the actuator unit 18 be effectively protected against environmental influences. The housing 20 the actuator unit 18 is also fixed (rigid or detachably fixed) to the chassis 16 of the motor vehicle 10 connected.

An installation space 46 is through the body ends of the handlebars 32a . 34a . 36a . 38a the left multi-link wheel suspension 30a , the body ends of the handlebars 32b . 34b . 36b . 38 b the right multi-link wheel suspension 30b in the transverse direction and through the actuator unit 18 and the cross leaf spring 40 in a direction parallel to the straight-ahead direction of travel 48 limited. In this installation space 46 is the electrochemical energy converter 14 arranged in part.

In other previously mentioned embodiments, in which the motor vehicle is equipped with a gas tank, the gas tank can be partially arranged in the installation space which is defined by the body-side ends of the links of the left multi-link wheel suspension, the body-side ends of the links of the right multi-link wheel suspension in the transverse direction and is limited by the actuator unit and the cross leaf spring in a direction parallel to the straight-ahead direction of travel.

LIST OF REFERENCE NUMBERS

10

motor vehicle

12a

electrically operated drive motor

12b

electrically operated drive motor

14

electrochemical energy converter

16

chassis

18

actuator

20

casing

22

electrical steering signal

24a

left wheel carrier

24b

right wheel carrier

26a

Wheel-tire combination

26b

Wheel-tire combination

28

Independent suspension system

30a

left multi-link wheel suspension

30b

right multi-link wheel suspension

32a

overhead handlebar

32b

overhead handlebar

34a

overhead handlebar

34b

overhead handlebar

36a

lower handlebar

36b

lower handlebar

38a

lower handlebar

38b

lower handlebar

40

Transverse leaf spring

42

middle area

44a

wheel axle

44b

wheel axle

46

installation space

48

Straight-on direction

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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.

Patent literature cited

• DE 102011054580 A1 [0005]
• DE 102013006702 A1 [0006]
• JP 2017019458 A [0007]
• US 2004/0239095 A1 [0009]

Claims (10)

Independent wheel suspension system (28) of a motor vehicle (10) with an electric drive train and / or a gas tank for storing a fuel, comprising - a left multi-link wheel suspension (30a) and a right multi-link wheel suspension (30b) with links (32a, 32b, 34a, 34b, 36a , 36b, 38a, 38b), each of which can be linked to a chassis (16) of the motor vehicle (10) with an end on the body side and can be linked to a wheel carrier (24a, 24b) at an end facing the wheel carrier, and - a transverse leaf spring (40) Suspension of a body of the motor vehicle (10), characterized in that the transverse leaf spring (40) is pivotally connected at the end to one of two wheel carriers (24a, 24b) opposite each other in the transverse direction and is operatively connected to a steering device of the motor vehicle (10). Independent suspension system (28) according to Claim 1 , characterized in that the links (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b) of the multi-link wheel suspensions (30a, 30b) are designed as simple rod links and the articulation of the body end and the articulation of the wheel carrier end of each of the Handlebar (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b) is produced by two rubber bearings acting as a ball joint. Independent suspension system (28) according to Claim 1 or 2 , characterized in that the transverse leaf spring (40) is operatively connected in a central region (42) to an actuator unit (18) and in an installed state for transmitting a steering control movement to the wheel carriers (24a, 24b) by the actuator unit (18) in a transverse direction is slidably arranged. Independent suspension system (28) according to Claim 3 , characterized in that the central region (42) of the transverse leaf spring (40) is at least partially arranged in a housing (20) of the actuator unit (18). Independent wheel suspension system (28) according to one of the preceding claims, characterized in that each of the multi-link wheel suspensions (30a, 30b) has at least one overhead wishbone (32a, 32b, 34a, 34b) which is above a wheel axis (44a, 44b) of a wheel Tire combination (26a, 26b) is arranged, and at least one lower wishbone (36a, 36b, 38a, 38b), which is arranged below the wheel-tire combination (26a, 26b), and that the transverse leaf spring (40) in an installed state in seen in the vertical direction between the at least one upper wishbone (32a, 32b, 34a, 34b) and the at least one lower wishbone (36a, 36b, 38a, 38b). Independent wheel suspension system (28) according to one of the preceding claims, characterized in that the transverse leaf spring (40) has a predominant proportion of a fiber-plastic composite. Motor vehicle (10), comprising - at least one electrically operated drive motor (12a, 12b), - an electrochemical energy converter (14) as the energy source of the at least one electrically operated drive motor (12a, 12b), - an independent wheel suspension system (28), in particular according to one of the preceding ones Claims on at least one vehicle axle, and - an actuator unit (18) which is operatively connected to a steering device of the motor vehicle (10) or is connected in terms of signal technology, characterized in that - the handlebars (32a, 32b, 34a, 34b, 36a, 36b, 38a , 38b) of the multi-link wheel suspensions (30a, 30b) are each articulated with a body-side end to a chassis (16) of the motor vehicle (10) and are pivotally connected to a wheel carrier (24a, 24b) of the motor vehicle (10) at an end on the wheel carrier side, the transverse leaf spring (40) at the end with in each case one of two wheel carriers (24a, 24b) opposite one another in the transverse direction of the at least one vehicle axle s is pivotally connected, - the transverse leaf spring (40) is operatively connected to the actuator unit (18) in a central region (42) and, in an installed state, can be displaced in a transverse direction by the actuator unit (18) in order to transmit a steering control movement to the wheel carriers (24a, 24b) is arranged, and - the electrochemical energy converter (14) is at least partially arranged in an installation space (46) which, through the body-side ends of the links (32a, 34a, 36a, 38a) of the left multi-link wheel suspension (30a), the body-side ends of the links (32b, 34b, 36b, 38b) of the right multi-link wheel suspension (30b) in the transverse direction and by the actuator unit (18) and the transverse leaf spring (40) in a direction parallel to the straight-ahead direction of travel (48). Motor vehicle (10) after Claim 7 , characterized in that the at least one electrically operable drive motor (12a, 12b) is designed as a wheel hub motor and is integrated in one of the wheel / tire combinations (26a, 26b) of the motor vehicle (10). Motor vehicle (10), comprising - a drive motor designed as a gas motor, a gas tank for storing a fuel which is gaseous under normal conditions, - an independent wheel suspension system (28) in particular according to one of the Claims 1 to 6 on at least one vehicle axle, and - an actuator unit that is operatively connected or signal-technically connected to a steering device of the motor vehicle (10), characterized in that - the handlebars (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b) of the Multi-link wheel suspensions (30a, 30b) are each articulated with a body-side end to a chassis (16) of the motor vehicle (10) and are pivotally connected at one end on the wheel carrier side to a wheel carrier (24a, 24b) of the motor vehicle (10), - the transverse leaf spring (40 ) at the end with one of two wheel carriers (24a, 24b) opposite each other in the transverse direction and which is pivotally connected to the at least one vehicle axle, and - the cross leaf spring (40) is operatively connected in a central region (42) to the actuator unit (18) and in an installed state Transmission of a steering control movement to the wheel carriers (24a, 24b) by the actuator unit (18) is arranged to be linearly displaceable in a transverse direction, - the gas tank at least It is partially arranged in an installation space (46) which, through the body-side ends of the links (32a, 34a, 36a, 38a) of the left multi-link wheel suspension (30a), the body-side ends of the links (32b, 34b, 36b, 38b) of the right Multi-link wheel suspension (30b) is limited in the transverse direction and by the actuator unit (18) and the transverse leaf spring (40) in a direction parallel to the straight-ahead direction of travel (48). Motor vehicle (10) according to one of the Claims 7 to 9 , characterized in that the actuator unit (18) and a central region (42) of the transverse leaf spring (40) are accommodated by a common housing (20).

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