DE102020105157B3 - Wheel suspension for a vehicle, in particular for a motor vehicle, and vehicle with such a wheel suspension - Google Patents

Abstract

The invention relates to a wheel suspension (16) for a vehicle having a body (18) and at least one wheel (12), with at least one link (20) for guiding the wheel (12) relative to the body (18), and with at least a mechanical spring (26) coupled to the link (20), via which the link (20) can be supported on the structure (18) in a sprung manner, the mechanical spring (26) at least one meandering or at least in a first length range (L1) zigzag-shaped first spring area (F1) with at least one free first end (E1) and at least one second spring area (F2) which is meandering or zigzag-shaped at least in a second length area (L2) with at least one free second end (E2) , wherein the ends (E1, E2) are spaced from one another and are connected to the handlebar (20).

Description

The invention relates to a wheel suspension for a vehicle according to the preamble of patent claim 1. Furthermore, the invention relates to a vehicle with such a wheel suspension.

The WO 87/06 986 A1 discloses an arrangement with a zigzag spring having a plurality of legs. The DE 10 2008 006411 A1 a ribbon spring made of fiber composite material with an undulating course can be seen as known. Furthermore, the DE 10 2014 110 558 A1 a spiral spring element made of a fiber composite plastic material. In addition, from the US 2013/0 038 007 A1 an energy absorption element known. The DE 37 16 706 A1 discloses a wheel carrier of an independent wheel suspension for steerable wheels of motor vehicles. From the AT 53 898 E. arrangements with springs are known. The WO 88/03 617 A1 a spring arrangement can be seen as known. Furthermore, the DE 199 62 026 A1 a spring / damper assembly for a motor vehicle. From the DE 10 2011 000 462 A1 a single-shell spring link is known.

The object of the present invention is to create a wheel suspension for a vehicle and a vehicle with such a wheel suspension so that a mechanical spring of the wheel suspension can be installed in a particularly simple and space-saving manner.

According to the invention, this object is achieved by a wheel suspension with the features of claim 1 and by a vehicle with the features of claim 9. Advantageous embodiments of the invention are specified in the remaining claims.

A first aspect of the invention relates to a wheel suspension for a vehicle having a body and at least one wheel, also referred to as a vehicle wheel, which can be designed, for example, as a motor vehicle, in particular as a motor vehicle and especially as a passenger vehicle. This means that the vehicle in its fully manufactured state comprises the wheel suspension, the body and the said wheel. The structure is, for example, a self-supporting body of the vehicle. The wheel is, for example, a ground contact element, via which the vehicle can be or can be supported on a ground in the vertical direction of the vehicle. If the vehicle is driven along the floor while the vehicle is supported on the floor in the vertical direction of the vehicle, so that the wheel directly touches the floor, the wheel rolls on the floor.

The wheel suspension has at least one link for guiding the wheel relative to the structure. The control arm is also referred to as a guide control arm, chassis control arm or wheel control arm and can, for example, be held or held in a pivotable manner on the structure, at least indirectly, in particular directly. In addition, for example, the wheel is held at least indirectly rotatably on the handlebar. Since the handlebar can be pivoted relative to the structure, for example, the handlebar allows the wheel to compress and rebound so that the wheel can compress and rebound. As part of its respective compression movement, the wheel moves, for example, at least in the vertical direction of the vehicle upwards relative to the body and in the process, for example, towards the body. As part of its respective rebound movement, the wheel moves downwards, for example, at least in the vertical direction of the vehicle and, for example, away from the body. Since the wheel is at least indirectly coupled to the handlebar, the handlebar is moved along with the handlebar during the compression and rebound movements of the wheel and is pivoted relative to the structure. On the one hand, the handlebar allows the wheel to move in and out, but on the other hand, the handlebar is used to avoid excessive or undesired relative movements between the wheel and the structure, and consequently to guide the wheel relative to the structure.

The wheel suspension also has a mechanical spring coupled to the control arm, by means of which the control arm can be or be supported on the structure in a sprung manner. For example, the respective compression movement of the wheel leads to the mechanical spring being compressed, that is to say shortened in length and thereby tensioned. For example, the respective rebound movement of the wheel leads in particular to the fact that the spring is steered and, for example, at least partially relaxed. The spring coupled to the handlebar on the one hand, in particular at one end, is for example on the other hand, in particular at the other end, at least indirectly, in particular directly, supported on the structure, in particular coupled to the structure, whereby for example the mechanical spring is clamped between the handlebar and the structure. As a result, the spring is compressed or tensioned, for example, during the respective spring deflection movement, and is steered or at least partially relaxed during the respective rebound movement.

Above all, the spring has the task or the structure of a suspension spring. This means in particular that the structure is mounted or supported by the spring on a chassis that includes the wheel suspension. The spring determines the trim position of the vehicle, i.e. the ground clearance.

In order to install the spring particularly easily, for example in the context of manufacturing the wheel suspension or the vehicle, and thus for example clamp it in a production process, in particular clamp it between the structure and the handlebar, and in particular with regard to a space requirement for the wheel suspension or a chassis comprising the wheel suspension In order to be able to arrange the vehicle overall in a particularly advantageous manner in terms of space, it is provided according to the invention that the mechanical spring has at least one first spring area and at least one second spring area. The first spring area is designed in a meandering or zigzag shape at least in a first length area and has at least one free first end per se, that is to say when viewed on its own. In other words, the first spring area has a free, first end as such or when viewed on its own.

In principle, a helix spring could also be arranged or installed in a space-saving manner, but the spring, which is designed as a meander spring, for example, requires less space in certain vehicle directions, while the helix spring, due to its round design, requires more space in one plane.

The second length area is designed in a meandering or zigzag shape at least in a second length area and has a second end that is free per se, that is to say when viewed in isolation. In other words, the second spring area has a free, second end viewed by itself or per se. The spring areas are preferably arranged parallel to one another or connected in parallel to one another. This is to be understood in particular that, for example, when a force is exerted on the mechanical spring and thus on the spring areas by the link and in particular thereby introduced into the spring areas, the force is simultaneously exerted on the spring areas or introduced into the spring areas, so that For example, when tensioning or compressing the mechanical spring, the spring areas, which are preferably connected parallel to one another, are parallel, that is to say tensioned or compressed simultaneously. The same applies, for example, to the at least partial relaxation of the spring and thus the spring areas mentioned above.

Furthermore, it is provided according to the invention that the free ends are spaced from one another and are connected to the handlebar, as a result of which the spring is coupled to the handlebar, in particular in an articulated manner. In other words, both free ends of the spring are connected, in particular in an articulated manner, to the same link.

The spring areas are formed integrally with one another. As a result, the spring can be connected to the handlebar in a particularly simple and space-saving manner and can be clamped between the handlebar and the structure. In other words, an integral, one-piece part of the spring can form the spring regions.
The wheel suspension advantageously has at least one shock absorber which is provided in addition to the spring and is coupled to the handlebar, in particular at least indirectly or directly. The free ends are tied to the handlebar, bypassing the shock absorber. The shock absorber is preferably designed as a hydraulic shock absorber. The handlebar is damped or supported on the structure via the shock absorber. In other words, the shock absorber dampens the compression and rebound movements of the handlebar or the wheel that occur relative to the structure. In particular when the handlebar is designed as a U-shaped profile that is open at the top in the vertical direction of the vehicle, it is conceivable that the shock absorber engages in the profile. In this case, for example, at least a partial area, in particular a connecting element, of the shock absorber is arranged in the profile, the shock absorber being connected to the handlebar, in particular articulated, via the connecting element, for example designed as a damper eye.

The spring areas or the length areas are advantageously connected to one another at an end of the spring which is at the top in the vertical direction of the vehicle and opposite the free ends of the spring. In particular, the spring or length areas are formed integrally with one another at the upper end and are thereby connected to one another. In this case, the spring or length areas at the upper end of the spring preferably form a plateau, in particular at least when the spring is mounted or fastened to the motor vehicle. The plateau forms at least one upper connection point via which the spring is at least indirectly supported or mounted on the structure. A spring pad, in particular formed separately from the spring, can be arranged on the plateau. The spring pad can be attached to the plateau in a non-positive, positive and / or material fit. The spring pad is preferably glued to the plateau. For example, the spring is attached under pretension in the extended position of the handlebar, that is, the spring is loaded at all times, and the upper spring pad, via which the spring is supported or attached to the structure, would be held in position between the structure and the spring . The spring pad is or comprises, for example, a rubber buffer, with the intermediary of which the upper end and thus the spring can be supported on the structure. Thus, the plateau enables the body or body-side connection of the spring via the rubber buffer in a simple manner.

Since the free ends are spaced from one another, for example in the transverse direction of the vehicle, for example the first free end is connected to the handlebar in a first connection area or in a first connection point, and the second free end is connected, for example, to a second connection area or to a second connection point connected to the handlebar, the connection areas or connection points preferably being spaced from one another, for example in the transverse direction of the vehicle.

The mechanical spring is, for example, a band spring, the spring also being referred to as a spiral spring. The spring is a spring different from a helical spring, such a helical spring also being referred to as a helical spring and usually having a cylindrical, barrel or conical outer contour or jacket surface. The spring of the wheel suspension according to the invention has many advantages over a helical spring. A helical spring, for example, builds up evenly in all directions due to its cylindrical surface area. The spring of the wheel suspension according to the invention, also referred to as a meander spring, on the other hand, can be designed to be space-optimized, that is to say designed to be particularly economical in terms of space, so that the spring is wider than long, for example, particularly viewed in the transverse direction of the vehicle. Furthermore, the clamping of chassis springs such as coil springs, in particular on the chassis side but also on the bodywork side, is usually problematic, since either a special geometry of the spring or structural connecting elements or an end connection is or are required for this. In contrast, the spring of the wheel suspension according to the invention, which is preferably designed as a band spring, can be clamped in particularly easily within the scope of a production process, in particular on the arm and for example between the arm and the structure, and arranged in a particularly space-saving manner.

The spring is preferably characterized in that at least the respective length region has a rectangular cross section, the rectangular shape of which is preferably different from a square or from a square shape.

In order to be able to realize a particularly space-saving and simple connection of the spring to the handlebar and thus a particularly simple and space-saving clamping of the spring, it is provided in one embodiment of the invention that the free ends are each connected directly to the handlebar. This is to be understood in particular that between the respective free end and the handlebar no further component provided separately from the spring and separately from the handlebar or in addition to the spring and in addition to the handlebar is arranged, but, for example, the respective free end touches the Handlebar directly.

Another embodiment is characterized in that the free ends are mounted on the handlebar via a respective bearing device connected directly to the handlebar and are thereby connected to the handlebar, the bearing devices being spaced apart from one another. The feature that the free ends or the bearing devices are spaced apart from one another can in particular be understood as meaning that the free ends or the bearing devices do not touch and preferably do not overlap or cover one another, for example in the longitudinal direction of the spring or in the vertical direction of the vehicle. By using the bearing device, a particularly advantageous and at the same time economical and simple connection of the spring to the handlebar can be realized.

In order to keep the installation space requirement of the spring per se low and to be able to design the spring in a particularly needs-based manner and consequently to be able to implement a space-saving arrangement and an advantageous and simple clamping of the spring, a further embodiment of the invention provides that at least the respective spring area, in particular the spring as a whole is formed from a fiber-reinforced plastic.

Another embodiment is characterized in that the respective length area is designed in a meandering or zigzag shape in a plane which, in particular in the installed position of the wheel suspension, is spanned by the transverse direction of the vehicle and the vertical direction of the vehicle. The wheel suspension assumes its installation position when the vehicle is fully manufactured. Furthermore, it is conceivable that the plane in which the respective length area is designed in a meandering or zigzag shape runs obliquely to a further plane spanned by the transverse direction of the vehicle and the vertical direction of the vehicle, in particular in relation to the installation position. In this way, a simple and space-saving clamping or arrangement of the spring can be represented. The design of the length ranges can differ; the spring does not have to be mirror-symmetrical. For example the number of turns and / or their radii differ from length range to length range

The shock absorber and the spring are connected to the same handlebar, for example, with different ratios. The position of the damper on the handlebar or its translation is based on the installation space situation, also known as the package situation, the vehicle weight and the desired properties. The handlebar experiences forces from both the damper and the spring.

In order to create a simple arrangement that is particularly economical in terms of space, it is provided in a further embodiment of the invention that the shock absorber is arranged completely next to the spring and thus completely outside the spring. This can in particular mean that the shock absorber is not arranged between the spring areas, the spring areas being arranged next to one another, for example, in particular along a direction perpendicular to the longitudinal extension direction of the spring and / or perpendicular to the vertical direction of the vehicle. The direction runs, for example, perpendicular to a plane spanned by the longitudinal direction of the vehicle and the vertical direction of the vehicle.

It has also been shown to be advantageous if the link is designed as a U-shaped profile that is open at the top in the vertical direction of the vehicle, that is, as a U-profile, in which the spring, in particular the lower free ends in the vertical direction of the vehicle, engages or engages, in particular such that the lower free ends are arranged in the open profile and thus in an open cross section or in an open hollow cross section of the profile.

A second aspect of the invention relates to a vehicle, preferably designed as a motor vehicle, in particular as a motor vehicle and very particularly as a passenger vehicle, which has at least one wheel suspension according to the first aspect of the invention. Advantages and advantageous configurations of the first aspect of the invention are to be regarded as advantages and advantageous configurations of the second aspect of the invention and vice versa.

The invention also includes further developments of the vehicle according to the invention which have features as they have already been described in connection with the further developments of the wheel suspension according to the invention. For this reason, the corresponding developments of the vehicle according to the invention are not described again here.

The vehicle according to the invention is preferably designed as a motor vehicle and thereby preferably as a motor vehicle, in particular as a passenger vehicle or truck, or as a passenger bus or motorcycle.

• 1 eine schematische Perspektivansicht einer Achse für ein als Kraftwagen, insbesondere als Personenkraftwagen, ausgebildetes Kraftfahrzeug, wobei die Achse eine erfindungsgemäße Radaufhängung umfasst;
• 2 ausschnittsweise eine schematische Perspektivansicht der Radaufhängung; und
• 3 ausschnittsweise eine weitere schematische Perspektivansicht der Radaufhängung.

The invention also includes the combinations of the features of the described embodiments.
An exemplary embodiment of the invention is described below. This shows:

• 1 a schematic perspective view of an axle for a motor vehicle designed as a motor vehicle, in particular as a passenger car, wherein the axle comprises a wheel suspension according to the invention;
• 2 a fragmentary schematic perspective view of the wheel suspension; and
• 3 a detail of a further schematic perspective view of the wheel suspension.

The exemplary embodiment explained below is a preferred embodiment of the invention. In the exemplary embodiment, the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another and that also develop the invention independently of one another. Therefore, the disclosure is intended to include combinations of the features of the embodiment other than those illustrated. Furthermore, the described embodiment can also be supplemented by further features of the invention that have already been described.

In the figures, the same reference symbols denote functionally identical elements.

1 shows an axis in a schematic perspective view 10 of a vehicle. This means that the vehicle, not shown in the figures, has the axle in its completely manufactured state 10 , for example as a rear or front axle, includes. The axis 10 has, for example, at least or exactly two in 1 wheels shown particularly schematically 12th on, which are also referred to as vehicle wheels or ground contact elements. The vehicle is in the vehicle vertical direction down over the wheels 12th can be supported or supported on a floor, in particular in such a way that the wheels 12th touch the ground directly. In 1 the vertical direction of the vehicle is denoted by z, while the longitudinal direction of the vehicle is denoted by x and the transverse direction of the vehicle is denoted by y.

The axis 10 points, especially her bike 12th , a wheel carrier 14th on which the respective wheel 12th , in particular in the case of a wheel hub, is to be held or held rotatably. Furthermore, the axis 10 a wheel suspension 16 on, which in the following is based in particular on one of the wheels 12th and thus one of the wheel carriers 14th on which one wheel 12th is held rotatably, is explained.

Furthermore, in its fully manufactured state, the vehicle has an in 1 structure shown particularly schematically 18th on, which is designed, for example, as a self-supporting body. The wheel suspension 16 at least one handlebar 20th to guide the bike 12th relative to the structure 18th on. The driver 20th is also referred to as a wheel control arm, guide arm or chassis control arm, as the axle, for example 10 or the suspension 16 Can be part of a chassis of the vehicle. How especially in synopsis with 2 and 3 is recognizable is the handlebar 20th around a pivot axis 22nd relative to the structure 18th at least indirectly or directly on the structure 18th held. In the embodiment shown in the figures, there is an intermediate element 24 provided which part of the axis 10 or the suspension 16 and / or the chassis. For example, the intermediate element 24 a subframe. In the embodiment shown in the figures, the handlebar is 20th at least indirectly, in particular directly, about the pivot axis 22nd relative to the intermediate element 24 pivotable on the intermediate element 24 held so that the handlebars 20th around the pivot axis 22nd relative to the intermediate element 24 and relative to the structure 18th can move or pivot. The intermediate element 24 is at least indirectly, in particular directly, on the structure 18th held so the handlebars 20th with the mediation of the intermediate element 24 pivotable on the structure 18th to be held or held. Also is the wheel carrier 14th , especially articulated, with the handlebars 20th coupled so that the wheel 12th over the wheel carrier 14th articulated to the handlebars 20th is connected. As the handlebars 20th around the pivot axis 22nd relative to the structure 18th can pivot, the handlebars 20th Compression and rebound movements of the wheel 12th to. The wheel 12th moves as part of its compression and rebound movements along the vertical direction of the vehicle z relative to the body 18th and thus relative to the intermediate element 24 . The wheel, for example, moves as part of its respective deflection movement 12th in the vertical direction of the vehicle upwards relative to the body 18th . The wheel moves as part of its respective rebound movement 12th for example, in the vertical direction of the vehicle downwards relative to the structure 18th . Since the wheel 12th over the wheel carrier 14th with the handlebar 20th is coupled, the handlebar moves 20th in the compression and rebound movements of the wheel 12th with the wheel 12th or with the wheel carrier 14th with, such that the handlebars 20th around the pivot axis 22nd relative to the structure 18th pivots. The pivot axis 22nd runs, for example, in the vehicle longitudinal direction x or parallel to the vehicle longitudinal direction x, or the pivot axis 22nd runs obliquely to the vehicle longitudinal direction x and for example in a plane spanned by the vehicle transverse direction y and the vehicle longitudinal direction x or obliquely to this plane spanned by the vehicle longitudinal direction x and the vehicle transverse direction y.

The suspension 16 also points out, especially her handlebars 20th , at least or exactly one mechanical spring 26th on which one with the handlebars 20th , in particular articulated, is coupled. There are the handlebars 20th and above this the wheel carrier 14th and the wheel 12th about the pen 26th , in particular in the vertical direction of the vehicle upwards, sprung on the structure 18th supportable or supported. For example, the spring 26th via a superstructure and thus the superstructure 18th associated support area B, in particular at least in the vertical direction of the vehicle upwards, on the structure 18th at least indirectly, in particular directly, supported. In the embodiment shown in the figures, the spring 26th a longitudinal direction which runs in the vertical direction of the vehicle z or parallel to the vertical direction of the vehicle z. For example, the handlebars now practice 20th in the longitudinal direction of the spring 26th a force on the spring 26th this force, for example, from the respective compression movement of the wheel 12th results, so becomes the spring 26th in particular by being between the structure 18th and the handlebar 20th is clamped, compressed and thereby relaxed. With the respective rebound movement of the wheel 12th becomes the pen 26th for example steered and thereby, for example, at least partially relaxed.

To now the pen 26th for example in the context of a production process particularly easy between construction 18th and the handlebar 20th Clamping and being able to arrange them in a particularly space-saving manner is provided by the mechanical spring 26th at least or exactly 2 spring areas F1 and F2 on which, in particular with regard to the aforementioned, from the handlebars 20th on the pen 26th exerted or exertable force, connected in parallel to one another and thus arranged, for example, next to one another. Here are the spring areas F1 and F2 , especially in the longitudinal direction of the handlebar 20th , arranged next to one another and / or spaced from one another. The longitudinal direction of the handlebar 20th runs, for example, perpendicular to the longitudinal direction of the spring 26th . The feather area F1 is at least in a first length range L1 Meander-shaped, the second spring areas F2 at least in a second length range L2 Is designed in a meandering manner. Especially good 2 and 3 it can be seen that the respective spring areas F1 respectively F2 at least about its predominant, in particular over its complete, in the longitudinal direction of the spring 26th and in the present case the extension running in the vertical direction of the vehicle is designed in a meandering or zigzag shape. The respective spring area F1 respectively F2 several, in the longitudinal direction of the spring 26th sequentially arranged meander loops 28 on, which are also known as meander arcs or waves. The meander loops 28 thus form several wave crests and wave troughs, the wave crests and wave troughs in the longitudinal direction of the spring 26th alternate one after the other. In other words again, the spring is 26th designed as a meander-shaped spring, the spring 26th Is arcuate in the embodiment shown in the figures.
Furthermore, the spring area F1 in itself a free, first end E1 on while the second spring area F2 in itself a free, second end E2 having. Here are the free ends E1 and E2 , especially in the longitudinal direction of the handlebar 20th , spaced from each other and attached to the handlebars 20th , especially directly, connected. In other words, are the free ends E1 and E2 the feather 26th each attached with a lateral distance to the same chassis part, this chassis part being the handlebar 20th is. This means the free ends E1 and E2 the feather 26th are clamped on the chassis side.

The support area on the body side B1 in which or over which the spring 26th on the structure 18th supported, in particular on the structure 18th , in particular articulated, is connected, is for example at least partially formed by a plateau P, for example by the spring 26th in their at least indirectly with the structure 18th and with the handlebars 20th connected state and thus in particular form in the fully manufactured state of the vehicle. From a physical point of view, the spring areas are F1 and F2 two springs connected in parallel to each other, which are used to distinguish the concept from the spring 26th can also be referred to as spring elements.

At the pen 26th is a spring pad on the body 30th provided which, for example, at least partially forms the support area B or belongs to the support area B. The spring pad 30th can be made in one piece with a base body 32 the feather 26th be formed, the base body 32 the feather areas F1 and F2 forms. It is also conceivable that the spring pad 30th integral with the spring area F1 and / or in one piece with the spring area F2 is trained. It is also conceivable that the spring pad 30th which part of the spring 26th can be separate from the base body 32 or separately from the spring area F1 and or F2 formed and with the base body 32 or with the spring area F1 and or F2 connected is. In the embodiment shown in the figures, the spring areas F1 and F2 integrally formed with each other. Also are the feather areas F1 and F2 formed from a fiber-reinforced plastic.

Out 1 to 3 it can be seen that the control arm, also known as the suspension arm 20th is preferably designed as an open and, for example, U-shaped profile, in particular upward in the vertical direction of the vehicle, in which, for example, the spring 26th engages, in particular such that the free ends E1 and E2 in the open profile and thus in an open cross-section or in an open hollow cross-section of the handlebar 20th are arranged.

In particular, it is provided that the free ends, also referred to as spring ends E1 and E2 over one of the free ends E1 and E2 common bearing or via a respective bearing on the handlebar, also known as the handlebar profile 20th are tied and attached, for example. The respective bearing is also referred to as a bearing device and is, for example, a rubber bearing, which is preferably attached directly to the handlebar 20th is connected. It is preferably provided that the bearings, in particular in the longitudinal direction of the link 20th and / or are spaced apart from one another in the transverse direction y of the vehicle. Thus, the free ends point E1 and E2 or the bearings, designed for example as rubber bearings, have a particular one in the direction of longitudinal extent of the handlebar 20th and / or in the vehicle transverse direction y, spacing from one another. The distance between the rubber mounts or the free ends E1 and E2 to each other and thus their respective position along the handlebar 20th , that is in particular in the longitudinal direction of the handlebar 20th , determine a translation of the spring, also known as a spring translation 26th . The spring ratio is, in particular, the ratio of the total length of the handlebar, which extends in particular in the longitudinal direction and thereby for example in the vehicle transverse direction y, to a respective connection point at or in which the respective free end E1 respectively E2 to the handlebars 20th is connected. In particular is off 2 recognizable that the respective, possibly provided bearing and thus the respective free end E1 respectively E2 a respective distance from the pivot axis, which extends in the vehicle transverse direction y and is also referred to as a lever arm 22nd having. In other words, this is the distance between the pivot axis, running at least in the transverse direction of the vehicle 22nd and the respective free end E1 or E2 or between the pivot axis 22nd and the respective bearing a lever arm or a length of a Lever arm. In this regard, the ratio of the overall length of the handlebar is particularly under the spring ratio 20th to understand the respective lever arm or the respective length of the respective lever arm. Thus, by appropriate selection of the respective position of the respective bearing or the respective spring end along the link 20th the respective lever arm and thus the respective spring ratio of the spring 26th or the respective, physical spring element can be set.

Since the spring elements are connected in parallel to one another, they add up, for example, so that the spring elements are individual and thus the spring 26th overall can be designed to be particularly economical in terms of installation space, in particular with regard to their extent extending in the longitudinal direction x of the vehicle. This can reduce the installation space required for the wheel suspension 16 can be kept particularly low. In addition, a particularly low variance can be realized. Different equipment and trim positions usually require different spring lengths and / or spring rates. With the suspension 16 it is now possible to use the positions of the bearings or the spring ends, also referred to as connection points, in particular along the handlebar 20th , particularly easy to relocate, whereby the respective spring ratio of the respective spring element and thus the spring ratio of the spring 26th can be varied particularly easily overall. This allows the total spring rate of the spring 26th Overall, it is particularly easy to set, that is, to change them.

In this regard, it has been shown to be particularly advantageous when on the handlebar 20th several, preferably spaced apart fastening points are provided, which are also referred to as fastening points. Preferably are on the handlebars 20th more than three, in particular more than four, fastening points are provided, which are also referred to as fastening points. The fastening points are preferably spaced apart from one another. The fastening points are preferably, in particular in the direction of the longitudinal extent of the handlebar 20th , spaced from each other and / or arranged one after the other. In this case, at least one of the free ends can preferably E1 and E2 optionally on at least two of the handlebars 20th provided fastening points and thus attached to the handlebars 20th connected or to the handlebars 20th be connected, whereby the spring translation of at least the at least one free end E1 respectively E2 having spring area F1 respectively F2 can be set easily and as required, i.e. can be varied. Thus it is possible to use one spring 26th and one handlebar 20th different spring ratios and thus different spring rates of the spring 26th overall and different trim positions. Only one connection point or only one of the free ends is preferred E1 and E2 along the handlebar 20th and relative to the handlebar 20th moved or shifted in order to represent the different spring ratios and thus spring rates and trim positions, but it can also be provided that both connection points or both free ends E1 and E2 along the handlebar 20th and relative to the handlebar 20th moved or shifted in order to display the different spring ratios and thus spring rates and trim positions.

For example, is the spring pad 30th non-positively and / or positively and / or cohesively with the base body 32 , especially with the plateau P of the spring 26th connected or the spring pad 30th is formed in one piece with the plateau P. For example, the spring 26th in, in particular completely, the sprung position of the handlebars 20th under tension, especially on the handlebars 20th , attached. That is, the spring 26th for example, force is applied at all times, and the upper spring pads 30th is for example between the construction 18th and the main body 32 or the spring 26th held in position. This allows the structure 18th can be built unchanged, for example one when using a helix spring instead of the spring 26th The spring pad used has the same receptacle, for example designed as a body receptacle, in particular on the body 18th , uses, for example, the spring pad of the helical spring or the spring 26th to be arranged on or in the recording. Thus, at least essentially the same production process can be used or maintained, for example in order to use the spring instead of a helical spring 26th to be installed and especially between the structure 18th and the handlebar 20th , especially between the spring pad 30th and the handlebar 20th to clamp.

The feather 26th does not necessarily have to have the plateau P. For example, the wheel suspension 16 the spring pad 30th on which, for example, is integral with the spring 26th is formed, or the spring pad 30th is separate from the spring 26th formed and with the spring 26th , in particular with their plateau P, connected, in particular cohesively and / or non-positively and / or positively. Thus, for example, when the vehicle is manufactured, the spring 26th between the spring pad 30th and the handlebar 20th arranged and thus between the handlebars 20th and the structure 18th clamped. The example of the spring 26th glued or on the spring 26th glued-on spring pad 30th is on at least one, for example the spring 26th remote side, at least substantially flat or flat, so that the spring pad 30th and / or through the intermediary of the spring pad 30th the feather 26th particularly advantageous in the structure 18th can be supported.

The suspension 16 also has an in addition to the spring 26th provided and preferably hydraulic shock absorbers 34 on, which on the one hand, in particular one end, in particular articulated, with the handlebar 20th is coupled. On the other hand, especially at other ends, is the shock absorber 34 on the structure 18th supportable or supported. For example, the shock absorber 34 on the other hand, in particular articulated, to the structure 18th tied up. By means of the shock absorber 34 are the compression and rebound movements of the wheel 12th and thus with the compression and rebound movements of the wheel 12th accompanying relative movements between the handlebars 20th and the structure 18th muffled. Thus is the handlebar 20th about the shock absorber 34 dampened by the structure 18th supportable or supported. Here are the free ends E1 and E2 bypassing the shock absorber 34 to the handlebars 20th tied up. Here is the shock absorber 34 completely next to the spring 26th and thus completely outside of the spring 26th arranged, in particular such that the shock absorber 34 in the transverse direction of the vehicle further out than the spring 26th is arranged.

Claims (9)

Wheel suspension (16) for a vehicle having a body (18) and at least one wheel (12), with a handlebar (20) for guiding the wheel (12) relative to the body (18), and with one with the handlebar (20) ) coupled mechanical spring (26), via which the link (20) can be supported on the structure (18) in a sprung manner, characterized in that the mechanical spring (26) has at least one first meander-shaped or zigzag-shaped at least in a first length range (L1) Spring area (F1) with at least one free first end (E1) and at least one second spring area (F2) which is meandering or zigzag-shaped at least in a second length area (L2) and has at least one free second end (E2), the free ends (E1, E2) are spaced from one another and are connected to the handlebar (20), the spring areas (F1, F2) being formed integrally with one another. Suspension (16) according to Claim 1 , characterized in that the spring areas (F1, F2) are connected to one another at an upper end of the spring (26) opposite the free ends (E1, E2) and thereby form a plateau (P) over which the spring (26) can be supported on the structure (18). Suspension (16) according to Claim 1 , characterized in that the free ends (E1, E2) are mounted on the handlebar (20) via a respective bearing device connected directly to the handlebar (20) and thereby connected to the handlebar (20), the bearing devices being spaced from one another . Wheel suspension (16) according to one of the preceding claims, characterized in that the respective spring area (F1, F2) is formed from a fiber-reinforced plastic. Wheel suspension (16) according to one of the preceding claims, characterized in that the respective length region (L1, L2) is designed in a meander-shaped or zigzag-shaped plane, which is spanned by the vehicle transverse direction (y) and the vehicle vertical direction (z) or at an angle to one through the transverse direction of the vehicle (y) and the vertical direction of the vehicle (z), another plane extends. Wheel suspension (16) according to one of the preceding claims, characterized by an, in particular hydraulic, shock absorber (34) which is provided in addition to the spring (26) and which is coupled to the link (20) and via which the link (20) is damped on the structure ( 18) can be supported, the free ends (E1, E2) being connected to the handlebar (20) bypassing the shock absorber (34). Suspension (16) according to Claim 6 , characterized in that the shock absorber (34) is arranged completely next to the spring (26) and thereby completely outside the spring (26). Wheel suspension (16) according to one of the preceding claims, characterized in that the link (20) is designed as a profile which is open at the top in the vertical direction (z) of the vehicle and in which the spring (26) engages. Vehicle with a wheel suspension (16) according to one of the preceding claims.

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