Wheel suspension for an at least slightly actively steerable rear wheel of a two-track vehicle, axle comprising a wheel suspension, and vehicle comprising a wheel suspension

Abstract

A wheel suspension for an at least slightly actively steerable has a wheel carrier for receiving a wheel, a toe link, and at least one further link for connecting the wheel carrier to the vehicle body, and an actuator arrangement having at least one actuator for actively steering the wheel in a first active steering direction and in a second active steering direction. The wheel carrier is formed in at least two parts and has a first wheel carrier part and a second wheel carrier part. The first wheel carrier part is designed to receive the wheel and the second wheel carrier part can be attached via at least one of the further links to the vehicle body, in a non-actively steerable manner. The first wheel carrier part and the second wheel carrier part in a functional state of use of the wheel suspension in a vehicle are movable relative to one another by the actuator arrangement, such that an active, at least slight steering movement of the wheel can be effected.

Claims

1. A wheel suspension for an at least slightly actively steerable rear wheel of a two-track vehicle, comprising: a wheel carrier for holding the wheel; a toe link; at least one further link for connecting the wheel carrier to a vehicle body; and an actuator device with at least one actuator for actively steering the wheel in a first active steering direction and in a second active steering direction, wherein the wheel carrier is formed in at least two parts and has a first wheel carrier part and a second wheel carrier part, the first wheel carrier part is configured for holding the wheel and the second wheel carrier part is connectable by way of at least one of the further links to the vehicle body, in a functional state of use of the wheel suspension in a vehicle, the first wheel carrier part and the second wheel carrier part are movable relative to one another by way of the actuator device such that an active, at least slight steering movement of the wheel is effected, the toe link is articulated at a wheel carrier side on the first wheel carrier part and the actuator of the actuator device is coupled by way of the toe link to the first wheel carrier part, the first wheel carrier part and the second wheel carrier part are mechanically connected to one another by two coupling devices which are configured to guide the first wheel carrier part and the second wheel carrier part in each case oppositely in a vehicle transverse direction during active steering, a relative movement of the two wheel carrier parts with respect to one another effects a steering movement of the wheel about an active steering axis, the active steering axis lies between the two coupling devices in a vehicle longitudinal direction, and each coupling device of the two coupling devices comprises a slotted-link guide bolt and a corresponding slotted-link guide groove having a curved profile, with a center of curvature in the vehicle longitudinal direction between the slotted-link guide grooves.

2. The wheel suspension according to claim 1, wherein the first wheel carrier part and the second wheel carrier part are connected to one another pivotably about a pivot axis running substantially in a vehicle vertical direction, which pivot axis defines an active steering axis at least in a first defined active steering angle range and/or for the first active steering direction.

3. The wheel suspension according to claim 2, wherein the pivot axis is situated in front of a wheel center in a vehicle longitudinal direction.

4. The wheel suspension according to claim 3, wherein the toe link is articulated on the wheel carrier behind the wheel center in the vehicle longitudinal direction.

5. The wheel suspension according to claim 2, wherein at least one wheel carrier part has a guide device for at least partially guiding the other wheel carrier part.

6. The wheel suspension according to claim 5, wherein the guide device guides a free end of the other wheel carrier part, which free end is averted from the pivot axis.

7. The wheel suspension according to claim 1, wherein the wheel carrier has at least one stop in order to limit an active steering movement about the active steering axis in at least one active steering direction.

8. The wheel suspension according to claim 7, wherein the wheel suspension is configured such that, after the stop has been reached, the first wheel carrier part and the second wheel carrier part are movable jointly about a second steering axis during further steering, wherein the second steering axis is defined by a geometry and elastokinematics of the wheel suspension.

9. An axle for a two-track vehicle, comprising: a left-hand wheel suspension and a right-hand wheel suspension, wherein at least one of the left-hand and right-hand wheel suspensions is a wheel suspension according to claim 1.

10. The axle according to claim 9, wherein the axle has the left-hand wheel suspension for a left-hand wheel and the right-hand wheel suspension for a right-hand wheel, the left-hand wheel suspension and the right-hand wheel suspension have a common actuator, wherein, in a functional installed state of the axle in a vehicle, the first wheel carrier part and the second wheel carrier part of the left-hand wheel suspension are movable relative to one another by the common actuator such that an active, at least slight steering movement of the left-hand wheel can be effected, and wherein, at the same time, in a functional installed state of the axle in a vehicle, the first wheel carrier part and the second wheel carrier part of the right-hand wheel suspension are movable relative to one another by the common actuator such that an active, at least slight steering movement of the right-hand wheel in the same direction, can be effected.

11. A two-track motor vehicle, comprising at least one wheel suspension according to claim 1.

12. A wheel suspension for an at least slightly actively steerable rear wheel of a two-track vehicle, comprising: a wheel carrier for holding the wheel; a toe link; at least one further link for connecting the wheel carrier to a vehicle body; and an actuator device with at least one actuator for actively steering the wheel in a first active steering direction and in a second active steering direction, wherein the wheel carrier is formed in at least two parts and has a first wheel carrier part and a second wheel carrier part, the first wheel carrier part is configured for holding the wheel and the second wheel carrier part is connectable by way of at least one of the further links to the vehicle body, in a functional state of use of the wheel suspension in a vehicle, the first wheel carrier part and the second wheel carrier part are movable relative to one another by way of the actuator device such that an active, at least slight steering movement of the wheel is effected, the toe link is articulated at a wheel carrier side on the second wheel carrier part and the actuator of the actuator device couples the first wheel carrier part to the second wheel carrier part, the first wheel carrier part and the second wheel carrier part are mechanically connected to one another by two coupling devices which are configured to guide the first wheel carrier part and the second wheel carrier part in each case oppositely in a vehicle transverse direction during active steering, a relative movement of the two wheel carrier parts with respect to one another effects a steering movement of the wheel about an active steering axis, the active steering axis lies between the two coupling devices in a vehicle longitudinal direction, and each coupling device of the two coupling devices comprises a slotted-link guide bolt and a corresponding slotted-link guide groove having a curved profile, with a center of curvature in the vehicle longitudinal direction between the slotted-link guide grooves.

13. The wheel suspension according to claim 12, wherein the actuator of the actuator device is connected to the first wheel carrier part and the second wheel carrier part and is at least partially arranged between the first wheel carrier part and the second wheel carrier part in a vehicle transverse direction.

14. The wheel suspension according to claim 12, wherein the actuator device has at least two actuators, and the first wheel carrier part and the second wheel carrier part are coupled to one another by the two actuators of the actuator device.

15. The wheel suspension according to claim 14, wherein the first wheel carrier part and the second wheel carrier part are, for active steering, movable in each case oppositely in a vehicle transverse direction by the two actuators, a relative movement of the two wheel carrier parts with respect to one another effects a steering movement of the wheel about an active steering axis, the active steering axis is situated in front of a wheel center in a vehicle longitudinal direction in the case of active steering in a first active steering direction and is situated behind the wheel center in the case of active steering in a second active steering direction.

16. The wheel suspension according to claim 15, wherein the active steering axis lies at a level of the wheel center.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 shows a first exemplary embodiment of a wheel suspension according to the invention designed according to the first aspect of the invention for a left-hand rear wheel of an axle of a vehicle in a straight-ahead position in plan view.

(2) FIG. 2A shows, in plan view, the exemplary embodiment from FIG. 1 with the wheel actively steered in a toe-in direction, and FIG. 2B shows, in plan view, the exemplary embodiment from FIGS. 1 and 2A with the wheel actively steered in a toe-out direction.

(3) FIG. 3 shows, likewise in plan view, a second exemplary embodiment of a wheel suspension according to the invention designed according to the first aspect of the invention for a left-hand rear wheel of an axle of a vehicle with the wheel actively steered in a toe-out direction.

(4) FIG. 4A shows, likewise in plan view, a third exemplary embodiment of a wheel suspension according to the invention designed according to the first aspect of the invention for a left-hand rear wheel of an axle of a vehicle with the wheel actively steered in a toe-in direction, and FIG. 4B shows, in plan view, the exemplary embodiment from FIG. 4A with the wheel actively steered in a toe-out direction.

(5) FIG. 5A shows, likewise in plan view, a fourth exemplary embodiment, designed similarly to the third exemplary embodiment, of a wheel suspension according to the invention designed according to the first aspect of the invention for a left-hand rear wheel of an axle of a vehicle with the wheel actively steered in a toe-in direction, and FIG. 5B shows, in plan view, the exemplary embodiment from FIG. 5A with the wheel actively steered in a toe-out direction.

(6) FIG. 6 shows a fifth exemplary embodiment of a wheel suspension according to the invention designed, however, according to the second aspect of the invention for a left-hand rear wheel of an axle of a vehicle in a straight-ahead position in plan view.

(7) FIG. 7A shows, in plan view, the exemplary embodiment from FIG. 6 with the wheel actively steered in a toe-out direction, and FIG. 7B shows, in plan view, the exemplary embodiment from FIGS. 6 and 7A with the wheel actively steered in a toe-in direction.

(8) FIG. 8A shows, likewise in plan view, a sixth exemplary embodiment of a wheel suspension according to the invention likewise designed according to the second aspect of the invention for a left-hand rear wheel of an axle of a vehicle with the wheel actively steered in a toe-in direction, and FIG. 8B shows, in plan view, the exemplary embodiment from FIG. 8A with the wheel actively steered in a toe-out direction.

(9) Here, all of the described features and all of the illustrated features may be essential to the invention. For the sake of improved understanding, functionally identical components of the individual exemplary embodiments are denoted by the same reference designations.

DETAILED DESCRIPTION OF THE DRAWINGS

(10) FIG. 1 shows a first exemplary embodiment of a wheel suspension 10 according to the invention designed according to the first aspect of the invention for a left-hand rear wheel 1 of an axle (not illustrated here) of a two-track passenger motor vehicle (likewise not illustrated here) in a straight-ahead position in plan view, that is to say in the case of a toe angle of 6=0°, wherein the wheel suspension is designed to at least slightly actively steer the rear wheel 1.

(11) In the present case, the straight-ahead position is designated in each case with a toe angle of δ=0°, but encompasses all practically conventional axle settings with toe angles δ deviating from 0° in the design position. That is to say, in the context of the invention, the “straight-ahead position” is to be understood in each case to mean the wheel turn angle that is assumed in the design position when the steering wheel is straight, that is to say in the presence of a setpoint steering wheel angle of 0°, even if the toe angles δ assumed here at the wheel deviate from 0°.

(12) The wheel suspension 10 according to the invention has a wheel carrier 2 for holding the wheel 1 and has multiple links 5, 6 and 7 for connecting the wheel carrier 2 to the vehicle body, in particular a toe link 7 and two further links 5 and 6, which in this case each serve as transverse links 5 and 6.

(13) The wheel carrier 2 is of two-part form and has a first wheel carrier part 2A with a substantially L-shaped cross section in vehicle vertical direction z and a second wheel carrier part 2B with a substantially rectangular cross section in z direction, wherein the rear wheel 1 is fastened to the first wheel carrier part 2A and the second wheel carrier part 2B can be connected at least by means of the further links 5 and 6, that is to say at least by means of the two transverse links 5 and 6, to the vehicle body, not in an actively steerable manner. Here, the two further links 5 and 6 are provided in particular for connection, in the manner known and conventional from the prior art, to a rear-axle support (not illustrated here).

(14) Furthermore, the wheel suspension 10 has an actuator device with an electrically drivable linear motor as actuator 8 for actively steering the wheel 1 in a first active steering direction R1 and in a second active steering direction R2, wherein steering-induced turning of the wheel 1 in the first active steering direction R1 causes steering of the wheel in a toe-in direction, and leads to toe angles δ+, and steering-induced turning of the wheel 1 in the second active steering direction R2 causes steering in a toe-out direction, that is to say leads to toe angles δ−. The actuator 8 is likewise designed for fastening to the rear-axle support (not illustrated here).

(15) The first wheel carrier part 2A and the second wheel carrier part 2B are, by way of a bolt which is not designated in any more detail and which is in each case movably mounted in the two wheel carrier parts 2A and 2B, in particular by a bolt which is mounted in sliding fashion, connected to one another pivotably about a pivot axis 3 running substantially in vehicle vertical direction z, wherein, in this exemplary embodiment of a wheel suspension 10, the bolt, in particular the pivot axis 3, defines a first active steering axis 3 at least in a first defined active steering angle range, in particular for steering in the first active steering direction R1 proceeding from the straight-ahead position, that is to say proceeding from a toe angle of δ=0° in the direction of toe-in δ+.

(16) This can be clearly seen on the basis of FIGS. 2A and 2B, wherein FIG. 2A shows, in plan view, the exemplary embodiment from FIG. 1 with the wheel 1 actively steered in a toe-in direction δ+, and FIG. 2B shows, in plan view, the exemplary embodiment from FIG. 1 with the wheel 1 actively steered in a toe-out direction δ−.

(17) In the case of this wheel suspension 10, the pivot axis 3, which in this case coincides with the first active steering axis 3, is situated in front of wheel center M in vehicle longitudinal direction x.

(18) In the case of this wheel suspension 10 designed according to the first aspect of the invention, to transmit the steering force generated by the actuator device, in particular by the linear motor 8, to the wheel carrier 2, in particular to the first wheel carrier part 2A, the toe link 7 is, according to the invention, articulated at the wheel carrier side on the first wheel carrier part 2A and connected at the vehicle body side to the actuator 8, wherein, in this case, the toe link 7 is, in order to provide the greatest possible lever for active steering, articulated on the wheel carrier 2 behind wheel center M in vehicle longitudinal direction x, in particular on a free end 9 of the first wheel carrier part 2A. The connection of the toe link behind wheel center M in vehicle longitudinal direction x is furthermore advantageous for structural space reasons, because there is generally more structural space available behind wheel center M than in front of wheel center M.

(19) The connection of the toe link 7 to the wheel carrier 2 is realized here by way of a joint which is known from and commonly used in the prior art for the connection of the toe link at the wheel carrier side to the wheel carrier.

(20) For a particularly stable wheel suspension 10, this exemplary embodiment of a wheel suspension 10 according to the invention has a guide device 11 which is fastened to the second wheel carrier part 2B and which is designed to at least partially guide the first wheel carrier part 2A, in particular the free end 9 thereof, which is situated on the wheel carrier part 2A on the side averted from the pivot axis 3, at least partially during active steering. In this way, particularly stable wheel guidance can be achieved in particular in the range around the straight-ahead position, that is to say around δ=0°, (see FIG. 1) and during active and/or passive steering in a toe angle range proceeding from the straight-ahead position δ=0° in the toe-out direction δ−, which is particularly important because toe angles δ around the straight-ahead position arise in particular at very high speeds, at which very high forces act on the wheel suspension.

(21) Furthermore, the wheel suspension 10 according to the invention illustrated in FIGS. 1 to 2B has a stop 12 which is formed by a stop element 12 in the form of a rubber buffer and which serves as a mechanical stop and which is provided for limiting an active steering movement about the first active steering axis 3 in the second active steering direction R2, that is to say during active steering in the toe-out direction δ−, as can be clearly seen from FIGS. 2A and 2B.

(22) In a functional state of use of the wheel suspension 10 in a vehicle, in particular in a two-track vehicle, the first wheel carrier part 2A and the second wheel carrier part 2B are movable relative to one another by way of the actuator device, in particular by the linear motor 8, such that an active steering movement of the wheel 1 of at least 7° about the first steering axis 3, in particular of up to 10° about the first active steering axis 3, in the first active steering direction R1 is possible, wherein, here, the wheel carrier 2 “pivots open” substantially about the pivot axis 3 and the first wheel carrier part 2A rotates about the pivot axis 3 relative to the second wheel carrier part 2B, which, in a functional state of use of the wheel suspension 10, is fastened to the vehicle body not in an actively steerable manner, see FIGS. 2A and 2B.

(23) Here, an actuator movement in vehicle transverse direction y toward the outside of the vehicle, that is to say in the direction of the wheel 1 in relation to the illustration in FIGS. 1 to 2B, causes the wheel carrier 2 to “pivot open” as illustrated by way of example in FIG. 2A, and thus causes steering of the left-hand rear wheel 1 in the toe-in direction δ+, in particular in the first active steering direction R1, whereas an actuator movement in vehicle transverse direction y to the right, that is to say toward the inside of the vehicle, causes a “pivoting-closed” movement and causes steering in the second active steering direction R2 of the rear wheel 1 and thus effects a turning of the wheel in the direction of toe-out δ−, as illustrated by way of example in FIG. 2B.

(24) If no relative movement of the two wheel carrier parts 2A and 2B with respect to one another occurs, the steering movement of the wheel 1 occurs about a second steering axis 4, as in the case of a conventional wheel suspension known from the prior art with a wheel carrier formed as a single part, wherein the kinematics and elastokinematics of the wheel suspension and/or of the axle define the profile of the second steering axis 4.

(25) The wheel suspension 10 according to the invention designed according to the first aspect of the invention as illustrated in FIGS. 1 to 2B is in this case in particular designed such that, after the stop 12 has been reached, wherein, in the case of the wheel suspension 10, the stop 12 is reached when a defined toe-out angle δ− is overshot, the first wheel carrier part 2A and the second wheel carrier part 2B are pivotable jointly, that is to say in the manner of a single-part wheel carrier, about the second steering axis 4 during further active steering in the second active steering direction R2, that is to say during further steering in the direction of toe-out δ−, as far as an end position of the actuator 8, wherein the second steering axis 4 is in particular defined by the geometry and elastokinematics of the wheel suspension 10 and, in this case, defines a second active steering axis. In this way, after the stop 12 has been reached or when the first wheel carrier part 2A bears against the stop 12, the wheel suspension 10 behaves in the manner of a conventional wheel suspension with single-part wheel carrier during further steering in the toe-out direction δ−, both in the case of further active steering by means of the actuator device and in the case of further passive steering owing to externally acting forces in the direction of toe-out δ−.

(26) That is to say, the steering movement about the second steering axis 4, without a relative movement of the two wheel carrier parts 2A and 2B with respect to one another, may in this case be an actively caused steering movement, that is to say a steering movement effected by means of the actuator device 8, or else a passive steering movement, caused by external forces and the axle kinematics and/or elastokinematics, and brought about for example by steering effects during spring compression or spring extension movements, wherein, in the case of this wheel suspension 10, the second steering axis 4 defines a second active steering axis 4 during active steering only during further steering in the toe-out direction δ− after the stop 12 has been reached.

(27) With the wheel suspension 10 according to the invention, during active steering, in particular during active steering in the toe-in direction δ+, the steering axis that is effective during active steering, in this case the first active steering axis 3, can be relocated further forward in vehicle longitudinal direction x and further inward in the vehicle transverse direction in relation to the conventional second steering axis 4 that constitutes the steering axis during passive steering and/or during active steering when the first wheel carrier part 2A and the second wheel carrier part 2B are not moved relative to one another, resulting in different structural space conditions during the turning of the wheel. With corresponding structural design of a wheel suspension 10 according to the invention, it is thus possible for the available structural space to be better utilized for the benefit of greater wheel turn angles. In particular, it is possible to realize greater wheel turn angles or toe angles, in particular during steering in the toe-in direction δ+. In this way, in turn, a considerable reduction of the turning circle can be achieved.

(28) FIG. 3 shows, likewise in plan view, a second exemplary embodiment of a wheel suspension 20 according to the invention designed according to the first aspect of the invention, which wheel suspension is likewise provided for a left-hand rear wheel of an axle of a vehicle, wherein the wheel suspension 20 is illustrated in FIG. 3 with the rear wheel 1 actively steered in the toe-out direction δ−.

(29) This exemplary embodiment of a wheel suspension 20 according to the invention differs from the wheel suspension 10 according to the invention described above on the basis of FIGS. 1 to 2B in that, in the case of this wheel suspension 20, the pivot axis 3, which defines the first active steering axis 3, is arranged behind wheel center M in vehicle longitudinal direction x, and the toe link 7 and the actuator device with the actuator 8 are each arranged in front of wheel center M in vehicle longitudinal direction x. Correspondingly, the guide device 11 and the stop 12 are also arranged in front of wheel center M in vehicle longitudinal direction x.

(30) This embodiment of a wheel suspension 20 according to the invention functions in accordance with the same principle as the wheel suspension 10 according to the invention described above on the basis of FIGS. 1 to 2B, only with the difference that the stop 12 limits the active steering in the direction of toe-in δ+ and not in the direction of toe-out, and that the first wheel carrier part 2A and the second wheel carrier part 2B are movable jointly about the second steering axis 4 only in the event of an overshooting of a defined active steering angle range in the toe-in direction δ+, that is to say for toe angles δ above said range, during further steering in the toe-in direction δ+. That is to say, during further steering in the toe-in direction δ+ after the stop 12 has been reached, the wheel suspension 20 thus behaves in the manner of a similar conventional wheel suspension with single-part wheel carrier.

(31) FIGS. 4A and 4B show a third exemplary embodiment of a wheel suspension 30 according to the invention for a left-hand rear wheel 1 of an axle of a vehicle, wherein this wheel suspension 30 is likewise designed according to the first aspect of the invention and, accordingly, the toe link 7 is likewise articulated according to the invention on the first wheel carrier part 32A, wherein FIG. 4A shows the wheel suspension 30 according to the invention in plan view with the wheel actively steered in the toe-in direction δ+, and FIG. 4B shows the invention according to wheel suspension 30 with the wheel 1 actively steered in the toe-out direction δ−.

(32) As in the exemplary embodiment of a wheel suspension 10 according to the invention described on the basis of FIGS. 1 to 2B, it is also the case in the wheel suspension 30 according to the invention illustrated in FIGS. 4A and 4B that the toe link 7 is, at the wheel carrier side, arranged in each case on the first wheel carrier part 32A behind wheel center M in vehicle longitudinal direction x.

(33) The actuator device with the actuator 8, which is in this case likewise an electrically drivable linear motor 8, is likewise provided for connection behind wheel center M in vehicle longitudinal direction x, in particular likewise provided for connection to the rear-axle support.

(34) In the case of this wheel suspension 30, the first wheel carrier part 32A however has a substantially rectangular cross section rather than an L-shaped cross section in z direction as in the case of the wheel suspensions 10 and 20 described above, and the second wheel carrier part 32B has a substantially U-shaped cross section rather than a substantially rectangular cross section in z direction.

(35) Furthermore, this wheel suspension 30 differs from the two wheel suspensions 10 and 20 according to the invention described above in that the first wheel carrier part 32A and the second wheel carrier part 32B are connected to one another not pivotably about a pivot axis 3 by means of a bolt but rather in each case by means of two coupling devices 34 and 37, and 35 and 36, respectively, in the form of slotted links, which are formed in each case by a slotted-linked guide bolt 34 and 35 respectively and by correspondingly designed slotted-link guide grooves 36 and 37 respectively.

(36) Here, the slotted-link guide grooves 36 and 37 are designed in each case for guiding the associated slotted-link guide bolt 34 and 35 respectively, and guide the associated slotted-link guide bolt 34 or 35 in particular during a displacement or movement thereof in vehicle transverse direction y, and thus during a displacement or movement of the first wheel carrier part 32A, wherein the slotted-link guide grooves 36 and 37 in this case have a slightly curved profile, preferably a circular-arc-shaped profile, wherein a curvature central point is situated in particular in each case between the two slotted-link guide grooves 37 and 36 in vehicle longitudinal direction x, preferably at the level of wheel center M. It is particularly preferable here for the two curvature central points of the two slotted-link guide grooves 37 and 36 to coincide and to define, in particular, the active steering axis 33.

(37) A further difference of this wheel suspension 30 in relation to the exemplary embodiments described above is that, in the case of this wheel suspension 30, the axle geometry, axle kinematics and elastokinematics are selected such that the active steering axis 33 is the steering axis 33 about which, in each case, the entire wheel carrier 32 moves during further active and/or passive steering even in each case after the stops in the slotted links have been reached, in particular even after the end of at least one slotted-link guide groove 37 and/or 36 has been reached. That is to say, in this exemplary embodiment, the first active steering axis 33 also defines the second steering axis 4. It is self-evident that, in the case of other geometrical dimensions of the two wheel carrier parts 32A and 32B and in the case of a different design of the two coupling devices, in particular of the two slotted links, the steering axis 33 may be situated further forward or further rearward in vehicle longitudinal direction X and may also differ from the second steering axis 4, wherein, in the case of the wheel suspension 30 according to the invention illustrated in FIGS. 4A and 4B, the active steering axis 33 and the second steering axis 4 lie approximately at the level of wheel center M.

(38) FIG. 5A shows a fourth exemplary embodiment, of similar design to the third exemplary embodiment, of a wheel suspension 40 according to the invention designed according to the first aspect of the invention for a left-hand rear wheel 1 of an axle of a vehicle with the wheel 1 actively steered in the toe-in direction δ+, and FIG. 5B shows, in plan view, the exemplary embodiment from FIG. 5A with the wheel 1 actively steered in the toe-out direction.

(39) Here, the wheel suspension 40 from FIGS. 5A and 5B differs from the wheel suspension 30 described on the basis of FIGS. 4A and 4B in that, in the case of the wheel suspension 40 shown in FIGS. 5A and 5B, the slotted-link guide grooves 46 and 47 are each designed such that, during steering in the toe-in direction δ+, the first active steering axis 43, that is to say the steering axis that is effective during active steering in the toe-in direction δ+, lies in front of wheel center M, in particular in the region of the slotted-link guide bolt 34 and coincides with the longitudinal axis thereof, and that, during active steering in the toe-out direction δ−, the first active steering axis 43, that is to say the steering axis that is effective during active steering in the toe-out direction δ−, lies behind wheel center M, in particular in the region of the slotted-link guide bolt 35 and coincides with the longitudinal axis thereof, whereas, in the case of the wheel suspension 30, the first active steering axis 33 lies at the level of the wheel center.

(40) By means of the arrangement of the first active steering axis 43 in each case considerably in front of wheel center M during active steering in the toe-in direction δ+ and/or considerably behind wheel center M during steering in the toe-out direction δ−, greater structural space advantages can be achieved than with the wheel suspension 30 according to the invention described on the basis of FIGS. 4A and 4B, in particular in the region of a wheel front edge situated toward the inside of the vehicle.

(41) The different position of the first active steering axis 43 of the wheel suspension 40 in relation to the wheel suspension 30 may be achieved here by means of a different, correspondingly suitable embodiment of the slotted-link guide grooves 46 and 47. One possibility of a correspondingly suitable embodiment consists in designing the slotted-link guide grooves 46 and 47 in each case such that, proceeding from the straight-ahead position, a movement of the associated slotted-link guide bolt 34 or 35 in the respective guide groove 47 or 46 is possible in each case only in the direction of the outside of the vehicle. That is to say, preferably, the slotted-link guide grooves 47 and 46 are designed such that the associated slotted-link guide bolts 34 and 35 are, in the straight-ahead position, situated in each case at the vehicle-inside end of the slotted-link guide grooves 47 and 46 respectively, that is to say in each case at a vehicle-inside end stop of the associated slotted-link guide grooves 47 and 46 respectively.

(42) After the maximum possible toe-in and/or toe-out angle δ+ or δ− settable by active steering has been reached, the wheel 1 of a wheel suspension 40 according to the invention is preferably steerable or pivotable elastokinematically about the second steering axis 4 similarly to the case of a conventional axle, wherein, in this case, too, the two wheel carrier parts 32A and 32B move jointly about the second steering axis 4 during passive steering.

(43) FIG. 6 shows a fifth exemplary embodiment of a wheel suspension 50 according to the invention for a left-hand rear wheel of an axle of a vehicle in a straight-ahead position, with δ=0°, in plan view, wherein the wheel suspension 50 is designed according to the second aspect of the invention.

(44) According to the invention, the toe link 7 is connected at the wheel carrier side to the second wheel carrier part 2B, and the first wheel carrier part 2A and the second wheel carrier part 2B are coupled to one another by means of an actuator 58, in particular are directly connected to one another by means of the actuator 58, wherein the actuator 58 is likewise an electrically driven linear motor.

(45) The wheel suspension 50 from FIG. 6 otherwise corresponds to the wheel suspension 10 from FIGS. 1 to 2B. In particular, the first wheel carrier part 2A and the second wheel carrier part 2B are likewise designed as in the first exemplary embodiment of a wheel suspension 10 according to the invention, and are likewise connected to one another pivotably about a pivot axis 3, which defines a first active steering axis 3, by means of a bolt.

(46) It can be clearly seen from FIGS. 7A and 7B how, in the case of the wheel suspension 50 according to the invention from FIG. 6, active steering can be effected in each case by means of the actuator 58, wherein, here, the pivot axis 3 forms the first active steering axis 3 in each case both during active steering in the toe-in direction δ+ and during active steering in the toe-out direction δ− proceeding from the straight-ahead position δ=0.

(47) After a stop that is not illustrated in either of FIGS. 7A and 7B (see FIGS. 1 to 2B), in particular an in each case mechanical stop of the actuator 58, has been reached, it is the case during passive steering that both wheel carrier parts 2A and 2B are pivotable, as in the case of the first exemplary embodiment of a wheel suspension 10 according to the invention, jointly, in particular without a relative movement with respect to one another, likewise about a second steering axis (not shown), which in particular does not coincide with the first active steering axis 3 but rather is situated approximately at the level of wheel center M, as in the case of the first exemplary embodiment of a wheel suspension 10 according to the invention.

(48) FIGS. 8A and 8B show, likewise in plan view, a sixth exemplary embodiment of a wheel suspension 60 according to the invention, which is likewise designed according to the second aspect of the invention, for a left-hand rear wheel of an axle of a vehicle, wherein the wheel suspension 60 according to the invention is illustrated in FIG. 8A with the wheel 1 actively steered in the toe-in direction δ+, and is illustrated in FIG. 8B with the wheel 1 actively steered in the toe-out direction δ−.

(49) As in the case of the fourth exemplary embodiment of a wheel suspension 50 according to the invention described on the basis of FIGS. 7A and 7B, it is also the case in this exemplary embodiment that the toe link 7 is, according to the invention, articulated at the wheel carrier side on the second wheel carrier part 62B and is provided for being connected directly to the vehicle body and to the rear-axle support.

(50) In this exemplary embodiment of a wheel suspension 60 according to the invention, the two wheel carrier parts 62A and 62B each have a substantially rectangular cross section in vehicle vertical direction z, wherein the two wheel carrier parts 62A and 62B are coupled to one another directly by means of two actuators 68A and 68B and are in particular directly connected to one another.

(51) Here, in the case of this wheel suspension 60, the two actuators 68A and 68B are designed such that they each also perform a function as a guide device, and furthermore a function as a coupling device, that is to say they not only serve for generating the active steering movement but also perform the function of the guide device 11 that has been described on the basis of the wheel suspension 10, and the guidance of the first wheel carrier part 62A during displacement relative to the second wheel carrier part 62B.

(52) In some usage situations, in particular in the presence of relatively high acting wheel forces, it may however be more advantageous to separate the guidance function and/or the coupling function from the actuator function and, for the purposes of supporting the acting wheel forces, to additionally provide at least one guide device and/or one coupling device, in particular one at least one slotted link, in each case in addition to at least one actuator. In this way, the actuator device, in particular at least one actuator, can be relieved of the load of the acting wheel forces.

(53) As can be clearly seen from FIGS. 8A and 8B, this exemplary embodiment of a wheel suspension 60 according to the invention is in this case designed such that, during active steering in the toe-in direction δ+, the first wheel carrier part 62A is pivotable about an active steering axis 63 which is situated in front of wheel center in vehicle longitudinal direction x, whereas, during active steering in the toe-out direction δ−, in particular in each case proceeding from the straight-ahead position, that is to say in each case proceeding from δ=0, the active steering axis 63 is situated behind wheel center in vehicle longitudinal direction x, wherein, in this exemplary embodiment of a wheel suspension 60 according to the invention, the first active steering axis 63 is basically variable in vehicle longitudinal direction x, in each case in a manner dependent on the states of the two actuators 68A and 68B, in particular in a manner dependent on the actuator state of the first actuator 68A in relation to the actuator state of the second actuator 68B.

(54) In order, however, to make the configuration of the kinematics and elastokinematics of the wheel suspension 60 as simple as possible, it is particularly advantageous if, proceeding from the straight-ahead position, that is to say δ=0°, an active steering movement for steering in the toe-in direction δ+ is effected only by means of the actuator 68B, which in this case is arranged behind wheel center M, and, for active steering in the toe-out direction δ−, the steering movement is effected only by means of the actuator 68A, which in this case is arranged in front of wheel center M, such that, during active steering in the toe-in direction δ+ proceeding from the straight-ahead position δ=0°, the first active steering axis 63, as illustrated in FIG. 8A, lies considerably in front of wheel center M, and in particular is situated at the level of the front actuator 68A, and, during steering in the toe-out direction δ− proceeding from the straight-ahead position δ=0°, the first active steering axis 63 lies behind wheel center M, as indicated in FIG. 8B, in particular approximately at the level of the second actuator 68B.

(55) As in the case of the above exemplary embodiment of a wheel suspension 50 according to the invention described on the basis of FIGS. 7A and 7B, the wheel suspension 60 according to the invention illustrated in FIGS. 8A and 8B also has in each case one second steering axis (likewise not shown here) about which a pivoting movement of both wheel carrier parts 62A and 62B takes place jointly in each case during passive steering.

(56) A multiplicity of modifications, in particular structural modifications, in relation to the exemplary embodiments discussed is self-evidently possible without departing from the content of the patent claims.

LIST OF REFERENCE DESIGNATIONS

(57) 10, 20, 30, Wheel suspension according to the invention 40, 50, 60 1 Wheel 2, 32, 62 Wheel carrier 2A, 32A, 62A First wheel carrier part 2B, 32B, 62B Second wheel carrier part 3, 33, 43, 63 Pivot axis, first active steering axis 4 Second active steering axis 5 Further link 6 Further link 7 Toe link 8, 58, 68A, 68B Actuator 9 Free end of the first wheel carrier part 11 Guide device 12 Stop element 34 Slotted-link guide bolt 35 Slotted-link guide bolt 36, 46 Slotted-link guide groove 37, 47 Slotted-link guide groove M Wheel center R1 First active steering direction R2 Second active steering direction x Vehicle longitudinal direction y Vehicle transverse direction z Vehicle vertical direction δ Toe angle δ=0 Toe angle, straight-ahead position δ+ Toe angle, toe-in δ− Toe angle, toe-out

(58) The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.