阅读说明：本技术 用于电动车辆或带气罐的机动车辆的具有集成的弹性和转向功能的多连杆独立悬架系统 (Multi-link independent suspension system with integrated springing and steering functions for an electric vehicle or a motor vehicle with a gas tank ) 是由 弗里德里希·皮特·沃尔夫-蒙海姆 于 2019-08-05 设计创作，主要内容包括：本发明涉及一种用于机动车辆(10)的独立悬架系统(28),该机动车辆具有电动传动系和/或用于存储燃料的气罐。独立悬架系统(28)包括具有控制臂(32a,32b,34a,34b,36a,36b,38a,38b)的左侧多连杆车轮悬架(30a)和右侧多连杆车轮悬架(30b)以及用于悬架机动车辆(10)的上部结构的横向板簧(40),每个控制臂在上部结构端部处可枢转地附接到机动车辆(10)的车辆底盘(16)并且在车轮支架端部处可枢转地附接到车轮支架(24a,24b)。根据本发明,横向板簧(40)在每个端部处可枢转地连接到在横向方向上彼此相对放置的两个车轮支架(24a,24b)中的一个,并且可操作地连接到机动车辆(10)的转向装置。(The invention relates to an independent suspension system (28) for a motor vehicle (10) having an electric drive train and/or a gas tank for storing fuel. The independent suspension system (28) comprises a left-hand (30a) and a right-hand (30b) multi-link wheel suspension with control arms (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b), each pivotably attached at the upper structure end to a vehicle chassis (16) of the motor vehicle (10) and at the wheel carrier end to a wheel carrier (24a, 24b), and a transverse leaf spring (40) for suspending the upper structure of the motor vehicle (10). According to the invention, the transverse leaf spring (40) is pivotably connected at each end to one of two wheel carriers (24a, 24b) placed opposite each other in the transverse direction and is operatively connected to a steering device of the motor vehicle (10).)

1. An independent suspension system (28) for a motor vehicle (10) having an electric drive train and/or a gas tank for storing fuel, comprising:

-a left-hand side multi-link wheel suspension (30a) and a right-hand side multi-link wheel suspension (30b) with control arms (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b), each of which can be pivotably attached at an upper structure end to a vehicle chassis (16) of the motor vehicle (10) and at a wheel carrier end to a wheel carrier (24a, 24b), and

-a transverse leaf spring (40) for suspending an upper structure of the motor vehicle (10),

it is characterized in that the preparation method is characterized in that,

the transverse leaf spring (40) is pivotably connected at each end to one of two wheel carriers (24a, 24b) which are opposite to each other in the transverse direction and is operatively connected to a steering device of the motor vehicle (10).

2. The independent suspension system (28) of claim 1,

it is characterized in that the preparation method is characterized in that,

the control arms (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b) of the multi-link wheel suspension (30a, 30b) are configured as single-lever control arms, and the pivotal mounting of the superstructure end and the pivotal mounting of the wheel end of each control arm (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b) is provided by two rubber bearings acting as ball joints.

3. The independent suspension system (28) of claim 1 or 2,

it is characterized in that the preparation method is characterized in that,

the transverse leaf spring (40) is operatively connected with the actuator unit (18) in an intermediate region (42) and is arranged to be movable in a transverse direction by the actuator unit (18) in a mounted state in order to transmit steering control movements to the wheel carriers (24a, 24 b).

4. The independent suspension system (28) of claim 3,

it is characterized in that the preparation method is characterized in that,

the intermediate region (42) of the transverse leaf spring (40) is arranged at least partially in a housing (20) of the actuator unit (18).

5. The independent suspension system (28) of any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

each multi-link wheel suspension (30a, 30b) has at least one upper transverse control arm (32a, 32b, 34a, 34b) arranged above a wheel axis (44a, 44b) of a wheel-tire combination (26a, 26b) and at least one lower transverse control arm (36a, 36b, 38a, 38b) arranged below the wheel-tire combination (26a, 26b), and wherein the transverse leaf spring (40) is arranged between the at least one upper transverse control arm (32a, 32b, 34a, 34b) and the at least one lower transverse control arm (36a, 36b, 38a, 38b) in the mounted state and viewed in the vertical direction.

6. The independent suspension system (28) of any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the transverse leaf spring (40) is mainly made of fiber-reinforced plastic.

7. A motor vehicle (10) comprising:

-at least one electric power driven motor (12a, 12b),

-an electrochemical energy converter (14) as an energy source for the at least one electrically powered drive motor (12a, 12b),

-an independent suspension system (28) on at least one vehicle axle, in particular as claimed in any one of the preceding claims, and

-an actuator unit (18) operatively connected to a steering device of the motor vehicle (10) or to a steering device of the motor vehicle (10) for signalling purposes,

it is characterized in that the preparation method is characterized in that,

-the control arms (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b) of the multi-link wheel suspension (30a, 30b) are each pivotably attached at an upper structure end to the chassis (16) of the motor vehicle (10) and at a wheel carrier end to the wheel carrier (24a, 24b) of the motor vehicle (10),

-a transverse leaf spring (40) is pivotably connected at each end to one of two wheel carriers (24a, 24b) of the at least one vehicle axle which are placed opposite each other in the transverse direction,

-the transverse leaf spring (40) is operatively connected with the actuator unit (18) in an intermediate region (42) and is arranged to be movable in a transverse direction by the actuator unit (18) in a mounted state in order to transmit steering control movements to the wheel carriers (24a, 24b), and

-the electrochemical energy converter (14) is at least partially arranged in an installation space (46) delimited in a lateral direction by the superstructure ends of the control arms (32a, 34a, 36a, 38a) of a left-hand multi-link wheel suspension (30a) and the superstructure ends of the control arms (32b, 34b, 36b, 38b) of a right-hand multi-link wheel suspension (30b), and in a direction parallel to a linear advancement direction (48) by the actuator unit (18) and the lateral leaf springs (40).

8. The motor vehicle (10) of claim 7,

it is characterized in that the preparation method is characterized in that,

the at least one electric power drive motor (12a, 12b) is configured as a hub motor and is integrated in one of the wheel-tire combinations (26a, 26b) of the motor vehicle (10).

9. A motor vehicle (10) comprising:

-a drive motor formed as a gas engine,

-a tank for storing fuel that is gaseous under normal conditions,

-an independent suspension system (28) on at least one vehicle axle, in particular as claimed in any one of claims 1 to 6, and

-an actuator unit operatively connected with a steering device of the motor vehicle (10) or for signalling purposes with the steering device of the motor vehicle (10),

it is characterized in that the preparation method is characterized in that,

the control arms (32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b) of the multi-link wheel suspension (30a, 30b) are each pivotably attached at an upper structure end to a chassis (16) of the motor vehicle (10) and at a wheel carrier end to a wheel carrier (24a, 24b) of the motor vehicle (10),

-a transverse leaf spring (40) is pivotably connected at each end to one of two wheel carriers (24a, 24b) of the at least one vehicle axle which are placed opposite each other in the transverse direction,

-the transverse leaf spring (40) is operatively connected with the actuator unit (18) in an intermediate region (42) and is arranged to be movable in a transverse direction by the actuator unit (18) in a mounted state in order to transmit steering control movements to the wheel carriers (24a, 24b),

-the gas tank is at least partially arranged in an installation space (46) delimited in a lateral direction by the superstructure end of the control arm (32a, 34a, 36a, 38a) of a left-hand multi-link wheel suspension (30a) and the superstructure end of the control arm (32b, 34b, 36b, 38b) of a right-hand multi-link wheel suspension (30b), and in a direction parallel to the linear advancement direction (48) by the actuator unit (18) and the lateral leaf spring (40).

10. The motor vehicle (10) of any of claims 7 to 9,

it is characterized in that the preparation method is characterized in that,

the actuator unit (18) and a central region (42) of the transverse leaf spring (40) are accommodated by a common housing (20).

Technical Field

The present invention relates to an independent suspension system for a motor vehicle with an electric drive train or a gas tank for storing fuel, comprising a left-hand and a right-hand multi-link wheel suspension and a transverse leaf spring for the suspension of the superstructure of the motor vehicle, according to the preamble of claim 1.

Background

In the field of automotive engineering, it is known that the main drive of a motor vehicle comprises an electric drive train with an electric motor which can be powered by means of an electric current generated by an electrochemical energy store or an energy converter. The electrochemical energy store or energy converter can be formed, for example, by at least one rechargeable battery, usually referred to as a traction battery, or by a fuel cell stack.

In motor vehicles with a conventional internal combustion engine, arrangements of the various components/packages (drive, chassis, body) of the motor vehicle have been developed for decades. In motor vehicles with an electrochemical energy store or an energy converter as an energy source for the drive system (referred to below as electric vehicles), the external dimensions of the motor vehicle and the coupling to other components are very different from those of motor vehicles with a conventional internal combustion engine, since in electric vehicles, usually a box-shaped traction battery or fuel cell stack has to be arranged over a large area of the vehicle floor. Therefore, electric vehicles require different solutions for the arrangement of the components inside the motor vehicle (in particular the arrangement of the chassis and the drive) to ensure driving stability and/or vehicle safety in the event of a collision.

In order to ensure driving stability and comply with existing safety requirements and protocols, in particular with regard to vehicle safety in the event of a crash (crash safety), which form part of new automobile evaluation regulations issued by the european transportation association, the automotive association and the insurance association (european new automobile evaluation regulations (EuroNCAP)), various solutions have been proposed in the prior art.

Thus, for example, DE 102011054580 a1 discloses an automobile with a vehicle body, an engine and a vehicle axle with an axle carrier connected to the vehicle body and two drive wheels, each drive wheel being movably connected to one side of the vehicle body via a lever arrangement and each drive wheel being driven by a motor via a drive shaft. The motor may be an electric motor or an internal combustion engine. However, the vehicle may also include a hybrid drive, which is a combination of an electric motor and an internal combustion engine. The motor housing forms a transverse bridge of the shaft support for transmitting transverse forces. Due to the dual function of the housing (receiving the motor and transmitting lateral forces), a weight reduction can be achieved without reducing the driving stability of the vehicle.

Furthermore, DE 102013006702 a1 describes a battery device in a dual-track vehicle, which has a traction battery, in whose battery housing a crash-sensitive battery cell is arranged, and at least one crash cross member extending in the transverse direction of the vehicle, by means of which impact forces introduced in the event of a side crash are transmitted across the battery cell to the side of the vehicle remote from the crash. The crash cross member is formed at least in two parts, wherein a central part integrates the battery and extends on the outside of the battery housing via at least one deformation element, wherein a free mounting gap is present in the transverse direction of the vehicle. In particular, the deformation element is mounted directly or indirectly on a vehicle body component, in particular a vehicle body longitudinal beam or a door sill.

JP2017-019458A also discloses a rear structure of an electric vehicle for mounting a battery pack in a position that can be protected from impact (e.g., in a rear impact) from mechanical load from the rear of the vehicle, regardless of the space under the floor of the rear vehicle portion. The battery pack is mounted on a pair of rear longitudinal beams, wherein the front end of the subframe opposes a rear transverse beam of the multi-link wheel suspension with a gap therebetween, and wherein a control arm is mounted on each side of the multi-link wheel suspension. The load from the direction of the rear of the vehicle is transmitted by the subframe to the rear suspension cross member and distributed by the rear longitudinal beam to the front of the vehicle via the multi-link wheel suspension.

For electric vehicles, a solution is required to arrange components (e.g., a box-shaped traction battery, a fuel cell stack, and a large-volume gas tank) over a large area of a vehicle floor. Solutions for arranging components in gas-powered motor vehicles which are constructed as electric vehicles with a fuel cell stack or which are equipped with an internal combustion engine and which therefore have a relatively large gas tank whose shape differs greatly from the normal form of the liquid fuel tank of a conventional internal combustion engine are also known in the prior art.

US2004/0239095a1 thus discloses a suspension system for such a vehicle, which suspension system may be equipped with a fuel cell stack or a gas powered internal combustion engine, and thus has a gas tank.

The suspension system includes a rear wheel suspension subassembly that extends around the fuel tank and is operatively connected to the front and rear portions of the vehicle such that the front and rear portions of the vehicle provide structural rigidity to the suspension of the vehicle so that as large a tank as possible can be received between the rear wheels. The control arms and springs of the suspension system are designed to maximize the space between the wheels while providing a high level of suspension stiffness in order to maintain proper wheel alignment during cornering, braking and on uneven ground. The control arm has two fixing points to the chassis spaced apart in the longitudinal direction and gives the rear wheel suspension subassembly its structural rigidity.

In view of the state of the art indicated, there is still room for improvement in the field of wheel suspensions for electrically powered motor vehicles or for gas powered motor vehicles having an internal combustion engine and equipped with a gas tank.

Disclosure of Invention

The object of the present invention is to provide a compact independent suspension, in particular for an electric motor vehicle or a gas motor vehicle having an internal combustion engine and equipped with a gas tank, which allows a high level of driving comfort and at the same time provides a flexible available installation space, which can be used, in particular, for at least partially accommodating an electric drive train or at least partially accommodating a gas tank of a motor vehicle.

According to the invention, this object is achieved by an independent suspension system for a motor vehicle having the features of claim 1. The object is also achieved by a motor vehicle with at least one independent suspension system according to claims 7 and 9. Further, particularly advantageous embodiments of the invention are disclosed by the dependent claims.

It is to be noted that the features and measures listed individually in the following description may be combined with one another in any technically reasonable manner and indicate further embodiments of the invention. The description further characterizes and explains the invention in detail, especially in connection with the drawings.

The independent suspension system according to the invention for a motor vehicle with an electric drive train and/or a gas tank for storing fuel comprises a left-hand and a right-hand multi-link wheel suspension with control arms, each pivotably attached at an upper structure end to a vehicle chassis of the motor vehicle and at a wheel carrier end to a wheel carrier. Furthermore, the independent suspension system comprises a transverse leaf spring for the suspension of the superstructure of the motor vehicle. Here, the transverse leaf spring is pivotably connected at each end to one of two wheel carriers placed opposite each other in the transverse direction. The transverse leaf spring is also operatively connected to a steering device of the motor vehicle.

The term "motor vehicle" in the sense of the present invention refers in particular to an automobile, a cargo vehicle, an articulated truck or a bus.

The term "operatively connected" in this context means in particular that the operatively connected objects are connected together such that forces and/or torques can be transmitted between the objects. The transfer may occur both directly through contact and indirectly through at least one intermediate element.

In this way, a compact independent suspension system may be provided which allows for a high driving comfort and also provides a flexible available installation space which may be used in particular for at least partially receiving box-like or bulky components, such as a traction battery or a fuel cell stack of an electric drive train or a gas tank of a vehicle.

The present invention is based on the understanding that in the independent suspension system according to the invention one or more of the functions of the stabilizer, the spring and the wheel guiding lateral control arm can be performed by a lateral leaf spring.

The transverse leaf spring may be configured such that it has an upwardly convex form in the vertical direction when the independent suspension system is only statically loaded by the vehicle body load. However, the transverse leaf spring may also be configured such that in this state the transverse leaf spring extends substantially in a plane arranged parallel to the road surface.

The multi-link shaft may be configured as a four-link shaft, a double-cross arm shaft, or a five-link shaft.

The proposed invention also includes: the control arms of the left and right multi-link wheel suspensions may also be pivotally mounted to one or more sub-frames of the chassis.

In a preferred embodiment of the independent suspension system, the control arms of the multi-link axle are constructed as single-lever control arms, and the pivotal mounting of the superstructure end and the pivotal mounting of the wheel carrier end of each control arm is or can be formed by two rubber bearings acting as ball joints. The ability of the transverse leaf spring to steer the wheel-tire combination, which is usually arranged on the wheel carrier, can thus be achieved in a structurally simple manner.

Preferably, the transverse leaf spring is operatively connected to the actuator unit in an intermediate region, and in the mounted state the transverse leaf spring is arranged to be movable in a transverse direction by the actuator unit in order to transmit steering control movements to the wheel carrier. The term "transverse direction" in the sense of the present invention means in particular a horizontal direction transverse to the straight-ahead direction of travel of the motor vehicle. In this way, a particularly compact arrangement for transmitting the steering control movement to the wheel carrier via the transverse leaf spring can be achieved.

In particular, the actuator unit may be operatively connected or connected for signaling purposes to a steering device of the motor vehicle.

The compactness of the device for transmitting steering control movements via the transverse leaf spring to the wheel carrier can be further increased if the central region of the transverse leaf spring is arranged at least partially in the housing of the actuator unit. Due to the proposed integrated structure of the actuator unit and the middle region of the transverse leaf spring, the means for transmitting the steering control movement to the wheel carrier via the transverse leaf spring can also be effectively protected from environmental influences.

In a preferred embodiment of the independent suspension system, each multi-link wheel suspension has at least one upper lateral control arm arranged above the wheel axis of the wheel-tire combination and at least one lower lateral control arm arranged below the wheel axis of the wheel-tire combination. Here, the transverse leaf spring is arranged between the at least one upper and the at least one lower transverse control arm in the mounted state and viewed in the vertical direction. In this way, particularly advantageous force and moment states can be achieved when the steering control movement is transmitted to the wheel carrier by means of the transverse leaf spring.

The transverse leaf spring may for example be made of steel. Preferably, the transverse leaf spring is mainly composed of Fiber Reinforced Plastic (FRP). In this way, the transverse leaf spring can have a particularly high weight saving compared to conventional transverse leaf springs made of steel.

In the context of the present invention, the term "predominantly" means in particular a proportion of more than 50% by volume, preferably more than 70% by volume, particularly preferably more than 90% by volume. In particular, the term includes the possibility that the transverse leaf spring is completely composed of fiber-reinforced plastic, i.e. 100% of the volume.

The fiber-reinforced plastic may comprise, in particular, carbon fiber-reinforced plastic (CFRP) and/or glass fiber-reinforced plastic (GFRP) and/or aramid fiber-reinforced plastic (AFRP).

In another aspect of the invention, a motor vehicle is presented comprising at least one electric power driven motor and an electrochemical energy converter as an energy source for the at least one electric power driven motor. Furthermore, the motor vehicle is equipped with an independent suspension system according to the invention on at least one vehicle axle and has an actuator unit which is connected to the steering of the motor vehicle either operatively or for signaling purposes.

Here, the control arms of the independent suspension system are each pivotably attached at an upper structure end to the chassis of the motor vehicle and at a wheel carrier end to the wheel carrier of the motor vehicle. The transverse leaf spring is pivotably connected at each end to one of two wheel carriers of at least one vehicle axle, which are placed opposite each other in the transverse direction. Furthermore, the transverse leaf spring is operatively connected to the actuator unit in an intermediate region, and in the mounted state the transverse leaf spring is arranged to be movable in a transverse direction by the actuator unit in order to transmit steering control movements to the wheel carrier.

Furthermore, the electrochemical energy converter is at least partially arranged in an installation space which is delimited in a lateral direction by an upper structure end of the control arm of the left-hand multi-link wheel suspension and an upper structure end of the control arm of the right-hand multi-link suspension and which is delimited in a direction parallel to the linear advancement direction by the actuator unit and the lateral leaf spring.

The advantages mentioned in connection with the independent suspension system can be fully transferred to such a motor vehicle.

In such motor vehicles, the electrochemical energy converter may also be configured as a fuel cell stack. Here, the vehicle is additionally equipped with a gas tank for storing normally gaseous fuel, and the electrochemical energy converter and/or the gas tank is arranged at least partially in an installation space which is delimited in a lateral direction by an upper structure end of the control arm of the left-hand multi-link wheel suspension and an upper structure end of the control arm of the right-hand multi-link wheel suspension and which is delimited in a direction parallel to the linear direction of travel by the actuator unit and the lateral leaf spring.

In a preferred embodiment of the motor vehicle, the at least one electric power drive motor is formed as a hub motor and is integrated in one of the wheel-tire combinations of the motor vehicle. In this way, additional installation space may be freed up for arranging the electrochemical energy converter and/or the gas tank, which space may be combined with the space between the superstructure ends of the control arm to form a cohesive installation space.

In another aspect of the invention, a motor vehicle is proposed, which comprises at least one drive motor configured as a gas engine and a gas tank for storing fuel which is gaseous under normal conditions. Furthermore, the motor vehicle is equipped with an independent suspension system according to the invention on at least one vehicle axle and has an actuator unit which is operatively connected to the steering device of the motor vehicle or for signaling purposes.

The term "gas engine" in this context refers in particular to an internal combustion engine powered by a fuel which is gaseous under normal conditions.

Here, the control arms of the independent suspension system are each pivotably attached at an upper structure end to the chassis of the motor vehicle and at a wheel carrier end to the wheel carrier of the motor vehicle. The transverse leaf spring is pivotably connected at each end to one of two wheel carriers of at least one vehicle axle, which are placed opposite each other in the transverse direction. Furthermore, the transverse leaf spring is operatively connected to the actuator unit in an intermediate region and is arranged in the mounted state to be movable in the transverse direction by the actuator unit in order to transmit steering control movements to the wheel carrier.

Furthermore, the gas tank is at least partially arranged in an installation space which is delimited in a lateral direction by an upper structure end of the control arm of the left-hand multi-link wheel suspension and an upper structure end of the control arm of the right-hand multi-link wheel suspension and which is delimited in a direction parallel to the linear advancement direction by an actuator unit and a lateral leaf spring.

Preferably, the intermediate region of the actuator unit and the transverse leaf spring is received by a common housing, so that a compact construction is provided and the means for transmitting the steering control movement to the wheel carrier via the transverse leaf spring are effectively protected from the external environment.

In both types of proposed motor vehicles, the operative connection of the actuator unit to the central region of the transverse leaf spring can be realized, for example, in that the actuator unit is operatively connected to a steering gear of the motor vehicle and is provided for transmitting steering control movements transmitted by the steering gear to the transversely movable transverse leaf spring.

The term "provided for" in the sense of the present invention means in particular programmed, designed or arranged specifically for this purpose.

In an alternative embodiment, the actuator unit may comprise an electromechanical actuator, for example a linear drive, which is controlled by an electric steering signal from a steer-by-wire steering system of the motor vehicle and which is arranged to move a transverse leaf spring movable in a transverse direction in a predetermined manner in dependence on the electric steering signal.

Drawings

Further advantageous embodiments of the invention are described in the dependent claims and in the subsequent description of the figures. The attached drawings show that:

FIG. 1 is a schematic partial top view of a motor vehicle having an independent suspension system according to the present invention.

Detailed Description

Fig. 1 shows a motor vehicle 10 in the form of a motor vehicle, in particular an electric vehicle, in a schematic partial view and a plan view, wherein a possible embodiment of an independent suspension system 28 according to the invention is located on a vehicle axle of the motor vehicle 10. The motor vehicle 10 has two electrically powered drive motors 12a, 12b and an electrochemical energy converter 14 as their energy sources. In this particular embodiment, the electrochemical energy converter 14 is constituted by a lithium-ion battery.

In an alternative embodiment, the electrochemical energy converter 14 can also be configured as a fuel cell stack; in this case, the electric vehicle is additionally equipped with a gas tank for storing fuel that is gaseous under normal conditions.

In an alternative embodiment, the motor vehicle 10 may also include a drive motor configured as a gas engine (i.e., an internal combustion engine powered by fuel that is gaseous under normal conditions). In this case, the motor vehicle 10 is also equipped with a gas tank for storing fuel that is gaseous under normal conditions.

The motor vehicle 10 has a left side wheel carrier 24a and a right side wheel carrier 24b, which are arranged on the vehicle axle so as to each receive a wheel-tire combination 26a, 26b of the motor vehicle 10. The wheel-tire combinations 26a, 26b are mounted on the respective wheel brackets 24a, 24b in a known manner so as to be rotatable about wheel axes 44a, 44 b.

The two electric power drive motors 12a, 12b of the motor vehicle 10 are configured as hub motors and/or are each integrated in a known manner in one of the wheel-tire combinations 26a, 26b of the motor vehicle 10.

The independent suspension system 28 includes a left and right multi-link wheel suspension 30a, 30b for suspending the left and right wheel brackets 24a, 24 b. Each of the two multi-link wheel suspensions 30a, 30b has four control arms 32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b formed as single-lever control arms, which may be made of an aluminum alloy, for example. The control arms 32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b are pivotably mounted at the upper structure end on the chassis 16 or subframe of the motor vehicle 10 and at the wheel carrier end on the respective wheel carrier 24a, 24 b. The upper structure end and the wheel carrier end of each control arm 32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b are pivotally mounted by means of two rubber bearings acting as ball joints.

Two of the control arms 32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b of each multi-link wheel suspension 30a, 30b are configured as upper lateral control arms and are arranged substantially horizontally above the wheel axis 44a, 44b of the respective wheel-tire combination 26a, 26 b. The two further control arms 36a, 36b, 38a, 38b of the control arms 32a, 32b, 34a, 34b, 36a, 36b, 38a, 38b of each multi-link wheel suspension 30a, 30b are configured as lower transverse control arms and are arranged substantially horizontally below the wheel axis 44a, 44b of the respective wheel-tire combination 26a, 26 b.

Furthermore, the independent suspension system 28 comprises a transverse leaf spring 40 for suspending the superstructure of the motor vehicle 10. In this particular exemplary embodiment, the transverse leaf spring 40 is composed primarily of over 95% by volume of Fiber Reinforced Plastic (FRP). The fiber-reinforced plastic is, for example, carbon fiber-reinforced epoxy (CFP). In the installed state shown in fig. 1, the elongate transverse leaf spring 40 lies in a plane (YZ plane) which is arranged perpendicularly to the straight travel direction 48 of the motor vehicle 10. The transverse leaf spring 40 has a substantially rectangular cross section which varies along its extension to achieve a predetermined spring curve. In the top view of fig. 1, the direction of extent of the transverse leaf spring 40 is arranged transversely to the straight travel direction 48 of the motor vehicle 10. In the mounted state of the independent suspension system 28, the transverse leaf spring 40 is arranged, as seen in the vertical direction, between the upper transverse control arm 32a, 32b, 34a, 34b and the lower transverse control arm 36a, 36b, 38a, 38 b. The transverse leaf spring 40 is pivotally connected at each end to a front region of one of the wheel carriers 24a, 24b placed opposite to each other in the transverse direction, and in this way performs the function of a wheel guide control arm.

The motor vehicle 10 further comprises an actuator unit 18 which is connected for signal purposes to a steering device (not shown) of the motor vehicle 10 configured as a steer-by-wire system. The actuator unit 18 contains an electromechanical actuator in the form of a linear drive, which acts in the transverse direction of the motor vehicle 10. The actuator unit 18 or linear drive is connected to the steer-by-wire system for signaling purposes and may be controlled by an electric power steering signal 22.

The transverse leaf spring 40 has an intermediate region 42 between its two ends, which intermediate region is operatively connected to the actuator unit 18. The operative connection is configured such that in the mounted state, the middle region 42 of the transverse leaf spring 40 is arranged to be movable in the transverse direction by the actuator unit 18 in order to transmit steering control movements to the wheel carriers 24a, 24 b. In this way, the transverse leaf spring 40 is operatively connected to the steering device of the motor vehicle 10, and the electric steering signal from the steer-by-wire system is converted into a linear movement of the transverse leaf spring 40 in the transverse direction, by means of which linear movement the tracking angle of the wheel carrier 24a, 24b or the wheel-tire combination 26a, 26b can be set.

The central region 42 of the transverse leaf spring 40 is arranged completely in the housing 20 of the actuator unit 18, so that the actuator unit 18 and the central region 42 of the transverse leaf spring 40 are accommodated by the common housing 20. In this way, the operative connection between the transverse leaf spring 40 and the actuator unit 18 can be effectively protected from environmental influences. Furthermore, the housing 20 of the actuator unit 18 is fixedly (rigidly or releasably) connected to the chassis 16 of the motor vehicle 10.

The installation space 46 is delimited in the transverse direction by the upper structural ends of the control arms 32a, 34a, 36a, 38a of the left-hand multi-link wheel suspension 30a and by the upper structural ends of the control arms 32b, 34b, 36b, 38b of the right-hand multi-link wheel suspension 30b, and in a direction parallel to the linear advancement direction 48 by the actuator unit 18 and the transverse leaf spring 40. The mounting space 46 partially accommodates the electrochemical energy converter 14.

In the other above-described embodiments, in which the motor vehicle is equipped with a gas tank, the gas tank may be partially arranged in an installation space which is delimited in the transverse direction by the superstructure end of the control arm of the left-hand multi-link wheel suspension and by the superstructure end of the control arm of the right-hand multi-link wheel suspension, and which is delimited in a direction parallel to the linear advancement direction by the actuator unit and the transverse leaf spring.

List of reference numerals:

10 Motor vehicle

12a electric power driving motor

12b electric power driving motor

14 electrochemical energy converter

16 chassis

18 actuator unit

20 casing

22 electric power steering signal

24a left wheel support

24b right side wheel support

26a wheel-tire combination

26b wheel-tire combination

28 independent suspension system

30a left side multi-link suspension

30b right side multi-link suspension

32a upper control arm

32b upper control arm

34a upper control arm

34b upper control arm

36a lower control arm

36b lower control arm

38a lower control arm

38b lower control arm

40 transverse leaf spring

42 middle region

44a wheel shaft

44b wheel axle

46 installation space

48 linear forward direction