WO2014202301A1

WO2014202301A1 - Wheel suspension having a transverse leaf spring

Info

Publication number: WO2014202301A1
Application number: PCT/EP2014/060182
Authority: WO
Inventors: Klaus Wallgren
Original assignee: Zf Friedrichshafen Ag
Priority date: 2013-06-19
Filing date: 2014-05-19
Publication date: 2014-12-24
Also published as: DE102013211538A1

Abstract

The invention relates to a wheel suspension for a motor vehicle, comprising two wheel supports (2) arranged opposite from one another in a vehicle transverse direction, which wheel supports each can be articulated to a structure provided therefor by means of at least one wheel-guiding control arm (4), and comprising a transverse leaf spring (5), which extends between said two wheel supports (2). For the spring compression and extenswon of the wheel supports (2), the transverse leaf spring is supported in the region between the two ends (6) of the wheel supports at a distance from the wheel supports and is connected to the wheel supports (2) in the region of the ends (6) of the wheel supports. According to the invention, the wheel-guiding control arm (4) is arranged in a lower control arm plane in a vehicle vertical direction and the transverse leaf spring (5) is arranged in an control arm plane above the lower control arm plane.

Description

Suspension with transverse leaf spring

The present invention relates to a suspension for a motor vehicle according to the closer defined in the preamble of claim 1. Art.

From DE 10 2008 054 669 A1, an axle for a motor vehicle is known which comprises at least one transverse leaf spring, two links and two wheel carriers attached via two first bearings directly or via an auxiliary frame to a body of the motor vehicle. Each one of a wheel of the motor vehicle facing the end of the transverse leaf spring is rigidly connected to one of the links, said links are aligned substantially in the longitudinal direction of the motor vehicle and are each connected via a second bearing directly or via an auxiliary frame with the structure and each have at least one third bearing are connected to one of the wheel carrier.

It is an object of the invention to form an axle with a wheel guide by a transverse leaf spring, wherein reduced number of components and the axis thus overall favorable in terms. Their weight and the cost interpreted.

The problem underlying the invention is solved by the features of claim 1. Further advantageous embodiments will become apparent from the dependent claims and the drawings.

It is proposed a suspension for a motor vehicle, comprising two arranged in the vehicle transverse direction wheel carrier. The two wheel carriers are each articulated via at least one wheel-guiding link with a structure. The handlebars can be directly connected to the structure articulated. Alternatively, these can also be hinged to a subframe, which in turn is connected to the structure.

Furthermore, the suspension comprises a transverse leaf spring extending between these two wheel carriers. In the mounted state, the transverse leaf spring thus extends substantially in the vehicle transverse direction. In the following all relate Direction information on the position of the suspension in its intended use, ie in the vehicle-mounted state.

For compression and rebound of the wheel or the wheels rotatably mounted thereon, the transverse leaf spring is mounted in the region between its two ends spaced therefrom. During compression and rebounding, the wheel carrier or the wheel completes a lifting movement. Preferably, the transverse leaf spring in this area is directly connected to the structure articulated or alternatively stored in an auxiliary frame which is mounted on the structure. Furthermore, the transverse leaf spring is connected in the region of its two ends with the respective associated wheel carrier. In this case, the transverse leaf spring can be coupled directly or else alternatively indirectly to the wheel carriers. In an indirect connection, the transverse leaf spring may for example be connected to a handlebar, which in turn is attached to the respective wheel carrier.

The wheel-guiding arm is arranged in the vehicle vertical direction in a lower link plane and the transverse leaf spring in an upper or overlying link level. Advantageously, the transverse leaf spring is thus very well protected against mechanical and thermal influences. For example, the exhaust system usually arranged in the area of the lower link level has no influence on the transverse leaf spring spaced therefrom. As a result, more temperature-sensitive materials, in particular fiber-reinforced plastics, can be used for the transverse leaf spring in comparison with metals, by means of which the weight of the suspension can be greatly reduced. Furthermore, can be greatly increased by the overhead transverse leaf spring, the lifting and / or Wankspreizung compared to a known from the prior art lower transverse leaf spring. Due to this increased spring travel opens up much better tuning possibilities of the suspension. Furthermore, this also active kinematics can be realized. Also, the suspension can be very space-saving, simple and lightweight by means of such overhead cross-blade guide. In particular, due to this very space-saving design advantageously a driven axle can be realized easily. Another advantage of the overhead transverse leaf spring is that it is loaded during cornering in the region of the outer wheel facing the area to train. This will become one to be avoided bending of the transverse leaf spring due to Radquerkräften counteracted. Advantageously, an improved compared to the underlying transverse leaf spring wheel guidance can thus be realized.

It is advantageous if the transverse leaf spring is formed wheel guiding. Thus, the transverse leaf spring may be connected to the body and the wheel side in such a way with the respective wheel carrier, that by means of which in particular in the vehicle transverse direction and / or longitudinal direction occurring forces can be absorbed or supported by the transverse leaf spring. Also, the transverse leaf spring may be designed to support drive and braking torques. The transverse leaf spring is formed by their arrangement and upper position substantially as upper wishbone or essentially takes over its function. Advantageously, thus additional handlebars can be saved, whereby the suspension is very simple, easy and inexpensive to implement.

In an advantageous embodiment of the invention, the suspension is a double wishbone suspension, wherein preferably the upper arm is formed by the transverse leaf spring. This makes it possible to realize a very light, low-cost suspension to be assembled and mounted.

In order to save additional handlebars, it is advantageous if the transverse leaf spring in the region of its two ends is hingedly and / or directly connected to the respective wheel carrier. As a result, the transverse leaf spring not only takes over the suspension of the suspension, but also at least partially the wheel guide. As a result, the design complexity of the suspension is greatly reduced. In this regard, it is also advantageous if the articulated connection takes place by means of a rotary joint whose axis of rotation is preferably aligned substantially in the vehicle longitudinal direction. As a result, wheel guidance can be realized by means of the transverse bi-tone spring, in particular in the vehicle vertical direction. Instead of the rotary joint, an elastomer bearing, in particular rubber bearings can alternatively be used. For the leadership properties of the transverse leaf spring, it is advantageous if this, in particular torsionally stiff, transverse leaf spring in the vehicle transverse direction and / or longitudinal direction is stiff and compliant formed in the vehicle vertical direction. Thus, by means of the transverse leaf spring in the vehicle vertical direction both a suspension and a guide of the two associated with the transverse leaf spring wheel carrier done. As a result, no additional components, especially handlebars, are required for this task.

It is also advantageous if the transverse leaf spring is directly connected or connectable to the structure or the body or indirectly by means of the subframe or a bearing housing via a first and a second bearing. As a result, both a lift suspension and a roll suspension can be realized. Rolling is basically to be understood as pivoting of the vehicle about its longitudinal direction, e.g. due to a cornering. In a curve, a wheel is deflected at least from the tendency on the outside of the curve and bounced on the outside of the curve side. A stabilizer limits the roll or the sway of a vehicle, because through this the wheel carriers are connected to each other and thus prevents one wheel extremely springing in and the other wheel springs down extremely. Advantageously, by means of the transverse leaf spring thus eliminates an additional stabilizer, whereby the cost and design complexity of the suspension can be reduced. In order to be able to ensure such a lifting and roll suspension, it is advantageous if the first and second bearings in particular each have an axis of rotation parallel to the vehicle longitudinal direction. Further, it is advantageous if the two bearings are preferably designed as a rubber bearing, spaced from each other and / or arranged symmetrically to the vehicle longitudinal axis.

Advantageously, the transverse leaf spring may be a fiber composite component reinforced in particular with carbon, glass and / or aramid fibers. As a result, the weight of the suspension can be greatly reduced. Advantageously, the transverse leaf spring in the region of its ends and / or the first and second bearing on an insert, which is in particular during the curing process with the fiber structure positively and / or non-positively connected. Alternatively or additionally, such functional elements can also be bonded to the fiber composite component, eg be glued. The insert advantageously forms at least partially the first and second bearings. In addition or as an alternative, the insert is connected to the first or second bearing or to at least one part of such a bearing, in particular in a form-locking manner, so that the transverse leaf spring is essentially fixed in the vehicle transverse direction. Thus, the transverse leaf spring preferably elevations and / or depressions in the storage areas, which engage positively in corresponding elevations and / or depressions of a rubber bearing.

Advantageously, the link is at least partially designed as a wishbone. The link preferably has a transverse link region extending substantially in the vehicle transverse direction and / or a trailing link region extending essentially in the vehicle longitudinal direction. Preferably, the free end of the trailing arm portion is in the vehicle longitudinal direction in front of the wheel center. By means of the wishbone region, a sufficiently high camber stiffness can be ensured, in particular if this is arranged behind the wheel center. Furthermore, the toe behavior can be improved if the wheel carrier is connected in the region of the trailing arm region. If the wishbone region is preferably arranged in the vehicle longitudinal direction behind the center of the wheel, in the region of the center of the wheel, in particular in all-wheel drive vehicles, sufficient free space can be created for the drive means, in particular engines and / or transmissions. A arranged in and / or near the wheel center wishbone area, especially seen in the vehicle longitudinal direction, has the advantage that caused by Radquerkräfte negative influences can be avoided. On the other hand, a larger steering lever could be realized at a arranged in front of the wheel center wishbone area, whereby the applied steering forces could be reduced to a arranged behind the wheel center steering linkage.

With regard to the required construction space and the connection to the body or the structure, it is advantageous if the handlebar is substantially L-shaped, preferably the trailing arm area of the wishbone area, in particular of the end, starting substantially in the direction of travel extends. In this regard, it is also advantageous if the trailing arm region is made longer compared to the wishbone region. The camber behavior of the suspension can also be positively influenced if the transverse leaf spring and the transverse link region of the link, in particular behind, in or in front of the center of the wheel, are arranged substantially one above the other in the vehicle vertical direction.

To guide the wheel carrier or the rotatably received by these wheels, it is advantageous if the handlebar is structurally connected on the body side in the region of one end of the trailing arm region and in the region of one end of the wishbone region with the body and / or subframe.

In order to achieve the desired toe on the Radhubverhalten, it is advantageous if the wheel carrier with the handlebar, in particular in the region of the trailing arm region and / or the cross member in the vehicle longitudinal direction spaced, via at least one joint, in particular pivot, is connected, the axis of rotation preferably obliquely is arranged to the vehicle longitudinal direction.

In this regard, it is also advantageous if the handlebar is designed as a four-point link, which then has two such mutually coaxially arranged joints on the wheel side. It is also advantageous if the handlebar is bent and / or formed zugsteif.

It is advantageous if the suspension has a, in particular two-part, mounting bracket with a first holder for supporting the transverse leaf spring and / or with a second bracket for pivotally receiving the handlebar, in particular in the wishbone area has. By means of the two-part design of the mounting bracket can be done a very quick and easy installation of the transverse leaf spring. Advantageously, the transverse leaf spring is clamped between the two parts of the mounting bracket in the region of the first and second bearing. Furthermore, the mounting effort of the suspension can be reduced by such a mounting bracket, since this modular can be very quickly and easily mounted to the body or subframe of the motor vehicle. The mounting bracket thus reduces the number of interfaces, whereby a fast and cost-effective installation of the module is guaranteed. Also, an exhaust system can be easily mounted because the lying construction below the mounting bracket sufficient construction space offers. Thus, the exhaust system is located in this area correspondingly far from the vehicle body. Thus, the heat protection costs compared to the body can be lower than when the exhaust system runs in this area directly under the vehicle body along.

In addition, it is advantageous if the suspension is designed to be steerable. In this regard, it is advantageous if the suspension has a steering arm. Under a control arm or tie rod is a wheel guiding handlebar to understand that transmits the steering movement of the body-mounted steering gear on the wheel and thus steers the wheel. Alternatively, however, the toe link may also have an actuator, so that the track link is itself adjustable in its length. The toe link can in this case initiate a steering movement into the wheel carrier itself via the actuator. The tie rod or the steering arm are wheel-guiding components.

Advantageously, the wheel carrier with a drive unit, in particular a wheel hub motor or an electric motor and / or internal combustion engine, formed and / or with such a drive unit, in particular via an axle, for example by means of drive shafts, connectable. The rotatably mounted on the wheel carrier wheel is thus driven. By means of the transverse leaf spring additional handlebars can be saved, so that sufficient space can be created for such a drivable solution. In addition, parts of the drive unit or even this can be completely attached to the mounting bracket. As a result, the assembly effort of the module designed as a suspension together with the drive unit can be greatly reduced.

The invention is explained in more detail with reference to drawings. Show it:

Figures 1 and 2, a first embodiment of a suspension with a handlebar and a transverse leaf spring, wherein the handlebar is pivotally connected to a wheel by means of an oblique to the vehicle longitudinal axis of rotation, and Figures 3 to 5 an alternative steerable embodiment of the suspension with a toe link.

Figures 1 and 2 show a simplified perspective view of a first embodiment of a suspension 1 in the half-view. The representation is reduced to the essential components in order to be able to better see in particular the connection areas of the components.

The suspension 1 has two in the vehicle transverse direction opposite arranged wheel carrier 2, wherein due to the half-view only one of these two wheel carrier is shown. The wheel carrier 2 receives a wheel 3 rotatably mounted. For damping vibrations on each of the wheel carrier 2 engages a damper 1 to 6. The wheel carrier 2 is coupled to a wheel-guiding arm 4. The link 4 is articulated in the joints 1 5a, 15b with a construction, not shown here, as well as a mounting bracket 7 and wheel carrier side in the joints 14a, 14b with the wheel carrier 2. The link 4 is bent and tension-resistant in the longitudinal direction. The mounting bracket is connected via body connections 7a with the structure, not shown here.

For springs of the suspension 1, this has a transversely extending in the vehicle transverse direction transverse leaf spring 5. The transverse leaf spring 5 is in the region between its two ends 6 - wherein in the present case only one of these two ends 6 is shown due to the half-view - spaced therefrom connected to the mounting bracket 7. The transverse leaf spring 5 has a two-point bearing in the area of the mounting bracket. Thus, the transverse leaf spring 5 is mounted with a first bearing 8 and a second bearing 9 in the mounting bracket 7 such that the ends 6 are able to pivot about the respective adjacent bearing 8, 9 at least slightly. The transverse leaf spring 5 is connected in the region of its ends 6 with the respective associated wheel carrier 2. The transverse leaf spring 5 thus acts as a lift and roll suspension. Due to the two-point bearing of the transverse leaf spring 5 and due to the coupling of the two opposite wheel carrier 2 by means of the transverse leaf spring 5 can advantageously account for a stabilizer. As a result, the suspension 1 can be formed with low weight. Thus, the first and second bearings 8, 9 of the two-point bearing of the transverse leaf 5 preferably formed as a rubber bearing. Furthermore, the two bearings 8, 9 are arranged symmetrically to the vehicle longitudinal axis. With uniform deflection of the two wheel carrier 2, the transverse leaf spring 5 thus assumes a U-shape. The transverse leaf spring 5 in this case pushes the structure of the vehicle over both bearings 8, 9 in the rest position. The transverse leaf spring 5 thus assumes the task of lifting suspension. In the case of cornering, in which one of the two wheel carrier 2 is sprung more, takes the transverse leaf spring 5 seen in the direction of travel approximately an S-shape. Also in this case, the transverse leaf spring 5 pushes the structure of the vehicle via the bearings 8, 9 in the rest position. The transverse leaf spring 5 thus assumes the role of a stabilizer.

The wheel-guiding arm 4 is, as can be seen in particular in Figure 2, arranged in a lower arm level. In contrast, the transverse leaf spring 5 is arranged in an upper link plane. Since the exhaust system of the motor vehicle, not shown here, is usually arranged in the region of the lower link level, the transverse leaf spring 5 is advantageously protected by the heat emitted by the latter. This is particularly advantageous when the transverse leaf spring 5 is formed as a fiber composite part. Thus, the transverse leaf spring 5 is preferably made of carbon, glass and / or aramid fibers, which are incorporated in a thermosetting and / or thermoplastic matrix.

In the region of the ends 6 and / or the first bearing 8 and the second bearing 9, the transverse leaf spring 5 or the fiber composite component can have inserts which are suitable for connection to the particular component provided for this purpose, ie. H. form at least parts of the storage with the wheel carrier 2 and the mounting bracket 7.

The transverse leaf spring 5 is torsionally rigid. Furthermore, it is stiff for receiving transverse vehicle forces in the vehicle transverse direction. For suspension of the suspension 1, the transverse leaf spring 5 is formed compliant in the vehicle vertical direction. In addition to the wheel-guiding arm 4 and the transverse leaf spring 5 is formed wheel guiding in the present embodiment. Due to their design and arrangement in the upper arm level, the transverse leaf spring 5 takes over the tasks of an upper arm. For wheel guidance, the transverse leaf spring 5 is articulated in the region of its ends 6 with the respective wheel carrier 2. As in the exemplary embodiment illustrated in FIGS. 3 to 5, it may comprise a rotary joint 10 which connects the transverse leaf spring 5 to the wheel carrier 2 in an articulated manner. The axis of rotation of the rotary joint 10 is aligned substantially in the vehicle longitudinal direction. As a result, the wheel-guiding leaf spring 5 can absorb in particular transverse and / or longitudinal forces. In the embodiment of the connecting region between the transverse leaf spring 5 and the wheel carrier 2 shown in FIGS. 3-5, the transverse leaf spring 5 is coupled directly, ie, without the interposition of an additional link component with the wheel carrier 2. Only one insert 6a is necessary to represent the compound Querblattfeder- wheel carrier.

If the transverse leaf spring 5 is designed to carry wheels as in the exemplary embodiment illustrated in FIGS. 1 to 2 and in FIGS. 3 to 5, the suspension 1 essentially corresponds to a double wishbone suspension, in which the wheel-guiding transverse leaf spring 5 takes over the task of the upper transverse link.

According to Figures 1 and 2, the handlebar 4 is formed in a first embodiment substantially L-shaped. Thus, the link 4 has a transverse link region 1 1 and a trailing link region 12. The trailing arm region 12 extends from the transverse link region 1 1 starting substantially in the vehicle longitudinal direction. The wishbone region 1 1 is shorter compared to the trailing arm region 12. The trailing arm region 12 extends from the transverse link region 1 1, in particular starting from the end, substantially in the direction of travel. The wishbone area 1 1 is arranged in the vehicle longitudinal direction behind the wheel center. The same applies to the transverse leaf spring 5, wherein the transverse leaf spring 5 and the transverse link region 1 1 are further arranged in the vehicle vertical direction substantially one above the other.

In addition to the transverse leaf spring 5 and the arm 4 is on the body side articulated in the region of its wishbone region 1 1 with the mounting bracket 7 via the joint 15a. With its the wishbone region 1 1 opposite end of the trailing arm portion 12 of the handlebars 4 body side with another joint 15 b with the here not shown construction or indirectly connected via a subframe, not shown here.

The wheel side of the handlebar 4 is radführend coupled to the wheel carrier 2 in a connecting region 13. The connecting portion 13 is spaced from the cross member 1 1 in the vehicle longitudinal direction in the trailing arm portion 12 is formed. The connection between the link 4 and wheel 2 via two spaced joints 14 a, 14 b, the axes of rotation are arranged coaxially and obliquely to the vehicle longitudinal direction to each other. The first joint 14a located behind the center of the wheel is essentially unyielding (harder), whereas the second joint 14b lying in front of the wheel center is designed to be yielding (softer), in particular as a rubber bearing. This can be effected via the utilization of Elastokinematik the desired toe over the Radhub. The handlebar 4 is thus formed by means of the two wheel-side joints 14a, 14b and the two body-side joints 15a, 15b of the action as a trapezoidal link.

The mounting bracket 7 comprises with the first and second bearings 8, 9, a first holder for receiving the transverse leaf spring 5 and for receiving the body-side joint 15a of the respective arm 4, a second holder. As a result, all components of the suspension are directly or at least indirectly connected to the mounting bracket 7, so that the suspension can be mounted very quickly and easily as a unit on the connection points on the structure, not shown here.

FIGS. 3-5 show a second alternative embodiment of the wheel suspension 1, wherein the same reference numerals are used for the same features as in the first embodiment. Unless these are discussed again in detail, their design and mode of action corresponds to the features already described above.

In contrast to the first embodiment, the embodiment shown in Figures 3-5 has a better adjustability of the self-steering behavior or the toe change in compression and rebound of the rear axle. Therefor the suspension 1 a toe link 17. The toe link 17 is the body side connected to the mounting bracket 7 and the wheel side with the wheel carrier 2. For steerability of the wheel 3 whose wheel carrier 2 is coupled in the region of the rear wheel center disposed on the wheel-side joint 14a via an integral link 18 with the handlebars 4. Further, the arranged in front of the wheel center wheel-side joint 14b is formed as a ball joint. As a result, the wheel 3 can be pivoted essentially in the vehicle vertical direction for setting a steering angle. The first joint 14a located behind the center of the wheel is compliant, in particular as a rubber bearing, in contrast to the first embodiment. Further, the second joint 14b located in front of the wheel center is unyielding. This can be effected via the utilization of Elastokinematik the desired toe over the Radhub. The setting of this self-steering behavior can be done via the toe link 17. Alternatively, the suspension 1 can also be actively steered in an embodiment not shown here, wherein the toe link 17 is replaced by a tie rod, which is the body side coupled to an actuator, in particular a servomotor, which may be attached to the mounting bracket 7.

As Figure 3 shows, the exhaust system 19 is formed in the vehicle vertical direction in the region of the arranged in the lower arm level arm 4. The transverse leaf spring 5 thus has a sufficiently large distance to the exhaust system 19, so that the radiated heat from the exhaust system 19 does not have a negative influence on the transverse leaf spring 5. Advantageously, the transverse leaf spring 5 can thus be formed as a fiber composite component, whereby the suspension 1 can be formed very weight-saving.

According to Figure 5 it can be seen that the second embodiment is further formed as a driven axle. Thus, the axle module according to FIG. 5 has a drive unit 20, which is fastened to the mounting bracket 7. For driving the wheel 3, the drive unit 20 is connected to a drive shaft 21 in the region of the wheel hub with the wheel 3.

The present invention is not limited to the illustrated and described embodiment. Variations within the scope of the claims are as well as a combination of features, even if they are shown and described in different embodiments.

Attributes. Arm

, wheel carrier

, wheel

, handlebars

, Transverse leaf spring

, End of d. Transverse leaf spring

a. depositors

, mounting bracket

a. body connection

, first camp

, second camp

0. swivel

1 . Wishbone area

2. trailing arm area

3. Connection area

4a, b wheel-side joint

5a, b body-side joint

6. Damper

7. Track control

8. Integral handlebar

9. exhaust system

0. Drive unit

1 . drive shaft

Claims

claims

1 . Wheel suspension for a motor vehicle with two wheel carriers (2) arranged opposite one another in the transverse direction of the vehicle, which are articulated in each case via at least one wheel-guiding arm (4) and a transverse leaf spring (5) extending between these two wheel supports (2), for the compression and rebound of the wheel carrier (2) in the region between its two ends (6) spaced therefrom and connected in the region of their ends (6) with the respective associated wheel carrier (2), characterized in that the wheel-guiding arm (4) are arranged in the vehicle vertical direction in a lower link plane and the transverse leaf spring (5) in an upper link plane.

2. Suspension according to the preceding claim, characterized in that the transverse leaf spring (5) wheel guiding, in particular as an upper wishbone, is formed.

3. Wheel suspension according to one or more of the preceding claims, characterized in that the transverse leaf spring (5) in the region of its two ends (6) is articulated and / or directly connected to the respective wheel carrier (2).

4. Suspension according to one or more of the preceding claims, characterized in that the transverse leaf spring (5) with the structure and / or subframe via a first (8) and a second bearing (9) is connected, wherein the two bearings (8; 9) preferably designed as a rubber bearing, spaced from each other and / or arranged symmetrically to the vehicle longitudinal axis.

5. Suspension according to one or more of the preceding claims, characterized in that the transverse leaf spring (5) is a, in particular with carbon, glass and / or aramid fibers reinforced fiber composite component.

6. Wheel suspension according to one or more of the preceding claims, characterized in that the link (4) extending substantially in the vehicle transverse direction, in particular in the vehicle longitudinal direction behind, in or before The wheel center lying, transverse link region (1 1) and / or extending substantially in the vehicle longitudinal direction trailing arm region (12), wherein the end of the trailing arm region (12) in the vehicle longitudinal direction is preferably in front of the wheel center.

7. Wheel suspension according to one or more of the preceding claims, characterized in that the link (4) is formed substantially L-shaped and / or that its trailing arm portion (12) from the wishbone area (1 1), in particular from the end, starting extends substantially in the direction of travel.

8. Wheel suspension according to one or more of the preceding claims, characterized in that the transverse leaf spring (5) and the transverse link region (1 1) behind the wheel center and / or substantially in the vehicle vertical direction are arranged one above the other.

9. Wheel suspension according to one or more of the preceding claims, characterized in that the link (4) with its the wheel carrier (2) facing away from the end of the wishbone region (1 1) and with its the wishbone region (1 1) facing away from the trailing arm region (12 ) is hinged to the body or subframe.

10. Wheel suspension according to one or more of the preceding claims, characterized in that the wheel carrier (2) with the handlebar (4), in particular in the region of the trailing arm region (12) and / or the wishbone range (1 1) spaced in the vehicle longitudinal direction, over at least a rotary joint (14a, 14b) is connected, whose axis of rotation is preferably arranged obliquely to the vehicle longitudinal direction.

1 1. Wheel suspension according to one or more of the preceding claims, characterized in that the wheel suspension (1), in particular two-part mounting support (7) with a first holder for receiving the transverse leaf spring (5) and / or with a second holder for receiving the transverse link region (1 1).

12. Wheel suspension according to one or more of the preceding claims, characterized in that the suspension (1), in particular with a steering arm (17), steerable and / or, in particular with a drive unit (20), is drivable, preferably at least parts of which are attached to the mounting bracket (7).

13. Suspension according to claim 12, characterized in that the steering arm is variable via an actuator in its length and thereby the steering movement in the wheel carrier can be introduced.