FORM 2
THE PATENT ACT 1970 (39 of 1970)
The Patents Rules, 2003
COMPLETE SPECIFICATION {See Section 10, and rule 13
TITLE OF INVENTION
WHEEL SUSPENSION FOR A MOTOR VEHICLE


APPLICANT(S)
a) Name
b) Nationality
c) Address
ZF FRIEDRICHSHAFEN AG GERMAN Company 88038 FRIEDRICHSHAFEN GERMANY
PREAMBLE TO THE DESCRIPTION
The following specification particularly describes the invention and the manner in which it is to be performed : -

ENGLISH TRANSLATION VERIFICATION CERTIFICATE u/r. 20(3(b)

ZF FRIEDRICHSHAFEN AG
I, Mr. HIRAL CHANDRAKANT JOSHI, an authorized agent for the applicant, ZF FRIEDRICHSHAFEN AG do hereby verify that the content of English translated complete specification filed in pursuance of PCT International application No. PCT/DE2007/000202 thereof is correct and complete.

Description
The invention relates to a wheel suspension for a motor vehicle, according to the precharacterising portion of Claim 1.
Ever greater demands are being made of the running gear of modern motor vehicles. For instance, greater accelerations and higher top speeds and cornering speeds also entail more stringent safety requirements, in which connection the likewise increasing demands for comfort also have to be taken into account.
Because of their comparatively smaller space requirement, their lower weight and the barely existing influence of the wheels of the vehicle on one another, independent wheel suspensions in motor vehicles have become prevalent to an increased extent. In particular, the low weight and the negligible reciprocal influence of the wheels of the vehicle on one another constitute crucial advantageous properties of the independent wheel suspensions for roadholding and when taking corners with an uneven carriageway.
The camber of the vehicle wheels - which obtains when cornering, for example -plays an important role for the driving stability and also for the service life of the tyres. The vehicle wheel on the outside of the curve always exhibits a positive camber. In known axle kinematics an attempt is made to counter the positive camber of the vehicle wheel on the outside of the curve through application of an oppositely directed movement, by the vehicle wheel being relocated in the direction of a negative camber in the course of inward deflection. One possibility for achieving this - for example in the case of a double-transverse-link wheel suspension - consists in designing the upper transverse links to be shorter than the lower transverse links. If a parallel arrangement of the transverse-link planes is favoured, the inward-acting transverse force generates compressive forces in the lower transverse links, and tensile forces in the upper transverse links. However, this force couple has the result that a moment on the vehicle body arises which additionally amplifies the inclination of the body (rolling) generated by the centrifugal force on a curve.
The tendency of the independent wheel suspension to amplify the rolling of the vehicle in particular is countered through the use of a stabiliser which couples the vehicle wheels located opposite one another to one another but which nullifies, at least partly, the advantages of the independent wheel suspension.
A wheel suspension has to be capable of guiding the motor vehicle optimally - that is to say, of keeping said vehicle in its track and - when braking and starting up and also on curves - of not transmitting forces and moments generated by surface irregularities of the carriageway to the body of the vehicle, or of transmitting them only in greatly diminished form, in order to reduce or to avoid a rolling or pitching of the vehicle body.
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With a view to reducing the rolling tendency of a vehicle, it is known to provide transverse links in an intersecting arrangement. For instance, a wheel suspension for a motor vehicle with a vehicle wheel which is fastened to a wheel carrier is evident from US 6,173,978 Bl. In this embodiment the wheel carrier is connected to the vehicle body via at least two links spaced from one another on the wheel carrier and extending in a mutually intersecting arrangement. The intersection of the links in space can be illustrated by a projection of the links onto a common plane, since the intersection does not mean that the links are connected to one another at the point of intersection.
A wheel suspension of such a type has the disadvantage that a relatively short radius of the instantaneous centre of rotation is formed. The change in camber and hence also the change in track width of the wheels are very large in the course of inward and outward deflection of the same. Furthermore, by virtue of a solution of such a type considerable problems arise in the course of straight-line running of the vehicle on an uneven stretch of road, for which reason losses in terms of driving safety and comfort have to be accepted in this case. Furthermore, it has been possible to establish that in the case of a crossed arrangement of the transverse links according to US 6,173,978 Bl a force component is brought about in the course of cornering which has the result that the wheel suspension as a whole lifts off the carriageway. Such serious safety deficiencies occur, in particular, in the case of sudden steering movements and at higher speeds and cannot, of course, be accepted.
The object underlying the invention is to create a wheel suspension for a motor vehicle that exhibits the advantages of intersecting links but avoids the disadvantages of a link arrangement of such a type and, in particular, results in small changes of camber and in a diminished rolling tendency of the vehicle body during the inward deflection of a vehicle wheel.
The object as formulated is achieved with the features of Claim 1. Further configurations are reproduced in the subsequent dependent claims.
With a view to achieving the object as formulated which was stated at the outset, in accordance with the invention it is proposed to develop further a wheel suspension for a motor vehicle with a vehicle wheel which is fastened to a wheel carrier, the wheel carrier being connected to the vehicle body via at least two links spaced from one another on the wheel carrier and extending in a mutually intersecting arrangement, to the effect that the wheel suspension exhibits a rotary link that, by means of at least one coupling member, forms a connection between the vehicle-body-side end of the first link and the wheel carrier and/or the wheel-support-side end of the second link.
In this case, by virtue of a transverse force acting on the vehicle wheel an inward-deflection component is generated which enhances the driving safety, because it counteracts the lifting of the vehicle wheel off the carriageway.
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In this case the intersecting links exhibit an arrangement in space that, projected onto a common plane, presents an intersecting contour from a direction of view perpendicular to this plane.
With a solution according to the invention, the rolling movements of the vehicle body during cornering are eliminated or at least quite considerably reduced. With the invention the known disadvantages - already mentioned at the outset - in the case of wheel suspensions with crossed links, such as losses in terms of driving safety and comfort, are avoided. A wheel suspension is made available that results in a passive relocation of the kinematic point of the vehicle-body-side linkage point of one of the links of the wheel suspension. Accordingly, the body-side linkage point of the first link of the wheel suspension is not fastened to the vehicle body directly - that is to say, for example, to the auxiliary frame or to the chassis - but rather to a rotary link which, in turn, establishes a connection to the wheel carrier via a coupling member.
A quite substantial advantage of the present invention consists, in particular, in the fact that, besides the diminution of the rolling tendency of the vehicle body, the stabiliser which is conventionally required in the case of independent wheel suspensions for connecting the two sides of the wheel located opposite one another, in order, for example, to obtain the stabilisation of the vehicle body - mentioned at the outset - in the course of cornering, can be dispensed with entirely. Consequently a cost-intensive structural component can be eliminated, reducing the overall manufacturing costs of a wheel suspension according to the invention. With the elimination of the stabiliser that is required in conventional independent wheel suspensions, considerable weight savings for the motor vehicle also arise of course, with the advantages resulting therefrom.
By virtue of the diminution or avoidance of the camber of the vehicle wheels, a crucially reduced risk arises in extreme driving situations. Furthermore, perturbing influences can be avoided that may arise as a result of changes of camber and changes of track width in the course of straight-line running on uneven roads. With such a design the contact area between the vehicle tyre and the carriageway is optimised. This, in turn, results in an improved static friction and hence in an enhancement of the driving safety of the vehicle overall.
According to a very simple embodiment variant of the invention, in the case of the rotary link it may be a question of a wishbone exhibiting three linkage points. Through the use of a wishbone of such a type, an elaborate mechanism for connecting the links is avoided. A hinged column may find application by way of coupling member.
Another very advantageous further development of the invention can be seen in the fact that several coupling members find application which together form a redirecting rod linkage. With a design of such a type, it is possible for the changes of camber in respect of the vehicle wheel to be almost completely eliminated. Hence the vehicle wheel has at any time, and also in extreme situations, an optimal contact
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with the surface of the carriageway, and hence enhances the safety of the vehicle overall.
Since the individual coupling members of the redirecting rod linkage have to be connected to one another in mobile manner, it is an advantage if suitable joints are employed here. In this connection, an adequate selection of joints is available in the state of the art. Mention will be made at this point, in exemplary manner only, of swivel joints such as ball-spline joints, rotary slide bearings, sleeve-type rubber springs or other elastomer bearings. The stated joints each have one degree of freedom or two degrees of freedom.
Just as articulated connections are provided in the case of the redirecting rod linkages, it is useful if the rotary link is also connected to the vehicle body in articulated manner. This also applies to the second link, which should be connected to the vehicle body on the vehicle-body side via a joint.
By way of link for a wheel suspension of a solution according to the invention, transverse links of conventional design can be employed advantageously. The wheel suspension that has been presented constitutes an independent wheel suspension which is constructed in a multi-link structural design.
The invention will be elucidated in greater detail below on the basis of the appended drawings. The exemplary embodiments that are shown do not constitute a limitation to the variants that are represented but serve merely for elucidation of a number of principles of wheel suspensions according to the invention. In this connection, identical or similar structural components are denoted by the same reference numerals. In order to be able to illustrate the operating principle according to the invention, only greatly simplified schematic representations are shown in the Figures, wherein the structural components that are not essential for the invention - such as springs, shock-absorbers and other structural components of the wheel suspension - have been dispensed with. This does not mean, however, that structural components of such a type are not present in a wheel suspension according to the invention.
Shown are:
Figure 1: A simplified representation of a non-deflected wheel suspension wherein the wheel-support-side end of the coupling member and the wheel-support-side end of the second link are articulated on a common axle.
Figure 2: A simplified representation of a wheel suspension according to Figure 1 during cornering.
Figure 3: A simplified representation of a non-deflected wheel suspension with an arrangement of the rotary link that is changed in comparison with the design in Figures 1 and 2.
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Figure 4: A simplified representation of a non-deflected wheel suspension wherein the wheel-support-side end of the coupling member and the wheel-support-side end of the second link are articulated on different axles.
Figure 5: A representation of a wheel suspension according to Figure 4 during cornering.
Figure 6: A simplified representation of a non-deflected wheel suspension with an arrangement of the rotary link that is changed in comparison with the design in Figures 4 and 5.
Figure 7: A simplified representation of a non-deflected wheel suspension wherein the wheel-support-side end of the second link is connected to the coupling member and the wheel-support-side end of the coupling member and also the wheel-support-side end of the second link are articulated on different axles.
Figure 8: A simplified representation of a non-deflected wheel suspension with an arrangement of the rotary link that is changed in comparison with the design in Figure 7.
Figure 9: A wheel suspension with a redirecting rod linkage in the course of straight-line running, wherein the wheel-support-side end of the coupling member and the wheel-support-side end of the second link are articulated on a common axle.
Figure 10: A wheel suspension according to Figure 9 with a redirecting rod linkage during cornering.
Figure 11: A simplified representation of a non-deflected wheel suspension with a redirecting rod linkage with an arrangement of the rotary link that is changed in comparison with the design in Figures 9 and 10.
Figure 12: A wheel suspension with a redirecting rod linkage in the case of straight-line running, wherein the wheel-support-side end of the coupling member and the wheel-support-side end of the second link are articulated on different axles.
Figure 13: A wheel suspension according to Figure 12 with a redirecting rod linkage during cornering.
Figure 14: A simplified representation of a non-deflected wheel suspension with a redirecting rod linkage with an arrangement of the rotary link that is changed in comparison with the design in Figure 13.
Figure 15: A simplified representation of a non-deflected wheel suspension with a redirecting rod linkage wherein the wheel-support-side end of the second
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link is connected to a coupling member and the wheel-support-side end of the coupling member and also the wheel-support-side end of the second link are articulated on different axles.
Figure 16: A simplified representation of a non-deflected wheel suspension with a redirecting rod linkage with an arrangement of the rotary link that is changed in comparison with the design in Figure 15.
At this point let it firstly be stated that when, in the following, a linkage of structural components to the vehicle body 5 is mentioned, the fastening to the vehicle body may be effected both directly and indirectly, the expression 'indirect fastening' being understood to mean attachment to an auxiliary frame, for example.
In Figure 1 a wheel suspension for a motor vehicle according to a first embodiment variant of the invention is shown in simplified representation, observed in the longitudinal direction of the vehicle. This wheel suspension exhibits a vehicle wheel 1 which is fastened to a wheel carrier 2. The vehicle wheel 1 is located in a non-deflected position such as would arise, for example, in the course of straight-line running of the vehicle. Between the wheel carrier 2 and the vehicle body 5 there extend two links 3 and 4 in an intersecting arrangement. Since, in the case of the representation of the independent wheel suspension shown here, it is a question of a spatial arrangement of the links, the intersecting arrangement of the links is clearer if the links are projected onto an imaginary, common plane. The links 3 and 4 are in each case connected to the wheel carrier 2 via joints 11 and 15. By means of a rotary link 6 and a coupling member 10, a coupling between the links 3 and 4 is created. In the present case, the rotary link 6 is a wishbone equipped with three linkage points 7, 8, 9. The linkage points 7, 8, 9 are configured in the form of joints, with the first link 3 extending, starting from its joint 15 which is present in the upper part of the wheel carrier 2, to joint 8 of the wishbone 6. Via joint 7 the wishbone 6 is movably supported on the vehicle body 5.
The third joint 9 of the wishbone 6 is connected to the wheel-support-side end of the link 4 and to the wheel carrier 2 via a coupling member 10. At this connecting point between the coupling member 10 and the link 4 at least one joint 11 is present, it also being possible for the attachment of the coupling member 10 and of the second link 4 to be effected by means of two joints 11 and 11' (not represented) situated on a common axle. The vehicle-body-side end of the link 4 is attached to the vehicle body 5 by means of a joint 12.
In the representation the coupling member 10 is oriented approximately vertically in a non-angled position. By means of the angle indicated in Figure 1, a mounting range of the coupling member 10 is illustrated which is also considered to be approximately vertical in the sense of the invention and may amount, for example, to ± 30°.
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By means of a coupling member 10, the wishbone 6 consequently creates a connection between the vehicle-body-side end of the first link 3 and the wheel-support-side end of the second link 4 or to the wheel carrier 2.
The structural components in the representation shown in Figure 2 correspond in identical manner to those of the previously described Figure 1. As distinct from Figure 1, however, in Figure 2 a deflected position of the vehicle wheel 1 of a wheel suspension can be seen, such as arises, for example, when taking a corner. It can be discerned that the vehicle wheel 1 does not lift off the undersurface. This effect of avoidance of the camber constitutes a considerable enhancement of comfort and of vehicle safety. From Figure 2 it further becomes evident how the movements of the links 3, 4 and of the wishbone 6 proceed in the course of cornering. Thus in Figure 2 the movement of articulation point 8 between the wishbone 6 and the first transverse link 3 is illustrated by arrow A, and the movement of articulation point 11 of the second transverse link 4 is illustrated by arrow B. The vehicle-body-side end of the link 3 with articulation point 8 travels outwards in the direction of arrow A - that is to say, in the direction of the vehicle wheel 1, whereas the wheel-support-side end 11 of the link 4 executes an upward movement in the direction of arrow B shown in Figure 2.
Hence a considerably smaller camber is generated than was the case with previously known designs of independent wheel suspensions.
A simplified representation of a non-deflected wheel suspension with an arrangement of the rotary link 6 that is changed in comparison with the design in Figures 1 and 2 is shown in Figure 3. In the case of this structural variant of a wheel suspension the wheel-support-side part of the first link 3 is movably fastened to the wheel carrier 2 via joint 11, whereas the wheel-support-side end of the second link 4 is articulated to the wheel carrier 2 in joint 15. Between joint 11 and linkage point 9 of the rotary link 6 there is located a coupling member 10 which in the present case is designed in the form of a hinged column. The rotary link 6 which is configured as a wishbone is connected to the vehicle body 5 via joint 7 and to the vehicle-body-side end of the first link 3 via joint 8. The vehicle-body-side end of the second link 4 is provided with an attachment to the vehicle body 5 in joint 12.
Whereas in the case of the variant of a wheel suspension represented in Figure 1 the linkage of the coupling member 10 and of the wheel-support-side end of the second link 4 is effected on a common axle extending through articulation point 11, the otherwise structurally identical wheel suspension in Figure 4 represents a design wherein the coupling member 10 is connected to the wheel carrier 2 via a further joint 13, and the wheel-support-side end of the second link 4 is connected to the wheel carrier 2 via joint 11. The coupling member 10 and the wheel-support-side end of the link 4 are in this case not arranged on a common axle. In the representation the coupling member 10 is oriented approximately vertically in a non-angled position. By means of the angle indicated in Figure 4, a mounting range of the coupling member 10 is illustrated which is also considered to be
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approximately vertical in the sense of the invention and may amount, for example, to ±30°.
Figure 5 shows a deflected wheel suspension according to the embodiment variant shown in Figure 4. The movement of articulation point 8 therein is illustrated by arrow A, and the direction of motion of articulation point 11 is illustrated by arrow B.
In Figure 6 a simplified representation of a non-deflected wheel suspension is shown with an arrangement of the rotary link 6 that is changed in comparison with the design in Figures 4 and 5. In this case the wheel-support-side part of the first link 3 is movably fastened to the wheel carrier 2 via joint 11, whereas the wheel-support-side end of the second link 4 is articulated to the wheel carrier 2 in joint 15. Between a joint 13 of the wheel carrier 2 and linkage point 9 of the rotary link 6 there is located a coupling member 10 which in the present case is designed in the form of a hinged column. The rotary link 6 which is configured as a wishbone is connected to the vehicle body 5 via joint 7 and to the vehicle-body-side end of the first link 3 via joint 8. The vehicle-body-side end of the second link 4 is provided with an attachment to the vehicle body 5 in joint 12. The vehicle-wheel-side end of the first link 3 and the wheel-carrier-side end of the coupling member 10 are, in this variant, connected on different axles to the assigned joints 11 and 13, respectively.
With Figure 7 a further, example of a practicable variant of the invention is given on the basis of a simplified representation of a non-deflected wheel suspension wherein the wheel-carrier-side end of the second link 4 is connected to the coupling member 10 and the wheel-carrier-side end of the coupling member 10 and also the wheel-carrier-side end of the second link 4 are articulated on different axles. As already described previously, these axles extend through joints 11 and 13, respectively.
Figure 8 shows, in contrast, a wheel suspension that, in principle, is constructed in identical manner to that in Figure 7. As distinct from Figure 7, in the case of this non-deflected wheel suspension there is a changed arrangement of the rotary link 6 in relation to the vehicle body 5.
A non-deflected wheel suspension is represented in Figure 9, and a deflected wheel suspension of a special embodiment variant of the invention is represented in Figure 10. The wheel suspension in Figure 9 is again provided with a vehicle wheel 1 which is held by means of a wheel carrier 2. Mounted on the wheel carrier 2 are a first link 3 and a second link 4 in an intersecting arrangement. The vehicle-body-side end of the link 4 is movably fastened to the vehicle body 5 via a joint 12. The vehicle-body-side end of the link 3 exhibits a connection to the rotary link 6 which is constructed in the form of a wishbone. This linkage point 8 between the link 3 and the wishbone 6 is configured as a joint. By means of joint 7, the wishbone 6 is fastened to the vehicle body 5. In the representation in Figure 9, not only one individual coupling member is mounted on the pivot point 9 of the wishbone 6, as has already been described previously. In the present case several coupling members 10a, 10b and 10c come into operation which together form a redirecting
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rod linkage. This redirecting rod linkage consists of three individual elements, namely the coupling members 10a, 10b and 10c, the coupling members 10a, 10b, 10c being connected to one another in articulated manner. The middle coupling member 10b is mounted on the vehicle body 5 via an articulation 14.
It is clearly evident in the view provided by Figure 10 that, even in the course of cornering, no camber in respect of the vehicle wheel 1 can be noted.
Figure 10 shows a 'deflected' variant of a vehicle wheel, such as would arise, for example, when taking a corner. The vehicle wheel has complete road adhesion and does not lift off. As is further evident from Figure 10, joint 9 of the wishbone 6 travels in approximately the vertical direction as a result of a rotation of the wishbone 6 about joint 7, so that coupling member 10b is swivelled about joint 14 and hence coupling member 10c backs away in an opposite direction. In the representation shown in Figure 10, coupling member 10c accordingly moves upwards. By virtue of the linkage of coupling member 10c to the wheel-carrier-side end 11 of the link 4 or to the wheel carrier 2, the oblique position (camber) which ordinarily arises in respect of the vehicle wheel 1 in the course of taking a corner is totally compensated.
A simplified representation of a non-deflected wheel suspension with a redirecting rod linkage with an arrangement of the rotary link 6 that is changed in comparison with the design in Figures 9 and 10 is constituted by Figure 11.
The wheel suspension shown in Figure 12 is likewise constructed with a redirecting rod linkage and is represented in the course of straight-line running. The wheel-carrier-side end of coupling member 10c and the wheel-carrier-side end of the second link 4 are articulated on different axles. The axles extend through joints 11 and 13, respectively. Figure 12 is to be regarded as an alternative solution to the wheel suspension shown in Figure 9, which is otherwise structurally identical. Coupling member 10c here exhibits a connection to the wheel carrier 2 in joint 13, whereas the wheel-carrier-side end of the second link 4 is coupled to the wheel carrier 2 in joint 11. Coupling member 10c is mounted approximately vertically. However, an angle of ±30°, for example, is permissible by way of deviation tolerance.
In Figure 13 a wheel suspension according to Figure 12 with a redirecting rod linkage is illustrated during cornering. Also in this variant no camber of the vehicle wheel 1 can any longer be noted.
Evident from Figure 14 is a simplified representation of a non-deflected wheel suspension with a redirecting rod linkage with an arrangement of the rotary link 6 that is changed in comparison with the design in Figure 13.
Figure 15 shows a non-deflected wheel suspension with a redirecting rod linkage, wherein the wheel-carrier-side end of the second link 4 is connected to a coupling member 10c and the wheel-carrier-side end of coupling member 10c and also the
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wheel-carrier-side end of the second link 4 are articulated on different axles which extend through joints 11 and 13.
Figure 16 shows a simplified representation of a non-deflected wheel suspension with a redirecting rod linkage with an arrangement of the rotary link 6 that is changed in comparison with the design in Figure 15.
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List of Reference Symbols

1 vehicle wheel
2 wheel carrier
3 link
4 link
5 vehicle body
6 rotary link (wishbone)
7 linkage point (joint)
8 linkage point (joint)
9 linkage point (joint)
10,10a, 10b, 10c coupling member
11 linkage point (joint)
12 linkage point (joint)
13 linkage point (joint)
14 linkage point (joint)
15 linkage point (joint)
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WE CLAIM:
1. Wheel suspension for a motor vehicle with a vehicle wheel (1) which is fastened
to a wheel carrier (2), the wheel carrier (2) being connected to the vehicle body
(5) via a first link (3) and a second link (4) which are spaced from one another
on the wheel carrier (2) and extend in a mutually intersecting arrangement,
characterised in that the wheel suspension exhibits at least one rotary link (6)
which is connected to the vehicle body (5) in articulated manner and which:
- is connected to the vehicle-body-side end of the first link (3) and
- is connected via at least one coupling member (10,10a, 10b, 10c) to the wheel carrier (2) and/or to the wheel-carrier-side end of the second link (4).

2. Wheel suspension according to Claim 1, characterised in that the rotary link (6) is a wishbone exhibiting three linkage points (7,8,9).
3. Wheel suspension according to Claim 1 or 2, characterised in that at least one coupling member is a hinged column (10).
4. Wheel suspension according to Claim1 or 2, characterised in that several coupling members (10a, 10b, 10c) form a redirecting rod linkage.
5. Wheel suspension according to Claim 4, characterised in that at least one element (10b) of the redirecting rod linkage exhibits a joint (14) for connection to the vehicle body (5).
6. Wheel suspension according to Claim 4 or 5, characterised in that the coupling members (10a, 10b, 10c) of the redirecting rod linkage are connected to one another in articulated manner in each instance.

7. Wheel suspension according to one of the previously stated claims, characterised in that the rotary link (6) exhibits a joint (7) for connection to the vehicle body (5).
8. Wheel suspension according to one of the previously stated claims, characterised in that the second link (4) exhibits on the vehicle-body side a joint (12) for fastening to the vehicle body (5).
9. Wheel suspension according to one of the previously stated claims, characterised in that the links (3, 4) are transverse links.
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10. Wheel suspension according to one of the previously stated claims, characterised in that the joints are swivel joints or elastomer bearings.
11. Wheel suspension according to one of the previously stated claims, characterised in that at least the wheel-carrier-side coupling member (10,10c) is oriented approximately vertically in its neutral position - that is to say, the angle of inclination relative to the vertical amounts to at most ± 30°.
12. Wheel suspension according to one of the previously stated claims, characterised in that the wheel suspension is an integral part of a multi-link axle.
13. Wheel suspension according to one of the previously stated claims, characterised in that the wheel suspension is an independent wheel suspension.

ZF FRIEDRICHSHAFEN AG
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Dated this 29th day of July 2008.