WO2019219342A1

WO2019219342A1 - Wheel suspension for a motor vehicle

Info

Publication number: WO2019219342A1
Application number: PCT/EP2019/060507
Authority: WO
Inventors: Michael Gradl; Walter Schmidt
Original assignee: Audi Ag
Priority date: 2018-05-16
Filing date: 2019-04-24
Publication date: 2019-11-21
Also published as: DE102018207616B4; DE102018207616A1

Abstract

The invention relates to a wheel suspension (1) for a motor vehicle, having a wheel mounting (2), on which a wheel hub is or can be mounted by means of a wheel bearing so as to be rotatable about a wheel hub axis of rotation (7), and having a spring leg (8) and a guide arrangement (9), which engage on the wheel mounting (2) for coupling the wheel mounting (2) to a body of the motor vehicle, the guide arrangement (9) being connected by means of a first rotary bearing (10) and a second rotary bearing (11) to the wheel mounting (2). According to the invention, the spring leg (8) is mounted by means of a bearing arrangement (18) so as to be rotatable about a spring leg (19) on the wheel mounting (2).

Description

Wheel suspension for a motor vehicle

DESCRIPTION:

The invention relates to a wheel suspension for a motor vehicle, with a wheel carrier, on which a wheel hub is rotatably mounted or storable by means of a wheel bearing about a Radn eveningrehachse, and with a strut and a link assembly on the wheel carrier for coupling the Radt- carrier with attack a body of the motor vehicle, wherein the link assembly is connected via a first pivot bearing and a second pivot bearing with the wheel carrier.

From the prior art, for example, the document DE 10 2017 006 216 A1 is known. This concerns a rear suspension apparatus of a motor vehicle in which a shock absorber is provided in a side view perpendicular to an H-shaped lower arm, respective axes of retractable bushings of pivotal portions pivotally supporting upper and lower arms on a vehicle body side - are arranged to be parallel to a standard line extending in a plan view in a vehicle front-rear direction, and an imaginary axial line connecting respective centers of front and rear connecting portions to each other via which the lower arm has one wheel side is configured to extend obliquely forward and inward relative to the vehicle longitudinal direction.

Furthermore, the document DE 10 2010 060 909 A1 shows a wheel carrier for a motor vehicle, in which a holding device for a lower leg derboord portion of a shock absorber is provided in axially spaced-apart provided with dividing slots support elements. The support Mente have offset by 180 ° to each other arranged screwed connections, so that the lower strut section on the one hand on the front and the other on the back of the wheel carrier is clamped fixable.

It is an object of the invention to propose a wheel suspension for a motor vehicle, which has advantages over known wheel suspensions, in particular by preventing bending of a piston rod of the strut provides an extremely comfortable suspension.

This is inventively achieved with a suspension for a motor vehicle having the features of claim 1. It is provided that the suspension strut is pivotably connected to the wheel carrier by means of a bearing arrangement around a suspension strut axis.

The suspension serves to connect at least one wheel to a body of the motor vehicle. The suspension is preferably provided for suspension, in particular the resilient suspension of the wheel with respect to the body and designed. The wheel is rotatably mounted on the wheel carrier of the suspension. For this purpose, the wheel is fastened or fastened to a wheel hub, which is finally rotatably mounted on the wheel carrier after installation of the wheel suspension, in particular on the motor vehicle, by means of a wheel bearing. The wheel carrier has, for example, a wheel bearing mount, which can be designed as an opening, in particular as a closed edge opening in the wheel carrier.

In the wheel bearing mount the wheel bearing is arranged. In addition, the wheel hub and / or a shaft rotatably coupled thereto at least partially engages in the wheel bearing receptacle. Particularly preferably, the wheel hub and / or the shaft, in particular in common, pass through the wheel bearing receptacle in the axial direction at least partially, in particular completely, with respect to the axis of rotation of the wheel hub.

The wheel bearing is preferably designed as a roller bearing and thus has an inner ring and an outer ring, between which for driving reduction in rolling elements. The inner ring is assigned to the wheel hub, in particular connected to the wheel hub, for example, it is designed in one piece with it or fastened to it, whereas the outer ring is assigned to the wheel carrier, in particular connected to the wheel carrier, for example attached to it. In this case, the outer ring is preferably in the wheel bearing. In other words, the outer ring lies with its outer circumferential surface against an inner circumferential surface of the wheel carrier which delimits the wheel bearing mount.

For damping and suspension of the wheel carrier with respect to the body, the strut is present. This is connected on the one hand to the wheel carrier and on the other hand to the body. In known suspension the strut is either rigidly attached to the wheel or engages the handlebar assembly, so it is only indirectly connected via the handlebar assembly with the wheel. According to the invention, however, it is now provided that the shock absorber acts directly on the wheel carrier and, for this purpose, is pivotably connected to the wheel carrier by means of the bearing arrangement.

It is therefore not intended to rigidly or rotatably connect the strut with the link assembly and produce only indirectly via this the connection of the shock absorber to the wheel. Rather, the strut engages directly on the wheel. To damp the Radträ- gers with respect to the body, the strut has at least one damper, for suspension via at least one spring.

Basically, the damper and the spring can be arranged arbitrarily to each other, for example, be connected to each other in series or in parallel. Particularly preferred is the strut as McPherson strut before. In this case, the strut is not only a suspension or damping of the wheel or the wheel carrier, but also a guide of the wheel.

Furthermore, the suspension on the handlebar assembly, which as well as the strut coupling the wheel carrier with the body of the Motor vehicle serves. Both the strut and the handlebar assembly are therefore connected on the one hand with the wheel and on the other hand with the body. Like the shock absorber, the linkage arrangement according to the invention engages directly on the wheel carrier or is mounted directly rotatably on the latter. The linkage of the linkage arrangement to the wheel carrier takes place by means of the first pivot bearing and the second pivot bearing.

With each of the pivot bearing the link assembly is rotatably articulated to the wheel carrier. In this case, for example, it is provided that only via one of the rotary bearings, for example the first rotary bearing, there is an immediate connection between the handlebar arrangement and the wheel carrier. On the other hand, a merely indirect connection can be made via the second rotary bearing, for example via a coupling lever. This coupling lever is rotatably mounted on the handlebar arrangement via the second rotary bearing and connected to the wheel carrier, in particular by the coupling lever engaging directly on the wheel carrier, in particular rigidly mounted on the wheel carrier or rotatably mounted on the wheel carrier.

For example, with the wheel carrier assembly, a combination of leg, especially McPherson strut, and a handlebar assembly, in particular a trapezoidal link or several rod handle having created. The link arrangement is present in a link plane, in particular in a lower link plane. Due to the use of the shock absorber, a further link level, in particular an upper link plane, can be dispensed with. Rather, the strut takes over the wheel in the transverse direction together with the handlebar assembly. The handlebar assembly additionally assumes the wheel guidance in the longitudinal direction.

The first rotary bearing and the second rotary bearing are preferably designed in each case as elastomeric bearings or rubber bearings. These allow a rotational movement about the spring axis of rotation, a translational and / or rotational deflection in the other direction or to one of the Federbeindrehachse different rotation axis only resilient within a certain range, for example, with only a small clearance. Also, an embodiment of the first pivot bearing and the second pivot bearing as a fixed bearing, so as only the rotational movement permitting bearing can be provided.

In particular, in one embodiment of the strut as McPherson strut, the strut takes over the wheel guide preferably in the transverse direction of the motor vehicle. Due to the weight of the motor vehicle, bending of a piston rod of the strut may occur, which in turn results in jamming of the strut. In order to counteract this clamping, the spring of the strut is desachsiert, so arranged eccentrically with respect to a longitudinal central axis of the strut. As a result, a transverse force is generated which counteracts bending of the piston rod.

However, dynamic forces which occur, for example, during acceleration and deceleration of the motor vehicle can not counteract this transverse force, which in turn can lead to bending of the piston rod and thus to loss of comfort during compression of the shock absorber.

Such bending of the piston rod is avoided by means of the inventive design of the suspension. In that regard, a better compression behavior is achieved. For this purpose, the suspension strut is not rigidly connected to the wheel carrier or merely indirectly connected to it via the linkage arrangement, but rather is pivotably connected to the wheel carrier by means of the bearing arrangement about the strut axis of rotation. This ensures that the dynamic forces occurring during acceleration and deceleration are not supported by the strut, but rather by the link arrangement.

The strut, however, does not absorb these dynamic forces. The static forces resulting from the weight of the motor vehicle and in Transverse acting, continue to be supported in a known manner by means of the shock absorber. The bending of the piston rod in the transverse direction is preferably reduced or even completely prevented in a likewise known manner by disabling the spring in the transverse direction, in particular only in the transverse direction.

Particularly preferably, the wheel carrier is articulated only on the strut and the handlebar assembly on the body. Further elements, such as, for example, a tie rod or a drive shaft, do not serve to anchor the wheel carrier to the body in the sense of this description and will therefore not be considered further. However, the tie rod and / or the drive shaft may optionally be additionally present. Preferably, in addition to the link assembly, no other link exists. For example, in this case, the link arrangement is located in a link plane or represents this. Preferably, no further link plane is realized.

In addition, the link assembly is preferably connected only via the first pivot bearing and the second pivot bearing with the wheel carrier. The handlebar arrangement represents, for example, a link plane, in particular a lower link plane. In addition to this link level, no further link plane is formed, so that, for example, an upper link plane within the scope of the suspension according to the invention is preferably eliminated.

The embodiment of the wheel suspension according to the invention enables the compensation of dynamic forces already described above with little constructive effort. Accordingly, the bending of the strut of the strut caused by these is reliably largely or even completely prevented so that loss of comfort during compression of the strut is avoided.

A further preferred embodiment of the invention provides that the linkage arrangement has a trapezoidal link, on which the first pivot bearing and the second pivot bearing respectively engage directly, or that the link The first arrangement comprises a first rod link and a second rod link mounted on the first rod link via a connecting rotary bearing, wherein the first pivot bearing acts directly on the first rod link and the second pivot bearing on the second link link. Preferably, the handlebar assembly has only the trapezoidal link or exclusively on the two rod link, which can also be referred to as two-point link.

The trapezoidal link is attached to the wheel carrier via the two rotary bearings, preferably directly via the first rotary bearing and indirectly via the second rotary bearing, for example via the coupling lever. In any case, grei fen the two pivot directly to the trapezoidal link. As an alternative to the trapezoidal link, the first rod link and the second rod link are provided. The two bar countersinks are rotatably mounted on each other via the connecting rotary bearing and at the same time connected to the wheel carrier. The connecting rotary bearing can be configured analogously to the first rotary bearing or the second rotary bearing as an elastomeric bearing or rubber bearing.

Preferably, the first bar counter engages via the first pivot bearing directly on the wheel carrier, whereas the second bar link is connected to the wheel carrier via the second pivot bearing, preferably only indirectly, for example via the coupling lever. The trapezoidal link allows a particularly rigid connection of the wheel carrier to the body, whereas the use of the two bar counters allow a better coordination of the connection and, in addition, space advantages can result.

Each of the bar counter can preferably be designed either as a wishbone or as a trailing arm. This means that the first rod link is available as a wishbone or trailing arm. Likewise, the second rod link is as a wishbone or as a trailing arm. This results in the following embodiments: The first rod link and the second rod link are each designed as a wishbone, the first rod link and the second rod link are each designed as a trailing arm or one of the stable ker, either the first bar counter or the second bar counter, is located as a wishbone and the other of the bar counter, so either the second bar counter or the first bar counter, is present as trailing arm. For the latter embodiment, there is a particularly good separation between cross-tuning and longitudinal tuning. Also results in space advantages in the transverse direction.

A further embodiment of the invention provides that the torsion-locking axis runs parallel to the Radnabendrehachse or with a Radn- evening rotation axis and the Federbeindrehachse in at least one intersecting point intersecting imaginary plane forms an angle of at most 45 °. It was explained above that the wheel hub is rotatably mounted with respect to the wheel carrier about the Radnabendrehachse. In order to prevent the absorption of the dynamic forces caused by the acceleration and deceleration of the motor vehicle, the suspension strut rotation axis should run parallel or at least essentially parallel to the axis of the wheel rotation.

This means that the Federbeindrehachse can coincide with the Radnabendrehachse. However, the torsional axis of rotation can also be spaced parallel to the Radnabendrehachse or skewed to this arranged or cut them at an intersection. In any case, a plane receiving the wheel rotational axis can be arranged such that it intersects the spring rotational axis in the at least one intersection point. With such an arrangement of the plane, the torsion axis of rotation with it encloses the angle which is at most 45 °, at most 30 °, at most 15 °, at most 10 °, at most 5 °, at most 2.5 ° or at most 1 °. Under the angle here is the smallest angle of the Federbeindrehachse and the plane to understand. The plane is preferably parallel to the longitudinal direction of the motor vehicle, in other words parallel to a vehicle longitudinal axis.

In other words, it is provided that the spring axis of rotation during a straight-ahead travel of the motor vehicle or one of the straight line exit corresponding to the steering adjustment of the motor vehicle, the strut rotation axis runs exactly or at least approximately in the transverse direction of the motor vehicle. In this case, the transverse direction is to be understood as meaning a direction which is different from the vertical direction of the motor vehicle and perpendicular to the longitudinal direction of the motor vehicle. It can be provided that the spring-locking axis runs exactly in the transverse direction or with it encloses the angle in the above-described order of magnitude. With such an arrangement of the torsion-locking axis, absorption of the dynamic forces by the strut is prevented, whereas at the same time the static forces which are still present are transversely registered in the spring leg. Accordingly, a compression of the strut with high comfort is ensured.

A further embodiment of the invention provides that the bearing arrangement has a plurality of spring-loaded pivot bearings which are spaced apart from one another in the axial direction with respect to the spring-locking rotational axis. In principle, it can be provided that the bearing arrangement has only one single spring-loaded bearing, via which the spring strut is pivotably connected to the wheel carrier. Preferably, however, the plurality of strut pivot bearings, in particular exactly two Federbeindrehlager or more than two Federbeindrehlager, before. With such a configuration, a particularly reliable and stable support of the shock absorber on the wheel carrier is achieved.

In the context of a further embodiment of the invention it can be provided that the Federbeindrehlager are arranged on opposite sides of a cantilever of the wheel carrier and the strut is articulated on the jib on the wheel carrier, or that the Federbeindrehlager by means of a bolt engaging in the wheel carrier attached to the wheel carrier. The boom represents a projection which projects beyond a base body of the wheel carrier. In the main body, for example, the wheel bearing receptacle already described above is formed. The sizer, for example, projects beyond the base body in the axial direction with respect to the wheel hub rotary axis and / or the spring axis of rotation. In particular, In particular, it is designed such that the spring strut is present in the axial direction spaced from the wheel bearing, so it is not in this overlap.

With such an arrangement of the shock absorber on the wheel carrier a reliable wheel guidance of the wheel of the motor vehicle is realized. The spring leg engages exclusively on the boom on the wheel carrier or the base body. In that regard, no connection between the spring strut and the main body is provided or bypassing the arm.

Alternatively, it can be provided that the Federbeindrehlager or the Federbeindrehlager is attached by means of a bolt engaging in the wheel carrier on the wheel carrier or are. For this purpose, the bolt passes through the spring block bearing or the spring block bearing and then engages in the wheel carrier. In other words, the bolt engages on the one hand the Federbeindrehlagers or the Federbeindrehlager in the wheel. The bolt is preferably designed as a threaded bolt and screwed into the wheel carrier for fastening.

A further preferred embodiment of the invention provides that in at least one position of the strut with respect to the wheel carrier a longitudinal center axis of the strut intersects a rotational axis of the first pivot bearing. In other words, the handlebar assembly is based on a Stel le, which is present in the imaginary extension of the shock absorber. Preferably, the first pivot bearing is also connected via the boom to the wheel carrier or fastened thereto. As a result, a particularly reliable support of the wheel carrier or a reliable wheel guidance is achieved.

A development of the invention provides that an axis of rotation of the second pivot bearing runs parallel to the axis of rotation of the first pivot bearing. Here, the axes of rotation of the two pivot bearings can coincide or - Alternatively - spaced parallel to each other. As a result, a particularly reliable storage is achieved.

A further preferred embodiment of the invention provides that the link arrangement is articulated via the second pivot bearing to a track lever of the wheel carrier or a further arm. The toggle is analogous to the boom as a projection, which starts from the main body of the wheel carrier. For example, the boom and the track lever are arranged on opposite sides of the wheel carrier and go so far apart from each other from the main body of the wheel carrier. Preferably, the boom and the toe lever are on opposite sides of an imaginary plane receiving the Radnabendrehachse. This plane preferably runs in the vertical direction of the motor vehicle. Such a design allows a particularly good wheel guidance by means of the handlebar arrangement.

Alternatively, the handlebar assembly can also attack on the wheel carrier via the further arm, wherein the further arm is different from the arm and is preferably located at a distance from it. In such an embodiment, the track lever is formed, for example, by the boom or an outgoing from the boom projection, wherein the tie rod is hinged thereto.

A further development of the invention provides that the second rotary bearing is articulated to the wheel carrier via a coupling lever which is rotatably mounted on the wheel carrier about a coupling lever rotational axis. The second pivot bearing does not attack the wheel carrier directly, but only indirectly via the coupling lever. The coupling lever is thus on the one hand connected to the second pivot bearing and so far rotatably mounted on the handlebar assembly. On the other hand, the coupling lever is rotatably mounted on the wheel carrier, namely rotatable about the coupling lever pivot axis. The coupling lever rotational axis and the rotational axis of the second rotary bearing are preferably arranged at a distance from one another parallel to one another. With such an embodiment of the suspension is a use of the toggle lever of Wheel carrier for connecting the handlebar assembly allows, so ultimately there is a compact design of the wheel carrier.

A further embodiment of the invention provides that the coupling pivot axis is parallel to a tie rod rotation axis about which a tie rod is rotatably mounted on the wheel carrier or can be stored. The track rod is preferably rotatably mounted in the track lever of the wheel carrier, namely about the toe rod rotation axis. If the link arrangement is also connected via the track lever of the wheel carrier, it is advantageous to arrange the coupling lever pivot axis and the tie rod axis of rotation parallel to one another, in particular in such a way that they collapse into one another. As a result, the track lever can be made particularly compact. For example, the tie rod and the link assembly or the coupling lever are rotatably supported by means of a common pivot bearing on the track lever. In this case, for example, the tie rod on the one hand of the toggle lever and the link arrangement or the coupling lever on the other hand of the toggle lever is present, in particular in the axial direction with respect to the coupling pivot axis or the tie rod rotational axis.

Within the scope of a further particularly preferred embodiment of the invention it can be provided that the strut has a damper and a spring, wherein the spring is desachsiert with respect to the longitudinal central axis of the spring leg. This has already been pointed out above. The strut is particularly preferably designed as a McPherson strut. By means of the desalination of the spring with respect to the longitudinal central axis, a transverse force is generated, which is opposite to the already explained static forces which are caused by the weight of the motor vehicle in the transverse direction. As a result, the bending of the piston rod of the shock absorber in the transverse direction is at least partially or even completely avoided.

Finally, it can be provided in a development of the invention that the deshorting of the spring with respect to the longitudinal center axis of the spring leg is exclusively in the transverse direction. This will cause the bending the piston rod of the strut in a particularly advantageous manner prevented.

The invention will be explained in more detail with reference to the embodiments illustrated in the drawings, without any limitation of the invention takes place. Showing:

Figure 1 is a schematic representation of a suspension for a

Motor vehicle in a first embodiment,

Figure 2 is a schematic representation of the first embodiment of

Wheel suspension in an alternative view,

Figure 3 is a schematic representation of a second embodiment of the suspension, as well

Figure 4 is a schematic representation of the second embodiment of

Suspension in an alternative view.

FIG. 1 shows a schematic representation of a wheel suspension 1 for a motor vehicle. The wheel suspension 1 has a wheel carrier 2, which in the exemplary embodiment illustrated here has a base body 3, from which a boom 4 and a track lever 5 originate. In the wheel carrier 2, in particular in the base body 3, a Radlageraufnah- 6 is formed for receiving a wheel bearing. With the aid of the wheel bearing, a wheel hub (not illustrated here) is rotatably mounted or can be stored in relation to a wheel hub rotation axis 7 with respect to the wheel carrier 2. In addition to the wheel carrier 2, the suspension 1 via a strut 8 and a link assembly 9, each serving a coupling of the wheel carrier 2 with a body of the motor vehicle.

The link assembly 9 is connected via a first pivot bearing 10 and a second pivot bearing 11 (not visible here) with the wheel carrier 2. The pivot bearings 10 and 11 are preferably used as elastomeric bearings. wise rubber bearing designed. The link assembly 9 has in the embodiment shown here via a trapezoidal link 12, on which the two pivot bearings 10 and 1 1 each attack directly. It can be seen that the handlebar arrangement 9 or the trapezoidal link 12 engages via the first pivot bearing 10 directly on the wheel carrier 2 or is articulated to it, namely preferably on the boom 4.

On the other hand, via the second pivot bearing 11, the link assembly 9 is connected only indirectly to the wheel carrier 2, namely via a coupling lever 13. The latter is pivotally connected to the linkage assembly 9 via the second pivot bearing 11 and, on the other hand, to the wheel carrier 2, preferably Preferably, the coupling lever 13 and a tie rod 14 are rotatably supported by means of a common bearing on the track lever 5. Here are the coupling lever 13 and the tie rod 14 on opposite sides of this toggle lever 5 before.

The spring strut 8 has a damper 15 and a spring 16. The spring 16 is supported on its side facing the wheel carrier 2 on a spring plate 17 from. The suspension strut 8 is rotatably mounted on the wheel carrier 2 via a bearing arrangement 18, namely about a spring suspension axis 19. By means of the bearing arrangement 18, the suspension strut 8 is articulated thereto on the expander 4. In the exemplary embodiment shown here, the torsion-resistant rotational axis 19 extends at a distance parallel to the wheel spin axis 7 or, with a plane receiving the wheel spin axis 7, includes an angle of at most 45 °, preferably significantly less. In other words, in the case of a steering adjustment corresponding to a straight-ahead travel of the motor vehicle, the spring rotational axis 19 is located exactly or at least almost in the transverse direction of the motor vehicle.

The bearing assembly 18 has a plurality of Federbeindrehlager 20 and 21, which are arranged on opposite sides of the boom 4 a longitudinal center axis of the strut 8, not shown here, for example, passes through the boom 4, while the Federbeindrehlager 20 and 21 on opposite sides of this longitudinal central axis the Arm 4 attack. It can be seen that the first rotary bearing 10 is arranged below the shock absorber 8 and also acts on the boom 4. Preferably, the longitudinal center axis of the strut 8 intersects the axis of rotation of the first pivot bearing 10 in at least one position of the shock absorber 8, in order to achieve a particularly stable support of the wheel carrier 2 or a reliable wheel guidance.

It can also be seen that the coupling lever 13 is rotatably mounted on the wheel carrier 2 about a coupling lever rotation axis 25. In the exemplary embodiment shown here, the coupling lever rotational axis 25 coincides with a tie rod rotational axis 26 about which the tie rod 14 is rotatably mounted on the wheel carrier 2. However, it can also be provided that the coupling lever rotational axis 25 and the tie rod rotational axis 26 do not coincide and, for example, are arranged at a distance from each other, intersect at an angle or are skewed relative to one another.

FIG. 2 shows the first embodiment of the wheel suspension 1 in an alternative representation. Full reference is made to the foregoing. In particular, the connection of the coupling lever 13 to the handlebar arrangement 9 by means of the second rotary carrier 11 is to be recognized.

FIG. 3 shows a schematic representation of a second embodiment of the wheel suspension 1. This is fundamentally constructed similarly to the first embodiment, so that reference is made to the above statements and only the differences are discussed below. These are that the handlebar assembly 9 instead of the Trapezlenkers 12 has a first rod core 22 and a second rod core 23. The two bar countersinks 22 and 23 are pivotally connected to one another or rotatable via a connecting rotary slide 24. The first rod link 22 is connected via the first pivot bearing 10 and the second Stablen- ker 23 via the second pivot bearing 1 1 with the wheel carrier 2. Of the The first rod link 22 preferably engages directly on the wheel carrier 2 via the first rotary bearing 10, whereas the second rod link 23 is connected only indirectly to the wheel carrier 2, namely via the coupling lever 13.

4 shows the second embodiment of the suspension 1 in a schematic representation, wherein an alternative view is shown. Reference is made to the above statements.

Claims

CLAIMS:

1. Wheel suspension (1) for a motor vehicle, with a wheel carrier (2) on which a wheel hub by means of a wheel bearing about a Radnabendreh- axis (7) is rotatably mounted or storable, and with a strut (8) and a link assembly (9 ), which engage the wheel carrier (2) for coupling the wheel carrier (2) to a body of the motor vehicle, wherein the link arrangement (9) via a first pivot bearing (10) and a second pivot bearing (11) with the wheel carrier (2) is connected, characterized in that the spring leg (8) by means of a bearing arrangement (18) about a Federbeindrehachse (19) is rotatably mounted on the wheel carrier (2).

2. Wheel suspension according to claim 1, characterized in that the link assembly (9) has a trapezoidal link (12) on which the first pivot bearing (10) and the second pivot bearing (11) each attack directly, or that the link assembly (9) a the first bar counter (22) and a via a connecting pivot bearing (24) on the first rod handlebar (22) mounted second rod link (23), wherein the first pivot bearing (10) on the first rod core (22) and the second rotation - Warehouse (11) on the second rod counter (23) acts directly.

3. Wheel suspension according to one of the preceding claims, characterized in that the Federbeindrehachse (19) parallel to the Radnabendrehachse (7) or with a Radnabendrehach- se (7) receiving and the Federbeindrehachse (19) in at least one intersecting point intersecting imaginary plane an angle of at most 45 °.

4. Wheel suspension according to one of the preceding claims, characterized in that the bearing arrangement (18) has a plurality in the axial direction with respect to the Federbeindrehachse (19) spaced-apart Federbeindrehlager (20,21).

5. Wheel suspension according to one of the preceding claims, characterized in that the Federbeindrehlager (20,21) on opposite sides of a boom (4) of the wheel carrier (2) are arranged and the strut (8) via the boom (4) the wheel carrier (2) is articulated, or that the Federbeindrehlager are fastened by means of a bolt engaging in the wheel carrier on the wheel carrier.

6. Wheel suspension according to one of the preceding claims, characterized in that the link assembly (9) via the second pivot bearing (11) to a track lever (5) or another arm of the wheel carrier (2) is articulated.

7. Wheel suspension according to one of the preceding claims, characterized in that the second pivot bearing (11) about a coupling lever pivot axis (25) rotatably mounted on the wheel carrier (2) mounted coupling lever (13) on the wheel carrier (2) is articulated.

8. Wheel suspension according to one of the preceding claims, characterized in that the coupling lever pivot axis (25) parallel to a tie rod rotational axis (26) is present, around which a tie rod (14) rotatably mounted on the wheel carrier (2) or storable.

9. Wheel suspension according to one of the preceding claims, characterized in that the strut (8) has a damper (15) and a spring (16), wherein the spring (16) with respect to the longitudinal center axis of the strut (8) is desachsiert.

10. Wheel suspension according to one of the preceding claims, characterized in that the desalination of the spring (16) with respect to the longitudinal center axis of the strut (8) is present exclusively in the transverse direction.