EP3544836A1

EP3544836A1 - Wheel suspension

Info

Publication number: EP3544836A1
Application number: EP17790721.9A
Authority: EP
Inventors: Klaus Wallgren
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2016-11-22
Filing date: 2017-10-16
Publication date: 2019-10-02
Also published as: DE102016222965A1; US11142032B2; CN109982873A; US20190315172A1; WO2018095656A1

Abstract

The invention relates to a wheel suspension (1) for a motor vehicle comprising a wheel carrier (2) for receiving a wheel (3), a wheel-guiding control arm (4) for the articulated joining of the wheel carrier (2) to a structure (6), and a steering means (8) for steering the wheel (3), wherein the wheel carrier (2) and the wheel-guiding control arm (4) are connected to one another in an articulated manner for steering the wheel (3), in such a way that the wheel carrier (2) can pivot about a steering axis in relation to the wheel-guiding control arm (4), wherein the wheel carrier (2) is directly connected to the wheel-guiding control arm (4) in a first connection region (20), characterised in that the wheel carrier (2) is indirectly coupled to the wheel-guiding control arm (4) in a second connection region (21) via an integral controller (5) connected to a chassis element (12).

Description

Arm

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

From EP 0 323 815 A1 a wheel suspension for a motor vehicle is known which can be used in particular for a drivable, steerable rear axle. A wheel carrier, which receives a drivable via a drive shaft wheel, is pivotally connected to a wheel-guiding handlebar. The wheel-guiding arm, consisting of a substantially extending in the vehicle longitudinal direction component and an associated, extending substantially in the vehicle transverse direction component is articulated via two body-side bearing with a body of the vehicle and thus can perform in the wheel carrier side height movements. The term "structure" is to be interpreted broadly in the context of this patent application, in particular, it should be understood both the body of the vehicle as well as firmly connected assemblies such as a mounted on the body axle or comparable connection components.

In EP 0 323 815 A1, the wheel-guiding link and the wheel carrier are articulated to one another via a ball joint in such a way that the wheel carrier is pivotable relative to the wheel-guiding link about a steering axis. The steering axis extends through just this ball joint and another hinge point at an upper end of the wheel carrier, in which the wheel is pivotally connected to a crash handlebar, which in turn is hinged at its end facing away from the wheel carrier to the body of the vehicle. The steering axle of the wheel carrier thus formed, extending through the lower and upper attachment point of the wheel carrier can change their position relative to the structure of the vehicle depending on the jounce state, it is thus a steering axle with a dynamic position relative to the vehicle body. To enable steering movements of the wheel carrier about the steering axle thus formed engages in the vehicle transverse direction track rod at a rear end of the wheel carrier. By translational movement of the tie rod in the vehicle transverse direction of the wheel is set in steering movement, that is pivoted about the steering axis described above. To support the wheel carrier, in particular the driving or deceleration forces or moments acting thereon, the wheel carrier is coupled in a rear region via an integral link to the wheel-guiding link. For this purpose, a lower end of the integral link is pivotally connected to the wheel-guiding link, while an upper end of the integral link is pivotally connected to a rear end of the wheel carrier. When performing steering movements, the upper end of the integral link is pivoted in the vehicle transverse direction.

From DE 10 2013 211 535 A1 discloses a further suspension for a motor vehicle according to the features of the preamble of claim 1 is known. In contrast to EP 0 323 815 A1, in the concept described in DE 10 2013 211 535 A1, the integral link is arranged laterally of the wheel-guiding link within the wheel rim. This results in a favorable space utilization. An upper end of the integral link is articulated to the wheel carrier, an opposite lower end of the integral link is pivotally connected to the wheel-guiding handlebar.

For damping operational vibrations of the wheel-guiding arm, this is connected to a lower end of a substantially extending in the vehicle vertical direction damper. For the integral link and the damper own links are formed on the wheel-guiding handlebars.

It is an object of the present invention to provide a suspension of the type mentioned, in which the wheel carrier is coupled to the wheel-guiding arm in a second connection area in an improved manner. In this case, a further improved space utilization is to be created first, also the possibility should be created to improve the kinematic properties of the suspension. A self-adjusting in semi-trailing arm suspensions rotation of the wheel carrier during compression of the wheel in the vehicle vertical direction (unwanted) should be reduced or even completely eliminated. The object is achieved by a wheel suspension according to claim 1. It is a suspension for a motor vehicle with a wheel carrier for receiving a wheel, a wheel-guiding arm for articulating the wheel carrier with a structure and a steering means for steering the wheel. The wheel carrier and the wheel-guiding arm are connected in such an articulated manner for steering the wheel that the wheel carrier is pivotable relative to the wheel-guiding arm about a steering axis. In a first connection area, the wheel carrier is directly connected to the wheel-guiding link. According to the invention, the wheel suspension is characterized in that, in a second connection region, the wheel carrier is indirectly coupled to the wheel-guiding link via an integral link connected to a suspension element.

As in the prior art according to DE 10 2013 211 535 A1, the wheel carrier is indirectly coupled in a second connection region to the wheel-guiding link. In contrast to the previously known coupling, the solution according to the invention provides that the coupling takes place via an integral link which is connected to a chassis element. According to the invention, wheel carriers and wheel-guiding links are therefore not coupled directly (in the sense of "alone") via the integral link, but rather via a kinematic chain which is formed from the integral link and a chassis element connected to it the coupling according to the invention has a favorable influence on the kinematics of the wheel suspension, the order within the kinematic chain being fundamentally exchangeable.

According to a preferred embodiment of the invention, the integral link is connected by means of a first joint with the chassis element. In this case, according to a first preferred alternative, the suspension element is connected to the wheel-guiding link and the integral link is connected to the wheel carrier by means of a second joint. According to a second alternative, the chassis element is connected to the wheel carrier and the integral link is connected to the wheel-guiding link by means of a second joint. In both cases, there is no (further) connection for the integral link (first alternative) or the chassis element (second alternative) to be provided on the wheel-guiding link. Accordingly, a space-optimized design of the wheel-guiding arm, in particular a shortened design of the wheel-guiding arm is possible.

According to an advantageous development of the suspension is in the suspension element to which the integral link is connected to an on-site connected component, in particular a damper or a spring-damper unit for vibration damping of the wheel. By the chassis element is connected to the structure of the vehicle, this advantageously comes to the function of a handlebar, that is, the chassis element influences the position of the wheel carrier. In the case of a damper or a spring-damper unit, the suspension element is a variable-length ("telescoping") component the suspension element in a point located outside the tilting axis results in a change in position of the lower connection point of the integral link to the suspension element as a function of both the wheel stroke and the tilt angle of the suspension element.

Advantageously, the integral link is articulated to the chassis element in a coupling region that is further spaced from the vehicle center, as a coupling region for the articulated connection of the chassis element with the wheel-guiding link. By selecting suitable kinematics points can be reduced in this way, a rotation of the wheel carrier to the wheel center during compression or rebound of the wheel-guiding arm or even completely avoided.

In particular, when it comes to the suspension element is a damper or a spring-damper unit, this expediently extends substantially in the vehicle vertical direction. As stated above, the wheel carrier with the wheel-guiding arm according to the invention is directly connected in a first connection area and indirectly coupled in a second connection area. Expediently, the two connection regions (first connection region and second connection region) are spaced from each other, in particular in the vehicle longitudinal direction.

Various arrangements and configurations of the connection areas are conceivable. In accordance with a preferred development of the wheel suspension, one of the two attachment regions, in particular the first attachment region, is formed in front of the wheel center and the other (then second attachment region) behind the wheel center. It should be noted that the first connection area with respect to the vehicle longitudinal direction could also be arranged close to or even behind the wheel center.

To achieve a steering angle that is approximately the same on both sides, the integral link is advantageously aligned in the vertical direction of the vehicle in the unencountered state of the wheel.

According to an advantageous development of the wheel suspension, the wheel-guiding arm has an axis of rotation oblique with respect to the vehicle longitudinal axis, in that the wheel-guiding arm is connected to the body (of the vehicle) in two areas, in particular a front outer area and a rear inner area. The terms "front" and "rear" or "outer" and "inner" are to be understood in relation to the vehicle longitudinal direction or vehicle center. The front outer area is thus located farther forward and farther outward than the rearward inner area with respect to the vehicle's longitudinal direction and the vehicle center. The oblique axis of rotation of the wheel-guiding handlebar advantages are achieved in terms of space design.

Conveniently, a receptacle for a Radträgerlager and a receptacle for a damper bearing are formed on the wheel-guiding arm. An additional Recording for the integral link eliminates the invention due to the connection of the integral link to the chassis element.

The suspension of the type described above can be designed in different ways. According to a preferred refinement, the wheel-guiding link is arranged with respect to a vehicle vertical direction in a lower link plane and a lintel link connecting the wheel carrier to the link in an upper link plane.

The suspension can be designed actively or passively steerable. Accordingly, it is conceivable that the steering means is designed for passive steering over the Radhub as a steering arm. According to a preferred alternative, the steering means is designed for active steering via a steering splitter as a tie rod.

An advantageous construction space configuration results in that the integral link, the chassis element and a spring assigned to the wheel-guiding link are arranged in a plan view, with reference to the vehicle vertical direction, approximately on a line preferably running in the vehicle transverse direction. For example, integral link, suspension element and spring could be arranged in plan view between the lintel, possibly a drive shaft, and the tie rod (active steering). The suspension may be used to suspend a non-driven wheel or a driven wheel.

According to an advantageous development of the invention, the wheel can be driven via a shaft extending essentially in the vehicle transverse direction. It should be noted, however, that the described suspension can be designed to achieve comparable effects and benefits for a non-drivable wheel, or for designs with wheel hub motor.

The invention will now be described with reference to embodiments shown in the drawings. In the drawing shows: 1 shows a suspension for a motor vehicle according to an embodiment of the invention in plan view,

2 shows the suspension in rear view,

3 shows the suspension in oblique view from above,

FIG. 4 shows a wheel-guiding link used obliquely from the wheel suspension shown above,

FIG. 5 the suspension from obliquely below,

6 shows the suspension in oblique view from the front,

Figure 7 shows a suspension according to another embodiment in a schematic view from behind.

The figures 1-6 included in the drawing relate to a suspension according to a preferred embodiment of the invention. While Figures 1, 2, 3, 5, 6 show the same suspension in different views in the assembled state, Figure 4 contains a detail of a wheel-guiding arm used for this suspension. Since all figures 1-6 refer to the same embodiment, the same components are provided with the same reference numerals in the various representations. Already made explanations to individual components or with respect to the interaction and the function of the suspension are thus applicable to all figures 1-6. To avoid repetition, reference is therefore made to the entire description of the embodiment of the invention.

To facilitate orientation, each of FIGS. 1-6 contains a coordinate system which, with respect to the respective representation, indicates the vehicle longitudinal direction x, the vehicle transverse direction y and the vehicle vertical direction z. The vehicle longitudinal direction x corresponds to the forward direction of travel of the vehicle. In Figures 1, 2, 3, 5 and 6, a wheel suspension 1 for a motor vehicle according to a first and only embodiment of the present invention is shown from different perspectives. Specifically, it is the suspension of a rear wheel in particular a passenger car.

A wheel 3 is added to a wheel carrier 2 and is rotatably mounted relative to this about a wheel axis. The suspension 1 further comprises a wheel-guiding arm 4 for articulated connection of the wheel carrier 2 with a structure 6. The structure 6 is an axle carrier in the exemplary embodiment shown. Since the axle support 6 is firmly connected to a body of the vehicle in the assembled state, the axle support 6 is thus understood to be simplifying under the term "body." According to a conceivable alternative, the handlebar 4 could directly contact the vehicle body (= Construction).

The wheel-guiding arm 4 is shown as a single component in Figure 4. This is a component which is essentially formed from two intersecting struts 22, 23. Of these, a longitudinal strut 22 extends substantially in the vehicle longitudinal direction x (between the front body-side bearing 13 and damper bearing 16), while a transverse strut 23 extends substantially in the vehicle transverse direction y (between the rear body-side bearing 14 and Radträgerlager 15).

At the body-side end of the longitudinal strut 22, a front body-side bearing 13 is formed in the form of a sleeve, while at the body-side end of the cross member 23, a rear body-side bearing 14 is formed in the form of a bearing eye. The two struts 22, 23 are connected to each other between the front body-side bearing 13 and the rear body-side bearing 14 by an additional auxiliary strut for stiffening. A spring plate 19 is based on the vehicle longitudinal direction x behind the intersection of the struts 22, 23 is formed. This spring plate 19 serves to receive a lower end of a spring 11 of the suspension. At the wheel carrier end of the cross member 23, a receptacle for a Radträgerlager 15 is formed. In the rear region of the wheel-guiding link 4, the longitudinal strut 22 running in the vehicle longitudinal direction x is formed laterally opposite the spring plate 19, a receptacle for a shock absorber bearing 16. As will be explained in more detail below, the receptacle for the Radträgerlager 15 and the receptacle for the damper bearing 16 are part of a first connection region 20 and a second connection region 21 for connection or coupling of the wheel carrier 2 with the wheel-guiding arm. 4

As best seen in Figure 5, the wheel-guiding arm 4 is pivotally connected to the body 6 via the front body-side bearing 13 and the rear body-side bearing 14. Thus, the wheel-guiding arm 4 has an obliquely running axis of rotation relative to the vehicle longitudinal axis x.

As best seen in Figure 4 can be seen in conjunction with Figure 1, an imaginary line connecting the front body-side bearing 13 and the rear body-side bearing 14 extends approximately parallel to another imaginary line connecting the likewise received from the wheel-guiding arm 4 Radträgerlager 15 and the damper bearing 16. The wheel-guiding handlebar 4 can also be described as a trapezoidal link.

With reference to FIG. 5, it can be seen that the wheel-guiding link 4 is pivotably mounted relative to the axle carrier 6 about a pivot axis extending through the front body-side bearing 13 and the rear body-side bearing 14. By means of a fixed to the spring plate 19 of the wheel-guiding arm 4 spring 11, whose upper end is supported relative to the structure of the vehicle (not shown in detail), the wheel-guiding arm 4 is sprung relative to the vehicle body. To dampen the spring movements of the wheel-guiding arm 4, a damper 12 is used. The damper 12 extends, as can be seen for example in FIGS. 2, 3, 5, substantially in the vehicle vertical direction z. At its lower end, the damper 12 is pivotally connected via a damper bearing 16 with the rear end of the wheel-guiding arm 4. A body-side end of the damper is supported on the vehicle body (not shown in detail for purposes of illustration). Based on the passing through the bearing points 13 and 14 pivot axis of the wheel-guiding arm 4 thus the spring 11 is arranged closer to the pivot axis than the damper 12th

The wheel 3 receiving the wheel carrier 2 is connected according to the invention in a particular manner explained below with the wheel-guiding arm 4 or coupled thereto. To enable the steerability of the wheel 3, the wheel carrier 2 is pivotable relative to the wheel-guiding arm 4 about a steering axis. For this purpose, the wheel carrier 2 is connected directly to the wheel-guiding link 4 in a first connecting region 20, namely via a wheel carrier bearing 15 designed as a ball joint. This ball joint has three degrees of freedom, the wheel carrier 2 is compared to the wheel-guiding arm 4 thus basically pivotable about all three axes of rotation. The connection between the wheel carrier 2 and wheel guiding handlebar 4 via the Radträgerlager 15 is located in a lower arm level.

To determine the camber angle of the wheel 3, the suspension 1 further comprises a crash bar 7, which is arranged in a contrast upper arm level. The lintel 7, visible in Figures 1, 2, 3 and 6, is an approximately c-shaped component which extends substantially in the vehicle transverse direction y. On the building side, the lintel 7 is pivotally connected to the axle carrier 6, wheel carrier side of the lintel 7 is connected to an upwardly projecting arm of the wheel carrier 2. In this way, the wheel carrier 2 is connected in a lower arm level via the wheel-guiding arm 4 and in an upper arm level via the crash bar 7 with the axle 6. The wheel carrier 2 is in this case pivotable relative to the wheel-guiding link 4 about a steering axis which passes through the wheel carrier bearing 15 and a hinge connecting the lashed link 7 to the wheel carrier 2. Depending on the jounce state of the wheel-guiding arm 4, the steering axle formed in this way can change its relative position with respect to the axle carrier 6 or the vehicle body.

In order to support torques acting on the wheel carrier 2 about the wheel axis, the wheel carrier 2 is in addition to the direct connection in the first connection. tion area 20 - in a second connection region 21 indirectly coupled to the wheel-guiding arm 4. This indirect coupling takes place via a hinged to the wheel 2 Integralenker 5, which is coupled in a special way, namely indirectly to the wheel-guiding arm 4. The integral link 5 is an elongated link component which, in the unsteered state of the wheel 3, is oriented essentially in the vehicle vertical direction z. Via an upper connection 18, cf. 3 and 5, the integral link 5 is pivotally connected to a rearwardly projecting arm of the wheel carrier 2. About a lower connection 17 of the integral link 5 is pivotally connected to the damper 12.

With reference to FIG. 2, it can be seen that the lower connection 17 of the integral link 5 is arranged on the damper 12 laterally next to the damper bearing 16. The resulting by the lower connection 17 coupling region between integral handlebar 5 and damper 12 is thus from the vehicle center (relative to the vehicle transverse direction y) further spaced than the coupling formed by the damper bearing 16 for articulated connection of the damper 12 with the wheel-guiding arm 4. The integral link 5 is not directly coupled in this way, but with the interposition of the pivotally connected to the wheel-guiding arm 4 damper 12 to the wheel-guiding arm 4.

The effect of this connection is first that the bearing mount for the damper bearing 16 can be used in addition to the damper support at the same time for the coupling between wheel guiding handlebar 4 and integral link 5. This simplifies the design of the wheel-guiding link 4. In addition, this design makes it possible for the integral link 5, the damper 12 and the spring 11 to be arranged approximately in a line running in the vehicle transverse direction y in plan view of the wheel suspension 1 (see FIG. 1). This results in an advantageous space utilization, in particular can be a drive wheel 9 driving the drive shaft 9, which extends substantially in the vehicle transverse direction y, collision free on integral link 5, damper 12, spring 11 pass.

Another effect of the inventively provided connection of the integral link 5 to the damper 12 is that the kinematic influence of the damper 12 can be used advantageously. Namely, the position of the lower link 17 of the integral link 5 is influenced both by the jounce state of the wheel-guiding link 4 and by an inclination angle of the damper 12 with respect to the xz plane. This kinematic influence is advantageous in that the wheel carrier 2 largely maintains its steering angle independently of the jounce state of the wheel-guiding link 4.

The suspension 1 shown is a steerable wheel suspension. For this purpose, the first connection region 20, which is provided via the Radträgerlager 15, and the second connection region 21, which is provided on the integral link 5 and a portion of the damper 12, spaced apart in the vehicle longitudinal direction x. In this case, the first connection region 20 lies in front of the center of the wheel 3 with respect to the vehicle longitudinal direction x, while the second connection region 21 is arranged behind the center of the wheel 3. It should be noted that, unlike the embodiment illustrated and described here, the first connection area with respect to the vehicle longitudinal direction x could also be arranged near the center of the wheel or even behind the center of the wheel.

For steering the wheel 3, the wheel carrier 2, as best seen in Figure 5, connected with a projecting rearwardly arm pivotally connected to a wheel carrier end of a tie rod 8. The tie rod 8 is designed as a substantially elongate member and extends substantially in the vehicle transverse direction y. As indicated, for example, in FIG. 1, the tie rod 8 is operatively connected to a steering splitter (actuator) arranged centrally on the axle carrier 6. To carry out active steering movements, the tie rod 8 is moved in the vehicle transverse direction y by means of the steering actuator 10, the transverse movement is transmitted via the tie rod 8 to the rear region of the wheel carrier 2. As a result of this transverse movement, a pivoting of the wheel carrier 2 about the steering axis (described above) is effected.

It should be noted that the suspension may alternatively (not shown in the figures) be equipped with a passive steering. In this case, the steering means provided according to the invention is in each case designed as a track link. A sol- more control arm is also wheel carrier side (as in the case of active steering the tie rod 8) connected to a rearwardly projecting arm of the wheel carrier. The toe link is designed as a substantially elongated component and extends substantially in the vehicle transverse direction with an achsträgerseitigen articulated connection to the vehicle. A steering divider is omitted in this case, the influence over the Radhub.

In the embodiment of the invention explained with reference to FIGS. 1 to 6, the indirect coupling according to the invention between the wheel carrier 2 and the wheel-guiding link 4 is designed such that the damper 12 is pivotably connected to the wheel-guiding link 4 by means of the bearing 16 and the integral link 5 is connected at its upper end End is connected by means of the joint 18 with the wheel carrier 2.

As an alternative to this design, FIG. 7 schematically shows another embodiment of the invention in a rear view. Again, it is a suspension for a motor vehicle. This can basically have the same features as described with reference to the previous figures. Reference is therefore made to the statements there. Deviating from the embodiment shown in Figure 7, however, includes a kinematic reversal with respect to the indirect coupling between the wheel carrier 2 and wheel guiding handlebar 4. Thus, indirectly serves for indirect coupling again a kinematic chain consisting of an integral link 5 and a hinged chassis member 12th (in the form of a damper). However, this kinematic chain has been reversed by now the damper 12 is pivotally connected to the wheel carrier 2 and the integral link 5 is connected by means of a hinge 18 with the wheel-guiding arm 4. Integralenker 5 and damper 12 are hingedly connected to each other via the joint 17. reference numeral

1 wheel suspension

wheel carrier

wheel

handlebars

5 integral link

6 axle carrier / body

7 bump handlebar

8 tie rod

9 drive shaft

10 steering wheel

11 spring

12 dampers

13 front body side bearing

14 rear body side bearing

15 wheel bearing

16 shock absorber bearings

17 first connection integral link

18 second connection integral link

19 spring plate

20 first connection area

21 second connection area

22 longitudinal strut

23 cross strut

x vehicle longitudinal direction

y vehicle transverse direction

z vehicle vertical direction

Claims

claims

1. Wheel suspension (1) for a motor vehicle with a wheel carrier (2) for receiving a wheel (3), a wheel-guiding arm (4) for articulated connection of the wheel carrier (2) with a structure (6) and a steering means (8) for Steering of the wheel (3), wherein the wheel carrier (2) and the wheel-guiding arm (4) for steering the wheel (3) are hinged together such that the wheel carrier (2) relative to the wheel-guiding arm (4) pivotable about a steering axis wherein the wheel carrier (2) is directly connected to the wheel-guiding link (4) in a first connection region (20),

characterized in that the wheel carrier (2) is indirectly coupled to the wheel-guiding link (4) in a second connecting region (21) via an integral link (5) connected to a chassis element (12).

2. Suspension according to claim 1, characterized in that the integral link (5) by means of a first joint (17) with the chassis element (12) is connected, wherein either: the chassis element (12) with the wheel-guiding arm (4) is connected and the integral link (5) is connected to the wheel carrier (2) by means of a second articulation (18), or the chassis element (12) is connected to the wheel carrier (2) and the integral link (5) is connected by means of a second articulation (18) the wheel-guiding arm (4) is connected.

3. Wheel suspension according to claim 1 or 2, characterized in that it is the chassis element is a body-side connected component, in particular a damper (12) or a spring-damper unit for vibration damping of the wheel (3).

4. Suspension according to claim one of claims 1 to 3, characterized in that the integral link (5) with the chassis element (12) in a coupling region (17) is hingedly connected, the further from the vehicle center is distanced as a coupling region (16) for articulated connection of the chassis element (12) with the wheel-guiding arm (4).

5. Suspension according to one of the preceding claims, characterized in that with the wheel-guiding arm (4) articulated chassis element (12) extends substantially in the vehicle vertical direction (z).

6. Wheel suspension according to one of the preceding claims, characterized in that the two connection areas (20, 21) from each other, in particular in the vehicle longitudinal direction (x), are spaced.

7. Wheel suspension according to one of the preceding claims, characterized in that one of the two connection regions (20, 21), in particular the first connection region (20), is formed in front of the wheel center and the other behind the wheel center.

8. Wheel suspension according to one of the preceding claims, characterized in that the integral link (5) in the unguided state of the wheel (3) substantially in the vehicle vertical direction (z) is aligned.

9. Wheel suspension according to one of the preceding claims, characterized in that the wheel-guiding arm (4) has a relative to the vehicle longitudinal axis (x) oblique axis of rotation by the wheel-guiding arm (4) in two areas, in particular a front outer area (13). and a rear inner portion (14) to which body (6) is attached.

10. Wheel suspension according to one of the preceding claims, characterized in that on the wheel-guiding arm (4) a receptacle for a Radträgerlager (15) and a receptacle for a damper bearing (16) are formed.

11. Wheel suspension according to one of the preceding claims, characterized in that the wheel-guiding link (4) relative to a vehicle vertical direction (z) in a lower link plane and the wheel carrier (2) with the structure (6) connecting lash arm (7) in one are arranged to the upper link level.

12. Suspension according to one of the preceding claims, characterized in that the steering means is designed for passive steering over the Radhub as a steering arm or for active steering via a steering splitter (10) as a tie rod (8) is formed.

13. Suspension according to one of the preceding claims, characterized in that the integral link (5), the chassis element (12) and the wheel guiding handlebar (4) associated spring (11) in plan view with respect to the vehicle vertical direction (z) approximately on a preferably are arranged in the vehicle transverse direction (y) extending line.

14. Wheel suspension according to one of the preceding claims, characterized in that the wheel (3) via a substantially in the vehicle transverse direction (y) extending shaft (9) is drivable.