VEHICLE SUSPENSION ASSEMBLY

The invention relates to a vehicle suspension device as per the generic description of the type further defined in the Patent Claim 1.

From the US 6 530 587 B2 a vehicle suspension or a Mc-Pherson-wheel suspension is known consisting of a tailing-link/arm for absorption of longitudinal forces, a transverse control arm, in the range of which the track is stabilized and lateral forces are absorbed, a wheel-guiding damper strut and a wheel-guiding transverse leaf-spring which fulfills the function of a frame- or body-spring and a stabilizer.

A big problem of wheel suspensions with wheel-carrying transverse leaf- spring and wheel-carrying damper-strut is represented by a torque, which is induced in a vehicle suspension assembly through a lever-arm of high-leverage, corresponding to a distance projected on a tensioned level from a vehicle transverse direction and a vehicle longitudinal direction between the spring force and a wheel vertical force. This torque supports itself above all in an area of the damper-strut and causes a shear-force between a piston-rod and a piston-rod-guide of the damper-strut and between a shock-absorber-tube and a piston, because of which the vehicle-response of the damper-strut deteriorates through an undesirable clamping-force between the piston-rod and piston-rod-guide and between the shock-absorber-tube and piston.

The occurrence of the transverse force between the piston and the piston rod guide of the damper strut is enumerated below on the basis of a wheel suspension 1 already known as McPherson-wheel suspension assembly with McPherson-damper strut 3, of which a part is schematically illustrated in Figure 1.

The wheel suspension 1 is designed with a wheel 2 and damper-strut 3 connected to it in a manner already well-known by itself, which encompasses a cylinder 4 and a piston rod 5 provided therein in longitudinally slidable manner. A tire-vertical force F2 impacting a resultant point-of-applied-force 6 on wheel 2 generates, together with a high-energy lever-arm 'b’ a torque impacting the damper-strut 3, which is compensated to a large extent through an impact.

force F7, acting in the area of the end-position 7 of the piston-rod 5 fixable to the chassis-side and a lever-arm 8, where the lever arm 8 corresponds to a distance between the chassis side end 7 of the piston rod 5 and end-position 9 of the cylinder 4 opposite to it.

From the support/impact-force F7 acting in the area of the end-position 7 of the piston rod 5 reaction-forces F10 and F 11 emerge/result again, affecting the piston rod 5 in the area of a piston-rod-guide 10 and in the area of piston 11 firmly connected with the piston rod 5 and provided in cylinder 4 in a longitudinally slidable manner, where the reaction force F 10 corresponds to the clamping force between the piston rod 5 and the piston-rod-guide 10. Thereby, the response behaviour of the damper strut 3 is so much more inferior, larger are the reaction forces F10/F11, because principally to start with the static-friction-force acting in the area between the piston-rod 5 and the piston-rod-guide 10 and/or the piston 11 and the tube 4 has to be overcome before the piston-rod 5 can set itself in motion with reference to the cylinder 4.

The invention on hand therefore is focused on the task to present a vehicle suspension assembly with damper-strut and suspension transverse leaf-spring, with which an efficient response-behaviour of a damper-strut can be realized.

In accordance with the invention this task is solved with a vehicle suspension assembly with the characteristics of Patent Claim 1.

In the invention-based vehicle suspension assembly with a wheel-mount as well as with minimum one transverse leaf-spring, extending itself in installed-position primarily in transverse direction of vehicle, and connected with the wheel-mount, and with minimum one damper-strut coupled with the wheel-mount, where at least one wheel can be mounted on the wheel-mount and the damper-strut can be fixed to the chassis-side, an interlocking-area between the transverse leaf-spring and the wheel-mount is spaced at least in the vehicle transverse-direction at a distance to a resultant point-of-applied-force of the tire-vertical-force impacting in the area of a wheel. A torque impacting on the wheel mount, which corresponds to a product from the tire-vertical-force and a lever arm, and which represents a projection of the distance between the interlocking-area of the transverse leaf-spring and the point-of-applied-force of the tire-contact-load in a level tensioned/stretched through the vehicle transverse direction and vehicle longitudinal direction, can be supported in the area of the chassis-side fixation of the damper-strut.

Pursuant to the invention, a mechanism or a device is envisaged through which in the interlocking between the wheel mount, the transverse leaf-spring and the suspension damper-strut a force/load can be induced, using which the torque supporting itself in the area of the chassis-side link of the damper-strut and impacting on the wheel mount can be compensated at least partially.

Through the invention-based lowering of the shearing-force acting in the area of the damper-strut of a wheel suspension with a transverse leaf-spring and a damper-strut, a vehicle response of the damper-strut is design-wise improved in a simple method in comparison to already known wheel assemblies; thus, in design-position or in installed-position the damper-strut is then completely free of the shearing-force, if the force induced or initiated by the mechanism fully compensates the impact/support-force acting in the area of the chassis-side link of the damper-strut.

In a design-concept-wise simple and cost-competitive design form of the suspension assembly the mechanism includes a torsion-spring/-bar connected to the transverse leaf-spring and the wheel-mount and is pre-tensioned in assembly-position between the wheel-mount and the transverse leaf-spring, in order to direct or divert the load or force for compensating the shearing-force acting on the damper-strut in the interlocking between the wheel mount, the transverse leaf-spring and the damper-strut.

In a further development of the invention- based suspension-assembly the torsion-spring is connected with a pilot- or spigot-bearing firmly coupled with the transverse leaf-spring, and thus can be integrated in a design-space-friendly manner in the interlocking-area of the transverse leaf-spring with the wheel-mount.

An especially design-space-friendly version of the invention-based suspension assembly envisages that the torsion-spring is produced from an elastomer material, which is firmly fastened with an outer-sleeve and with an inner-sleeve, where the outer-sleeve is sturdily coupled with a bearing-casing of a pilot/spigot-bearing of the transverse leaf-spring and the inner-sleeve with the wheel-mount, and where the force through twisting/skewing of the outer-sleeve as against the inner-sleeve and a thereby resulting interlocking or clamping of the torsion-spring during a mounting of the mechanism of interlocking can be influenced.

In a further design-space-beneficial version of the invention-based vehicle suspension assembly, the torsion-spring is designed as a tube-shaped component, which is connected on the one hand with the wheel-mount and on the other with an external- or outer-sleeve of a rubber-bearing or rubber-mount of the transverse leaf-spring on wheel-mount, where the external-sleeve is effectively fastened through a rubber-elastic component with an inner-sleeve, which is operatively-connected with the transverse leaf-spring, and where the force can be influenced through twisting and a resultant pre-tension of the tube-shaped component.

A design-structure-wise simple further variant of the invention-based vehicle suspension assembly, similarly realizable with minimum design-space requirement, is thereby characterized that the mechanism is designed with a spring-elastic lever-element positioned between the damper-element and the transverse spring-leaf, which is connected with the damper-strut at a defined distance to the interlinking-area between the wheel-mount and the transverse leaf-spring, and in assembly-position has a pre-tension, in order to influence force around the interlocking.

As an alternative to this, in a further design variant of the invention-based vehicle suspension assembly, which:

- is design-wise easy to be assembled,

- can be cost-advantageously produced, as well as

- can be integrated in a simple way with the existing vehicle suspension systems,

the mechanism is designed with a lever-element bedded rotatably in a first chassis-side end-area which is fastened with the damper strut-in a second end-area through a spring-element designed as a control-/tension-spring and pre-tensioned in assembly-position; the pivoting of this in the direction of the damper-strut is restricted through a stop-device envisaged in the area of the damper-strut.

In yet another easily-mountable alternative design variant of the invention-based vehicle suspension assembly, the mechanism is designed with a lever-element comprising two lever-arms enclosing an angle with one another; the lever-element is bedded vehicle-chassis side rotatably in the connection-area of the lever-arms, where the pivoting of the first lever-arm aligned in the direction of the damper-strut is restricted through a limit-stop or catch-device envisaged in the side of the damper-strut and the second lever-arm acts in conjunction with an entrainment of the damper-strut in such a manner that the lever-element, during deflection of the wheel through placement of a spring-elastic first lever-arm between the second lever-arm and the entrainment, is influenced with a rotation against the limit-stop, where during the deflection of the wheel the lever-arms are transformed into a pre-tensioned condition so that force in the interlocking can be influenced.

The characteristics presented in the Patent Claims as well as those described in the following design examples of the invention-based vehicle suspension assembly are suitable for further development of the invention-based object or objective, respectively for themselves alone, or in any optional combination with one another.

Additional advantages and beneficial design variants of the invention-based suspension assembly emerge from the Patent Claims and the following design examples, described in principle under reference to the drawings. In the description of the different design variants, in the interest of clarity, components with identical design and functional similarity have been identified with the same reference numbers.
The Drawings show:

Figure 1

A sharply schematized part-illustration of a vehicle suspension known from the State of the Art

Technology and denoted as McPherson wheel-suspension.

Figure 2

A simplified illustration of a first design variant of the invention-based vehicle suspension assembly with a mechanism comprising a torsion-spring, through which a force can be induced or guided in an interlocking between a wheel-mount, a transverse leaf-spring and a damper-strut, with the help of which the torque/load supporting itself in the area of chassis-side linking of the suspension-strut, and impacting the wheel-mount is at least partially compensated.

Figure 3

A detailed illustration of the vehicle suspension assembly as per Figure 2.

Figure 4

An enlarged detailed-view of a guide-bearing of the transverse leaf-spring of the suspension assembly as per Figure 3, in which the mechanism is integrated.

Figure 5

A schematized partial side-view of the guide-bearing of the transverse leaf-spring in wheel-mount-assembled condition under non-pre-tensioned torsion-spring of the mechanism.

Figure 6

An illustration corresponding to Figure 5 in pre-tensioned operating-condition of the torsion-spring of the mechanism.

Figure 7

A sharply schematized partial view of a further design variant of the invention-based vehicle suspension in which the mechanism has a torsion-spring designed/developed as a tube-shaped
component.

Figure 8

An illustration corresponding to Figure 2 of yet another design example of the invention-based vehicle suspension in which the mechanism is designed with a lever-element located between the damper-strut and the transverse leaf-spring and developed with spring-elastic property.

Figure 9

Another design variant of the invention-based vehicle suspension assembly, in which the mechanism is designed with a lever-element rotatably pivoted or bedded in a first chassis-side end-area, in a second end-area is connected with the damper-strut through a spring-element, developed/designed as tension-spring and pre-tensioned in assembled-condition; and

Figure 9

A stand-alone illustration of the damper-strut of yet another design variant of the invention-based vehicle suspension assembly, where the mechanism is designed with a lever-element comprising two lever-arms enveloping or enclosing an angle with one another; the lever-element is rotatbly bedded/pivoted in the chassis-side connection-area of the lever-arms.

Figure 2 to Figure 6 show a first design variant of a vehicle suspension assembly 1 with a wheel-mount 12 as well as a wheel-carrying transverse leaf-spring 13 extending itself in installed-position primarily in vehicle transverse direction 'y' and connected with the wheel-mount 12, and a damper-strut 3 coupled with the wheel-mount 12, where the transverse leaf-spring 13 is connected similarly on the vehicle side opposite to the side illustrated in Figure 2 with an additional wheel-mount not shown in the drawing, in a manner described in greater detail in the following paragraphs.

Moreover, on wheel-mount 2 a wheel is fixed and the damper-strut 3 is fixed vehicle chassis-side in the area of an end-position 7 of a piston rod 5. An interlocking area 14 between the transverse leaf-spring 13 and the wheel-mount 12 is spaced from a resulting point of applied-force 6 of the wheel-vertical-force F2 impacting in the area of the wheel in vehicle transverse direction 'y'. A torque impacting the wheel-mount 12, which corresponds to a product from the tire-contact-force F2 (or tire-vertical-force) and a lever-arm 'b', which represents a projection of the distance between the interlocking area 14 of the transverse leaf-spring 13 and the point-of-applied-force 6 of the tire-contact-force F2 in a tensioned-level across the vehicle transverse direction 'y' and a vehicle longitudinal direction 'x', can be supported by fixing of the damper-strut 3 and/or the end-position 7 of the piston rod 5 in the area of the vehicle chassis side, in a manner described in greater detail for Figure 1.

In order to be able to compensate at least partially the reaction-force F10 respectively resulting from the actually prevalent torque between the piston-rod-guide 10 and the piston rod 5, the vehicle suspension assembly 1 is equipped with a mechanism/device 15 in the interlocking area 14 between the transverse leaf-spring 13 and the wheel-mount 12, through which a force or energy can be induced in the interlocking between the wheel-mount 12, the transverse leaf-spring 13 and the damper-strut 3, using which the force supporting itself in the area of the chassis-side link of the damper-strut 3 and impacting on the wheel-mount 12 can be at least partially compensated.

For this purpose the device 15 encompasses a torsion-spring 16 schematically illustrated in Figure 3, which is connected with the transverse leaf-spring 13 and the wheel-mount 12, and in assembly-position has between the wheel-mount 12 and the transverse leaf-spring 13 such a tension that the damper-strut 3 in design-position and/or in installed-position is free of transverse-force in the area of the end-position 7 - that means, in the area of end-position 7, the resulting impact/support-force from the torque attacking the wheel-mount 12 is small or is essentially equal to zero. The last mentioned requirement is fulfilled then if the force is induced through the torsion-spring 16 in the interlocking between the wheel-mount 12, the transverse leaf-spring 13 and the damper-strut 3, which corresponds to a coefficient from the torque and the lever-arm 'b'. The force induced through the torsion-spring 16 in pre-tensioned installed-condition or the torsional or twisting moment thereof acts similarly on the damper-strut 3, because this is sturdily connected with the wheel-mount 12.

The torsion-spring 16 is primarily connected with a guide-bearing 17 of the transverse leaf-spring 13 sturdily coupled with the transverse leaf-spring 13, where the torsion-spring 16 is produced from an elastomer - as per the method illustrated in greater detail in Figure 5 and Figure 6 - which is firmly coupled with an external- or outer-sleeve 18 and an inner-sleeve 19 of the guide-bearing 17. The external-sleeve 18 is pressed in a bearings-casing 20 of the guide-bearing 17, while the inner-sleeve 19 is screw-fitted with the wheel-mount 12. In figure 5 shows the torsion-spring 16 designed as elastomer in de-stressed operating-condition, while in Figure 6 the torsion-spring 16 is shown through twisting or skewing the outer-sleeve 18 vis-a-vis the inner-sleeve 19 in the pre-tensioned design-position of the vehicle suspension assembly 1 or in the installed-position of the vehicle suspension assembly 1; in that, the elastomer or the torsion-spring 16 is distorted/deformed and thus induces in the interlocking between the wheel-mount 12, the transverse leaf-spring 13 and the damper-strut 3 a consequential force or a torsional-moment, in order to compensate at least approximately or roughly the torque impacting the wheel-mount 12 for providing an operating condition of the damper-strut at least nearly free of shear- or transverse-force.

Figure 7 displays the wheel-mount 12 and the mechanism 15 of a yet another design variant of the vehicle suspension assembly 1, in which the torsion-spring 16 is designed as a tube-shaped component, which is connected on the one hand with the wheel-mount 12 and on the other with an external-sleeve 21 of a rubber-bearing 22 of the transverse leaf-spring 13 on wheel-mount 12. The outer-sleeve 21 is firmly jointed with an inner-sleeve 24 through a rubber-elastic component 23 provided in the external-sleeve 21, which in turn is coupled sturdily with the transverse leaf-spring 13 through a screw-joint. The torsion-spring is pre-tensioned during the assembly through twisting of the tube-shaped component 16, and thus brings about a torque to counter-act the load impacting on the wheel-mount 12 between the wheel-mount 12 and the transverse leaf-spring 13, where the force and/or resultant torque initiated or induced by the torsion-spring 16 in the interlocking between the wheel-mount (or carrier) 12, the transverse leaf-spring 13 and the damper-strut 3 compensates at least partially the transverse-force or -load impacting on the damper-strut 3, especially the reaction-load F10, depending upon the design of the torsion-spring 16, and makes available the damper-strut 3 with desired response-characteristics or vehicle-response.

In the further design variant of the vehicle suspension 1 shown in Figure 8, the mechanism 15 is developed with a spring-elastically designed lever-element 25 positioned between the damper-strut 3 and the transverse leaf-spring 13, representing an additional arm of the transverse leaf-spring 13, which is connected with the cylinder 4 of the damper-strut 3 at a defined distance 's' to the interlocking-area 14 between the wheel-mount 12 and the transverse leaf-spring 13. The lever-element possesses pare-tension in installed-position of the vehicle suspension assembly 1, in order to provide or apply to the interlocking between the wheel-mount 12, the transverse leaf-spring 13 and the damper-strut 3 the required force/load for compensating the shear-force on the damper-strut 3. Through the lever-element 25 a force in vehicle transverse direction 'y' directed towards the outer with reference to a vehicle-center is initiated in the damper-strut 3, whereby the damper-strut 3 under a corresponding dimensioning or laying of the lever-element 25 can be presented completely free of shear-force. In order to be able to make available the damper-strut 3 completely free of shearing-force, the force or load induced through the lever-element 25 in the interlocking must correspond to the coefficients from the product of the lever-arm 'b' and the tire-contact-force or tire-vertical-force Fl and the defined distance 's'.

In the further design variant of the vehicle suspension assembly 1 displayed in Figure 9, the mechanism 15 is connected in a first vehicle-chassis-side end-area 26 with a lever-element 27 rotatably mounted, the rotation- or pivot-point 26 of which is fixed chassis-side, and in a second end-area 28 with the cylinder 4 of the damper-strut 3 through a spring-element 29 designed as tension-spring and pre-tensioned in assembled-position of the vehicle suspension-assembly. A pivoting of the lever-element 27 in the direction of the damper-strut 3 is restricted through a stop-device 30 envisaged in the area of the cylinder 4 of the damper-strut 3, so that under a deflection of the wheel 2, the spring-tension or resistance of the spring-element 29 increases and therewith the compensation-load or force brought-about through the lever and envisaged for compensating the damper shear-forces also increases. The increase of the spring-resistance of the spring-element 29 is of advantage because the increasing damper/muffler-shear-forces during deflection are subjected to a proportionately increasing compensating-load/force, and thus the vehicle-response of the damper-strut 3 is further enhanced.

Figure 10 illustrates the damper-strut 3 and the mechanism 15 of another design version of the vehicle suspension assembly 1 in a sharply schematized stand-alone or individual view, in which the mechanism 15 is provided with a lever-element 33 comprising two lever-elements 31, 32 enveloping or closing an angle with one another. The lever-element 33 is rotatably pivoted in the interlocking area 34 of the lever-arms 31, 32 at the vehicle-frame or chassis-side, where a pivoting of the first lever-arm 31 in the direction of the damper-strut 3 and/or its cylinder 4 is restricted through a stop-device 35 envisaged in the side-area of the cylinder 4 of the damper-strut 3. The second lever-arm 32 acts in conjunction with an entrainment-area 36 envisaged in the area of the cylinder 4 of the damper-strut 3 in such a manner that during the deflection of the wheel 2, through placement of the first lever-arm 31 between the second lever-arm 32 and the entrainment-area 36, the lever-element 33 is impacted with a torque/load against (or countering) the stop-position 35.

As in the case of the design variant of the vehicle suspension 1 as per Figure 9, the pivot-point here again is robustly structured and the first lever-arm 31 presses sideways against the cylinder 4 of the damper-strut 3. The other lever-arm 32, during deflection of the wheel 2, is pressed essentially in vehicle-height-direction 'z', where during the high-pressure lift-up, the force/load compensating the shear/transverse-force impacting on the damper-strut 3 is generated in the area of the first lever-arm 31. At least the first lever-arm 31 is primarily elastic-designed so that the first lever-arm does not get jammed or seized with the damper-strut 3, on account of the kinematic interrelationships.

Reference Numbers

1. Wheel suspension assembly
2. wheel
3. damper-strut
4. cylinder
5. piston-rod
6. point of load or applied-force
7. end-position of piston-rod
8. lever-arm
9. end-position of cylinder
10. piston-rod-guide
11. piston
12. wheel-mount
13. transverse leaf-spring
14. interlocking area
15. mechanism
16. torsion-spring
17. pilot- or spigot-bearing
18. outer- or external-sleeve
19. inner-sleeve
20. bearings-casing
21. external-sleeve
22. rubber-bearing
23. rubber-elastic component
24. inner-sleeve
25. lever-element
26. first end-position area
27. lever-element
28. second end-position area
29. spring-element
30. dead-stop or catch
31. first lever-arm
32. second lever-arm
33. lever-element
34. interlocking area
35. dead-stop or catch
36. entrainment/carrier-area
b high-leverage lever-arm
F2 tire-contact-force or tire-vertical-force
F7 impact- or support-force
F10 reaction force
F11 reaction force
s defined distance
x vehicle longitudinal direction
y vehicle transverse direction
z direction in vehicle's height

PATENT CLAIMS

1. Vehicle suspension system or device (1) with a wheel-mount (12) as well as with at least one wheel-carrying transverse leaf-spring (13), extending itself in assembled-position primarily in vehicle transverse direction and connected with the wheel-mount (12), and minimum one damper-strut (3) coupled with the wheel-mount (12),

- where at least one wheel can be fixed on the wheel-mount (12, and the damper-strut (3) can be fastened at the chassis-side,

- where an interlocking area (14) between the transverse leaf-spring (13) and the wheel-mount (12) is spaced to a resultant point-of-load or -applied-force (6) of the tire-vertical-force (F2) impacting in the area of a wheel at least in vehicle transverse direction (y),

- and where a torque/load impacting on the wheel-mount (12), corresponding to a product from the tire-vertical-force (F2) and a lever-arm (b), which represents a projection of the distance between the interlocking area (14) of the transverse leaf-spring (13) and the point-of-applied-force (6) of the tire-vertical-force (F2) in a level tensioned through vehicle transverse-direction (y) and vehicle longitudinal-direction (x),

can be supported in the area of the chassis-side fixing of the damper-strut (3), is thereby characterized that a mechanism (15) is envisaged, through which in the interlocking between the wheel-mount (12), the transverse leaf-spring (13) and the damper-strut (3) a force can be introduced or induced, using which the torque supporting itself in the chassis-side area of the linking of the damper-strut (3) and impacting on the wheel-mount (or stub-axle) (12) can be at lest partially compensated.

2. Wheel suspension assembly as per Claim 1 is thereby characterized that the mechanism (15) includes a torsion-spring (16) which is connected with the transverse leaf-spring (13) and the wheel-mount (12), and is pre-tensioned in assembly-condition between the wheel-mount (12) and the transverse leaf-spring (13).

3. Wheel suspension assembly as per Claim 2 is thereby characterized that the torsion-spring (16) is connected with a pilot- or spigot-bearing (17) of the transverse leaf-spring (13) firmly coupled with the transverse leaf-spring (13).

4. Wheel suspension assembly as per Claim 2 or 3 is thereby characterized that the torsion-spring (16) is made of an elastomer material, which is sturdily connected to an outer/external-sleeve (18) and with an inner-sleeve (19), where the outer-sleeve (18) is coupled firmly with a bearings-casing (20) of the pilot-bearing (17), and the inner-sleeve (19) with the wheel-mount (12), and where the interlocking can be impressed with (or influenced by) the force arising through twisting the outer-sleeve (18) vis-a-vis the inner-sleeve (19) during the installation of the mechanism.

5. Vehicle suspension assembly as per Claim 2 or 3 is thereby characterized that the torsion-spring (16) is developed as a tube-shaped component, which on the one end is connected with the wheel-mount (12) and on the other end with an outer-sleeve (21) of a rubber-bearing (22) of the transverse leaf-spring (13) on the wheel-mount (12), where the outer-sleeve (21) is functionally-jointed with an inner-sleeve (24) through a rubber-elastic component (23), which is sturdily coupled with the transverse leaf-spring (13), whereby the interlocking can be influenced by the force arising through twisting of the tube-shaped component (16) during the installation of the mechanism (15).

6. The vehicle suspension assembly as per Claim 1 is thereby characterized that the mechanism (15) is designed with a spring-elastically designed lever-element (25) positioned between the damper-strut (3) and the transverse leaf-spring (13), which is connected with the damper-strut (3) at a defined distance (s) to the interlocking area (14) between the wheel-mount (12) and the transverse leaf-spring (13), and possesses in assembly-condition a pre-tension in order to impress or influence the interlocking with force.

7. Vehicle suspension assembly as per Claim 1 is thereby characterized that the mechanism (15) is designed with a lever-element (27) rotatably bedded (or pivoted) in a first chassis- side end-position area (26), which, in a second end-position area (28), is connected with the damper-strut (3) through a spring-element (29) designed as a tension-spring and pre-tensioned in assembly-position, and the pivoting of which in the direction of the damper-strut (3) is restricted through a dead-stop (or catch) envisaged in the area of the damper-strut (3).

8. Vehicle suspension assembly as per Claim 1 is thereby characterized that the mechanism (15) is designed with a lever-element (33) with two lever-arms (31, 32) enclosing (or enveloping) an angle, which is rotatably pivoted chassis-side in the connection-area (34) of the lever-arms (31, 32), where a pivoting aligned in the direction of the damper-strut (3) of the first lever-arm (31) is restricted through a dead-stop (35) envisaged in the side-area of the damper-strut (3), and the second lever-arm (32) acts in conjunction with an entrainment (36) of the damper-strut (3) in such a manner that, during a deflection of the wheel (2) through placement of a first spring-elastically designed lever-arm (31) between the second lever-arm (32) and the entrainment (36), the lever-element (33) is influenced with a torque/load against the dead-stop (35), whereby during the deflection of the wheel (2) the lever-arms (31, 32) are transformed in a pre-tensioned position, capable of impressing the interlocking with force.