DE102022121729A1 - Wheel suspension for a vehicle, in particular for a motor vehicle, and vehicle - Google Patents

Abstract

The invention relates to a wheel suspension (1) for a vehicle, with a wheel carrier (3), on which a vehicle wheel is to be mounted so that it can rotate about a wheel rotation axis (D) relative to the wheel carrier (3), with several articulated to the wheel carrier (3 ) connected wheel handlebars (5, 6, 7, 8, 9) for guiding the wheel carrier (3), with one supported on a first of the wheel handlebars (5, 6, 7, 8, 9) and thereby over the first wheel handlebar (6) to the wheel carrier (3) connected to the suspension spring (11), via which the wheel carrier (3) can be sprung and supported on a structure of the vehicle, and with a functionally connected parallel to the suspension spring (11) and arranged completely outside the suspension spring (11). (12), via which the wheel carrier (3) can be supported on the structure in a damped manner, the first wheel control arm (6), viewed in the vehicle's longitudinal direction (14), being arranged on a different side (S1) of the wheel rotation axis (D) than at least a second one Wheel handlebars (5, 6, 7, 8, 9).

Description

The invention relates to a wheel suspension for a vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1.

The DE 10 2018 213 663 A1 A multi-link axle of a two-track vehicle can be seen as known, with a suspension spring for the vehicle body supported on one of the handlebars leading a wheel of the axle and a vibration damper functionally connected in parallel to the suspension spring. In addition, the state of the art is referred to DE 10 2017 215 112 A1 as well as on the DE 10 2018 214 289 A1 referred.

The object of the present invention is to create a wheel suspension for a vehicle and a vehicle with at least one such wheel suspension, so that a particularly space- and weight-efficient design can be realized.

This object is achieved according to the invention by a wheel suspension with the features of patent claim 1 and by a vehicle with the features of patent claim 10. Advantageous embodiments of the invention are the subject of the dependent claims.

A first aspect of the invention relates to a wheel suspension for a vehicle, in particular for a motor vehicle. This means that the vehicle has the suspension in its fully manufactured state. The vehicle is preferably a motor vehicle, most preferably a passenger car. For example, in its fully manufactured state, the vehicle has an interior, also referred to as a passenger cell or passenger compartment, which is formed or delimited by a structure of the vehicle. The structure is most preferably designed as a self-supporting body. The body and thus the vehicle can be supported downwards on a floor in the vertical direction of the vehicle via the wheel suspension.

The wheel suspension has a wheel carrier on which a vehicle wheel of the vehicle, also referred to simply as the wheel of the vehicle, is rotatably mounted or mounted about a wheel rotation axis relative to the wheel carrier. The vehicle wheel is a ground contact element via which the body and the vehicle can be supported or supported downwards on the said ground in the vertical direction of the vehicle. If the vehicle is driven along the ground while the vehicle is supported downwards on the ground via the vehicle wheel in the vertical direction of the vehicle, the vehicle wheel rolls, in particular directly, on the ground, and in particular the vehicle wheel rotates relative to the wheel axis of rotation the wheel carrier.

In particular, it is conceivable that the wheel suspension has a wheel hub assigned to the wheel carrier, which is rotatably mounted on the wheel carrier about the wheel rotation axis relative to the wheel carrier. For example, the wheel hub is rotatably mounted on the wheel carrier about the wheel rotation axis relative to the wheel carrier via at least or exactly one roller bearing. It is particularly conceivable that the vehicle wheel, in particular non-destructively detachable, is connected or connectable to the wheel hub in a rotationally fixed manner.

The wheel suspension has a plurality of wheel control arms that are articulated to the wheel carrier, that is, that are articulated or coupled to the wheel carrier, for guiding the wheel carrier and thus the vehicle wheel. In other words, the wheel carrier is to be guided or guided, in particular relative to the structure, by means of the wheel handlebars, which are also simply referred to as handlebars. This is to be understood in particular as meaning that first relative movements between the wheel carrier and the structure can be at least limited or limited, in particular avoided or avoided, by the wheel control arms, while, for example, the wheel control arms are designed to specifically allow second relative movements between the wheel carrier and the structure. In particular, when the vehicle is fully manufactured, the wheel control arms allow compression and rebound movements of the vehicle wheel and thus of the wheel to occur at least essentially in the vertical direction of the vehicle and relative to the structure, the compression and rebound movements being collectively also referred to as wheel movements. For example, the vehicle wheel is a steerable vehicle wheel. In other words, the vehicle wheel can be assigned a steering system, by means of which the vehicle wheel can be steered in order to be able to carry out or effect, for example, changes in the direction of travel, changing lanes and cornering of the vehicle.

During the respective wheel movement, for example, the respective wheel handlebar is pivoted relative to the wheel carrier, in particular about a respective first pivot axis on the wheel carrier side. In addition, for example, the respective wheel control arm is pivoted relative to the body during the respective wheel movement, in particular about a respective second pivot axis on the body side. The wheel carrier is therefore articulated via the wheel handlebars and is at least indirectly connected or can be connected to the body. It is conceivable that the respective wheel handlebar is articulated and connected directly to the body. Furthermore, it is conceivable that an axle support designed separately from the structure is provided, which which is not part of the structure. The axle carrier is, for example, held, in particular mounted, on the structure, in particular elastically. It is conceivable that the respective wheel control arm is connected in an articulated manner to the axle carrier and is thus coupled to the body via the axle carrier.

The wheel suspension has a suspension spring which, in particular, is supported on one of the wheel control arms. The one wheel control arm on which the suspension spring is supported is also referred to as the first wheel control arm. The suspension spring is therefore, in particular exclusively, connected to the wheel carrier via the first wheel control arm. The first wheel control arm is also called a spring control arm. In particular, it is provided that the suspension spring is not connected while bypassing the first wheel control arm, so that the suspension spring is preferably not connected directly to the wheel carrier. The wheel carrier and thus the vehicle wheel can be supported or supported on the structure in a spring-loaded manner via the suspension spring. In particular, the wheel carrier and thus the vehicle wheel can be supported or supported on the structure with regard to the wheel movements via the suspension spring. Since the wheel control arm is pivoted relative to the structure and relative to the wheel carrier during the respective wheel movement, the respective wheel control arm, for example, carries out a pivoting movement during the respective wheel movement. For example, during the respective wheel movement and the respective, associated pivoting movement of the spring link, the suspension spring is tensioned, in particular compressed, whereby the suspension spring provides a spring force that counteracts the respective wheel movement. The suspension spring can comprise or be a mechanical spring element and thus designed as a solid body, such as a helical spring and/or a leaf spring, in particular a transverse leaf spring. Furthermore, it is conceivable that the suspension spring is or includes an air spring.

The wheel suspension also has a vibration damper, via which the wheel carrier and thus the vehicle wheel can be supported or supported on the structure in a damped manner, in particular with regard to the wheel movement. The respective wheel movement is therefore dampened by means of the vibration damper, which is also referred to as a shock absorber. For example, the vibration damper is designed as a hydraulic vibration damper, therefore as a hydraulic shock absorber. The vibration damper is functionally connected in parallel to the suspension spring.

In other words, a functional parallel connection of the suspension spring and the vibration damper is provided. In the wheel suspension, the first wheel control arm, viewed in the vehicle's longitudinal direction, is arranged on a different side of the wheel rotation axis than at least a second wheel control arm. In other words, the first wheel control arm is arranged on a first side of the wheel rotation axis, and the second wheel control arm is arranged on a second side of the wheel rotation axis facing away from the first side in the vehicle longitudinal direction. Expressed again in other words, it is provided in the wheel suspension that, viewed in the longitudinal direction of the vehicle, the first wheel control arm is arranged on this side of the wheel rotation axis and the second wheel control arm is arranged on the other side of the wheel rotation axis. The vehicle's longitudinal direction is also referred to as x or as the x-direction, in particular a forward direction of travel, also simply referred to as the direction of travel, in which the vehicle travels straight, that is, straight forward, coinciding with the vehicle's longitudinal direction.

In order to be able to realize a particularly space- and weight-efficient design of the wheel suspension, it is provided according to the invention that the vibration damper is connected to the wheel carrier, bypassing all the wheel control arms of the wheel suspension provided for guiding the wheel carrier of the wheel suspension. This means that the vibration damper is not connected to the wheel carrier via a wheel control arm provided for guiding the wheel carrier, but rather the vibration damper bypasses all the wheel control arms of the wheel suspension provided for guiding the wheel carrier of the wheel suspension in terms of its connection to the wheel carrier, so that, for example, a respective force, in particular, a respective damping force, which is transmitted between the vibration damper and the wheel carrier, does not run over any wheel control arm of the wheel suspension provided for guiding the wheel carrier on its way from the vibration damper to the wheel carrier or vice versa.

Furthermore, according to the invention, it is provided that all wheel control arms of the wheel suspension provided for guiding the wheel carrier of the wheel suspension are arranged on exactly one side of the vibration damper, that is, viewed for the respective wheel control arm. In other words, each of the wheel control arms of the wheel suspension provided for guiding the wheel carrier of the wheel suspension is arranged on exactly one side of the vibration damper. It is conceivable that at least one of the wheel control arms is arranged on exactly a first side of the vibration damper, while at least a second of the wheel control arms is arranged on exactly a second side of the shrinkage damper facing away from the first side of the vibration damper. For example, the second side faces away from the first side in the longitudinal direction of the vehicle and vice versa. In other words, at least one of the Wheel handlebars can be positioned in front of the vibration damper and at the same time at least one other of the wheel handlebars can be positioned behind the vibration damper. Thus, all wheel control arms of the wheel suspension provided for guiding the wheel carrier of the wheel suspension are free of a through opening penetrated by the vibration damper. In this way, a particularly cost-effective, weight- and space-efficient construction of the wheel suspension and thus an axle of the vehicle that is designed, for example, as a multi-link axle and encompasses the wheel suspension can be realized, since the respective wheel control arm itself can be designed to be cost-, weight- and space-efficient. In addition, a particularly advantageous damper ratio of the vibration damper can be realized, the damper ratio being, for example, at least approximately 1, in a range from 0.8 to 0.85 inclusive. As a result, a particularly high level of comfort, that is to say a particularly high level of driving comfort, can be achieved, and excessively high loads acting on the vibration damper, also simply referred to as a damper, can be avoided.

The feature that the vibration damper is arranged completely outside of the suspension spring means in particular that the vibration damper and the suspension spring are components that are arranged completely externally with respect to one another. This means that the vibration damper is arranged completely externally with respect to the suspension spring, that is to say completely outside of the suspension spring, and the suspension spring is completely external to the vibration damper, that is to say arranged completely outside of the vibration damper.

The axle mentioned, which includes the wheel suspension, can be, for example, a rear axle or a front axle. The axle can be a driving or driven axle, so that the vehicle wheel can be a driven or driven vehicle wheel, also referred to as a driving wheel. This means that the vehicle, in its fully manufactured state, has a drive device by means of which the vehicle wheel and thus the vehicle can be driven. The drive device is or includes, for example, an internal combustion engine and/or an electric machine, so that the vehicle can be a hybrid vehicle or an electric vehicle, in particular a battery-electric vehicle (BEV). Furthermore, it is conceivable that the axle is a non-drivable or non-driven axle, so that the vehicle wheel is, for example, a non-drivable or non-driven vehicle wheel.

In order to be able to keep the installation space requirement, the weight and the costs of the wheel suspension particularly low, it is provided in one embodiment that all wheel control arms of the wheel suspension provided for guiding the wheel carrier of the wheel suspension are designed as rod control arms. This is to be understood in particular as follows: The respective wheel handlebar has, for example, in particular precisely, a first storage area in or via which the respective wheel handlebar is articulated to the wheel carrier, in particular mounted on the wheel carrier. Furthermore, for example, the respective wheel control arm, in particular precisely, has a second storage area, in or via which the respective wheel control arm can be articulated or connected to the body, directly to the body or to the axle support, that is to say to be mounted or mounted in an articulated manner. In other words, for example, the respective wheel control arm preferably, in particular precisely, has two storage areas, namely the first storage area and the second storage area. It is preferably provided that the storage areas lie on a common straight line. There is therefore at least or exactly one straight line that intersects both the first storage area and the second storage area. As a result, a particularly space-, weight- and cost-effective design of the respective wheel handlebar can be realized.

Since the suspension spring is supported on, in particular on, the first wheel control arm and is therefore connected to the wheel carrier through the first wheel control arm, the first wheel control arm is also referred to as a spring control arm. The first spring link is, for example, a camber link. The second link can be a trailing arm, for example.

A further embodiment is characterized in that the second wheel control arm and the vibration damper are articulated to a common, integrally formed component of the wheel carrier. Thus, for example, a connection node is created by the component. The feature that the component is formed in one piece is to be understood as meaning that the component is formed from a single piece, so that the component is formed by a monoblock or as a monoblock. Expressed again in other words, the component is not composed of several elements that are formed separately and connected to one another, but rather the component is formed from a single piece. This means in particular that the component is formed by an integral body that is manufactured in one piece and is therefore manufactured integrally. This allows a particularly space-, weight- and cost-effective design to be realized.

In order to be able to keep the installation space requirement, the costs and the weight of the wheel suspension particularly low, it is provided in a further embodiment of the invention that the first wheel control arm (spring control arm) is also connected in an articulated manner to the integrally formed component.

The component is preferably produced by primary molding, which means that a particularly space-saving, weight-saving and cost-effective design can be achieved.

The original shaping can involve forging. However, in order to be able to keep the weight particularly low, it is provided in a further embodiment of the invention that the original molding is casting, so that the component is produced by casting, and is therefore designed as a cast component, also referred to as a cast component.

In order to be able to keep the weight of the wheel suspension particularly low, it is provided in a further embodiment of the invention that the component is made of a light metal, in particular of cast light metal.

The light metal is preferably aluminum, so that the component can preferably be designed as an aluminum casting.

It has also proven to be particularly advantageous if the first wheel control arm and/or the second wheel control arm is designed as a forged control arm. Furthermore, it is conceivable that all wheel control arms of the suspension provided for guiding the vehicle wheel are designed as forged control arms. This allows a particularly space-saving design to be achieved.

In order to be able to keep the weight and the costs within a particularly low framework, it is provided in a further embodiment of the invention that the first wheel control arm and/or the second wheel control arm is designed as a sheet metal control arm, in particular in a shell design. In particular, it is conceivable that all wheel control arms of the wheel suspension provided for guiding the vehicle wheel of the suspension are designed as sheet metal control arms, in particular in a shell design.

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

• 1 eine schematische Perspektivansicht einer Radaufhängung für ein Fahrzeug;
• 2 eine weitere schematische Perspektivansicht der Radaufhängung; und
• 3 eine weitere schematische Perspektivansicht der Radaufhängung.

Further details of the invention result from the following description of a preferred exemplary embodiment with the associated drawings. This shows:

• 1 a schematic perspective view of a wheel suspension for a vehicle;
• 2 another schematic perspective view of the wheel suspension; and
• 3 another schematic perspective view of the wheel suspension.

In the figures, identical or functionally identical elements are provided with the same reference numerals.

1 shows a schematic perspective view of a wheel suspension 1 for a vehicle. In its fully manufactured state, the vehicle has at least or exactly two vehicle axles which are arranged one after the other in the longitudinal direction of the vehicle and are therefore arranged one behind the other, which are also simply referred to as axles. The respective vehicle axle has at least or exactly two vehicle wheels, which are also simply referred to as wheels. The respective vehicle wheels of the respective vehicle axle are arranged on sides of the vehicle that are opposite one another in the transverse direction of the vehicle. The vehicle wheels are ground contact elements via which the vehicle, whose interior, also referred to as the passenger cell or passenger compartment, is formed or limited by a structure of the vehicle, preferably designed as a self-supporting body, can be supported or supported downwards on a floor in the vertical direction of the vehicle. For example, a wheel suspension such as the wheel suspension 1 is provided for each vehicle wheel. One of the vehicle axles is a front axle, so that the other vehicle axle is a rear axle, which is arranged behind the front axle in the longitudinal direction of the vehicle. For example, the wheel suspension 1 is part of the rear axle mentioned. The front axle vehicle wheels are also called front wheels, and the rear axle vehicle wheels are also called rear wheels. The vehicle axle having the wheel suspension 1 is in 1 labeled 2.

The wheel suspension 1 has a wheel carrier 3, on which one of the vehicle wheels of the vehicle axle 2 is rotatably mounted or mounted about a wheel rotation axis D relative to the wheel carrier 3. When we talk about the vehicle wheel below, this includes, unless otherwise stated Ben is to understand the vehicle wheel, which is to be or is mounted on the wheel carrier 3 so as to be rotatable about the axis of rotation D relative to the wheel carrier 3. In 1 a brake disc 4 assigned to the vehicle wheel of a service brake of the vehicle designed as a friction brake can be seen, the friction brake being designed as a disc brake. By braking the brake disc 4, the vehicle and thus the vehicle as a whole can be braked.

The wheel suspension 1 has several wheel control arms 5, 6, 7, 8 and 9, which are also referred to as control arms, wheel control arms or wheel control elements. In the exemplary embodiment shown in the figures, the wheel suspension 1 has exactly five wheel control arms, namely the wheel control arms 5, 6, 7, 8 and 9. The vehicle axle 2 is therefore designed as a multi-link axle. The wheel carrier 3 can be guided or guided relative to the structure by means of the wheel handlebars 5, 6, 7, 8 and 9.

In the exemplary embodiment shown in the figures, the wheel suspension also has an axle support 10, which is designed separately from the structure and is held on the structure, in particular elastically mounted. The respective wheel control arms 5, 6, 7, 8 and 9 are each articulated on the one hand, in particular at one end, to the wheel carrier 3 and on the other hand, in particular at the other end, in an articulated manner on the axle support 10, so that through the wheel control arms 5, 6, 7, 8 and 9 first, undesirable relative movements between the wheel carrier 3 and the axle carrier 10 and thus between the wheel carrier 3 and the structure are at least limited or prevented, while the wheel handlebars 5, 6, 7, 8 and 9, also simply referred to as handlebars, are in particular at least essentially in Vehicle vertical direction and allow compression and rebound movements of the wheel carrier 3 and thus of the vehicle wheel relative to the structure and relative to the axle carrier 10. The compression and rebound movements are collectively referred to as wheel movements. During or through the respective wheel movement, the respective handlebar is pivoted relative to the wheel carrier 3 and relative to the axle carrier 10. This means that during or through the respective wheel movement, the respective handlebar carries out a respective pivoting movement relative to the wheel carrier 3 and relative to the axle carrier 10.

The wheel suspension 1 has a support spring 11, via which the wheel carrier 3 and thus the vehicle wheel can be supported or supported on the structure in a sprung manner, in particular with regard to the respective wheel movement. In the exemplary embodiment shown in the figures, the suspension spring 11 is designed as an air spring. Out of 1 It can be seen that the suspension spring 11 is supported, in particular at least essentially in the vertical direction of the vehicle, on, in particular on, the wheel handlebar 6, so that the suspension spring 11 is connected to the wheel carrier 3 via the wheel handlebar 6. Conversely, the wheel carrier 3 is coupled to the suspension spring 11 via the wheel handlebar 6 and can thus be supported or supported on the structure via the wheel handlebar 6 and the suspension spring 11 with respect to their respective wheel movement. The wheel control arm 6 is also referred to as a spring control arm.

The wheel suspension 1 also has a vibration damper 12, which is also referred to as a damper or shock absorber. Preferably, the vibration damper 12 is a hydraulic vibration damper, that is, a hydraulic shock absorber. The wheel carrier 3 and thus the vehicle can be supported or supported on the structure in a damped manner, in particular with regard to their respective wheel movement, via the vibration damper 12. It is conceivable that the suspension spring 11, which is supported on the one hand, in particular directly, on the wheel control arm 6, in particular coupled, on the other hand, can be supported, in particular directly, on the structure, in particular coupled to the structure. Furthermore, it is conceivable that the vibration damper 12 is supported, in particular directly, on the structure, in particular coupled to the structure.

The wheel handlebar 8 is also referred to, for example, as the second wheel handlebar. For example, the wheel control arm 8 is a trailing arm. The wheel handlebar 9 is, for example, also referred to as a guide handlebar or is a guide handlebar. The wheel control arm 7 is designed here as a wishbone. The wheel control arm 5 is preferably a track control arm or is also referred to as a track control arm. The wheel control arm 6 is, for example, a camber control arm or is also referred to as a camber control arm.

In the wheel suspension 1, the wheel control arm 6, viewed in the vehicle's longitudinal direction of the vehicle, is now arranged on a different side of the wheel rotation axis D than the wheel control arm 8 and, for example, also as the wheel control arm 9. The vehicle's longitudinal direction of the vehicle, its forward direction of travel, also known as the direction of travel, is illustrated by an arrow 13 is, is in 1 illustrated by a double arrow 14. In the wheel suspension 1, several and therefore at least or exactly two of the handlebars, one of which is the wheel handlebar 6, are arranged on a first side S1 of the wheel rotation axis D, and several and thus at least or exactly two of the handlebars, one of which is the wheel handlebar 8 is, are arranged on a second side S2 of the axis of rotation D, the second side S2 facing away from the first side S1 in the longitudinal direction of the vehicle. In other words, it is in the longitudinal direction of the vehicle Considers the wheel control arm 6 (spring control arm) arranged on this side of the wheel rotation axis D, while the wheel control arm 8 is arranged on the other side of the wheel rotation axis D. In the specific exemplary embodiment shown in the figures, for example, the wheel control arms 5, 6 and 7 are arranged on this side of the wheel rotation axis D when viewed in the vehicle's longitudinal direction, while when viewed in the vehicle's longitudinal direction the wheel control arms 8 and 9 are arranged beyond the rotation axis D and thus on the second side S2. Based on the arrow 18 it can be seen that the wheel control arm 8 and in the present case also the wheel control arm 9 are arranged in front of the wheel rotation axis D when viewed in the vehicle's longitudinal direction, with the wheel control arms 5, 6 and 7 being arranged behind the wheel rotation axis D when viewed in the vehicle's longitudinal direction with respect to the forward direction of travel. Expressed again in other words, the wheel control arms 8 and 9 connect to the wheel axis of rotation D in the longitudinal direction of the vehicle and thus in the forward direction of travel, and the wheel axis of rotation D connects to the front in the longitudinal direction of the vehicle and thus in the direction of forward travel to the wheel control arm 5 , 6 and 7. Furthermore, the vibration damper 12 is arranged completely outside the suspension spring 11, and the suspension spring 11 is arranged completely outside the vibration damper 12. The suspension spring 11 and the vibration damper 12 are connected in parallel to one another.

In order to realize a particularly space-, weight- and cost-effective design of the wheel suspension 2, it is particularly good for the wheel suspension 1, as can be seen from the synopsis of 1 to 3 can be seen, it is provided that the vibration damper 12 is connected to the wheel carrier 3, in particular in an articulated manner, bypassing all the wheel control arms 5, 6, 7, 8 and 9 of the wheel suspension 1 provided for guiding the wheel carrier of the wheel suspension 1 and also bypassing the suspension spring 11 . The suspension spring 11 is connected to the wheel carrier 3 bypassing the vibration damper 12 and through the wheel control arm 6. Furthermore, it is provided in the wheel suspension 1 that all wheel control arms 5, 6, 7, 8 and 9 of the wheel suspension 1 provided for guiding the wheel carrier 3 of the wheel suspension 1 are each arranged on exactly one side of the vibration damper 12. In the exemplary embodiment shown in the figures, the wheel control arms 8 and 9 are arranged on a first side S3 of the vibration damper 12, in which case the first side S3 points forward in the forward direction of travel, i.e. in the forward direction of travel. The wheel control arm 6 and in the present case also the wheel control arms 5 and 7 are arranged on a second side S4 of the vibration damper 12, with the side S4 facing away from the side S3 in the longitudinal direction of the vehicle. In the present case, side S4 points backwards in the longitudinal direction of the vehicle and thus counter to the forward direction of travel. While the wheel control arms 8 and 9 are only arranged on side S3 in relation to the sides S3 and S4, in particular in relation to all sides of the vibration damper 12, the wheel control arm 6 and in the present case also the wheel control arms 5 and 7 are arranged in relation to the pages S3 and S4 and in particular, based on all sides of the vibration damper 12, only arranged on side S4. The wheel control arms 8 and 9 are, so to speak, arranged in front of the damper, while the wheel control arms 5, 6 and 7 are arranged behind the damper.

In the exemplary embodiment shown in the figures, it is also provided that all wheel control arms 5, 6, 7, 8 and 9 of the wheel suspension 1 provided for guiding the wheel carrier 3 of the wheel suspension 1 are designed as rod control arms.

Particularly good looking 3 It can be seen that the wheel control arm 8 and the vibration damper 12 are connected to a common, integrally formed component 15 of the wheel carrier 3, in particular in an articulated manner. The wheel handlebar 6 is also connected to the integrally formed component 15, in particular in an articulated manner. The component 15, in particular the wheel carrier 3 as a whole, is produced by casting and is therefore designed as a cast part. The component 15, in particular the wheel carrier 3 as a whole, is preferably formed from a light metal, in particular aluminum, so that the component 15, in particular the wheel carrier 3 as a whole, is preferably designed as an aluminum casting. All other wheel handlebars 5, 7 and 9 are also particularly good 2 can be seen, connected to the integrally formed component 15 of the wheel carrier 3, in particular in an articulated manner, so that in the exemplary embodiment shown in the figures it is provided that all wheel control arms 5, 6, 7, 8 and. provided for guiding the wheel carrier 3 of the wheel suspension 1 9 of the wheel suspension 1 are connected to the integrally formed component 15, in particular in an articulated manner. In the exemplary embodiment shown in the figures, all wheel control arms 5, 6, 7, 8 and 9 of the wheel suspension 1 provided for guiding the wheel carrier 3 of the wheel suspension 1 are designed as rod control arms and also as sheet metal control arms, in particular in a shell design.

The example of the wheel handlebar 9 is particularly good 2 It can be seen that the wheel handlebar 9 has exactly two storage areas 16 and 17, via which the wheel handlebar 9 is coupled, in particular in an articulated manner, to the wheel carrier 3 and the axle carrier 10.

In particular, the wheel handlebar 9 has exactly one storage area 16, via which the wheel handlebar 9 is coupled, in particular in an articulated manner, to the wheel carrier 3. In addition, the Radlen ker 9 has exactly one storage area 17, via which the wheel control arm 9 is coupled in an articulated manner to the axle carrier 10 or to the structure. The previous and following statements on the wheel control arm 9, particularly with regard to the storage areas 16 and 17, can easily also be transferred to the other wheel control arms 5, 6, 7 and 8 of the wheel suspension 1. The storage areas 16 and 17 lie on a common straight line. The wheel handlebar 9 is therefore designed as a particularly cost-effective bar handlebar.

Reference symbol list

1

suspension

2

Vehicle axle

3

Wheel carrier

4

Brake disc

5

Wheel handlebars

6

Wheel handlebars

7

Wheel handlebars

8th

Wheel handlebars

9

Wheel handlebars

10

Axle carrier

11

suspension spring

12

Vibration damper

13

Arrow

14

Double arrow

15

Component

16

Storage area

17

Storage area

S1

Page

S2

Page

S3

Page

S4

Page

QUOTES INCLUDED IN THE DESCRIPTION

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

Cited patent literature

• DE 102018213663 A1 [0002]
• DE 102017215112 A1 [0002]
• DE 102018214289 A1 [0002]

Claims (10)

Wheel suspension (1) for a vehicle, with a wheel carrier (3), on which a vehicle wheel of the vehicle is to be rotatably mounted about a wheel rotation axis (D) relative to the wheel carrier (3), with several articulated to the wheel carrier (3). Wheel control arms (5, 6, 7, 8, 9) for guiding the wheel carrier (3), with one supported on a first of the wheel control arms (5, 6, 7, 8, 9) and thereby connected via the first wheel control arm (6). Wheel carrier (3) connected suspension spring (11), via which the wheel carrier (3) can be sprung on a body of the vehicle, and with a functionally connected parallel to the suspension spring (11) and arranged completely outside of the suspension spring (11) vibration damper (12 ), via which the wheel carrier (3) can be supported on the structure in a damped manner, the first wheel control arm (6), viewed in the vehicle's longitudinal direction (14), being arranged on a different side (S1) of the wheel rotation axis (D) than at least a second of the wheel control arms ( 5, 6, 7, 8, 9), characterized in that: - the vibration damper (12), bypassing all the wheel control arms (5, 6, 7, 8, 9) provided for guiding the wheel carrier (3) of the wheel suspension (1) the wheel suspension (1) is connected to the wheel carrier (3), and - each of the wheel control arms (5, 6, 7, 8, 9) of the wheel suspension (1) provided for guiding the wheel carrier (3) of the wheel suspension (1) is accurate one side (S3, S4) of the vibration damper (12) is arranged. Wheel suspension (1). Claim 1 , characterized in that all wheel control arms (5, 6, 7, 8, 9) of the wheel suspension (1) provided for guiding the wheel carrier (3) of the wheel suspension (1) are designed as rod control arms Wheel suspension (1). Claim 1 or 2 , characterized in that the second wheel control arm (8) and the vibration damper (12) are connected to a common, integrally formed component (15) of the wheel carrier (3). Wheel suspension (1). Claim 3 , characterized in that the first wheel control arm (6) is also connected to the integrally formed component (15). Wheel suspension (1). Claim 3 or 4 , characterized in that the component (15) is manufactured by primary molding. Wheel suspension (1). Claim 5 , characterized in that the original molding is casting. Wheel suspension (1) according to one of the Claims 3 until 6 , characterized in that the component (15) is made of a light metal. Wheel suspension (1) according to one of the preceding claims, characterized in that the first wheel control arm (6) and/or the second wheel control arm (8) is designed as a forged control arm. Wheel suspension (1) according to one of the preceding claims, characterized in that the first wheel control arm (8) and/or the second wheel control arm (8) is designed as a sheet metal control arm. Vehicle with at least one wheel suspension (1) according to one of the preceding claims.

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