DE102016122067A1 - WHEEL SUSPENSION FOR A WHEEL OF A VEHICLE - Google Patents

Abstract

The disclosure relates to a wheel suspension (100) for a wheel of a vehicle, comprising: a wheel link (101) having a first link end (103) mechanically coupleable to the wheel and a second link end (105); an actuator (107) having a deployable actuator rod (109) and a bearing (115), the second link end (105) being mechanically coupled to the bearing (115), and the moveable actuator rod (109) being the second link end (105) in the direction of a vehicle vertical axis (111) by a vertical displacement stroke and in the direction of a vehicle transverse axis (113) to displace a horizontal displacement stroke, wherein the vertical displacement stroke is greater than the horizontal displacement stroke.

Description

The present disclosure relates to a wheel suspension for a wheel of a vehicle, in particular of a motor vehicle.

In modern vehicles, the suspension and guidance of a wheel by means of struts, for example, wishbones or wishbones, causes. For example, to adjust the wheel track, both on a rear wheel and on a front wheel, a Radlenker used. A wheel track is defined by a toe angle, which is the angle between a projection of the longitudinal axis of the vehicle on the road and a cutting line between a wheel center plane and the roadway. To set a camber, so the inclination of a wheel, however, control arms are used, which are also provided for a transmission of shear forces.

Both the wheel track and the camber influence the vehicle behavior. With a dynamic deflection or rebound of a wheel, however, the geometry de suspension changes, which can lead to a change in vehicle behavior.

It is therefore the task of improving the mounting of a Radlenkers in a vehicle.

This object is solved by the features of the independent claims. Further embodiments of the invention are the subject matter of the further claims, the description and the accompanying figures.

The invention is based on the finding that the above object can be achieved by an automatic change of a tendency of a wheel follower by means of an actuator with respect to a vehicle vertical axis, ie a vehicle vertical axis. Thus, different input and Ausfederzustände the wheel can also be considered by automatic changes in the inclination of the Radlenkers.

By changing the inclination of the Radlenkers, for example, the lane change or the track gradient are changed in response to the deflection, whereby an improved vehicle behavior is achieved.

According to a first aspect, the present disclosure relates to a wheel suspension for a wheel of a vehicle, comprising: a wheel link having a first link end that is mechanically coupleable to the wheel, and a second link end; an actuator having a deployable actuator rod, the moveable actuator rod or actuator having a bearing, the second link end mechanically coupled to the bearing, and wherein the moveable actuator rod is configured, the track end in a vehicle vertical axis direction about a vertical displacement stroke and toward a vehicle transverse axis to shift to a horizontal displacement stroke, wherein the vertical displacement stroke is greater than the horizontal displacement stroke.

To operate the actuator rod, the actuator may comprise a stepper motor which drives the actuator rod by means of a gear.

The horizontal displacement stroke can be caused by a circular movement of the Radlenkerendes during its displacement in the direction of the vehicle vertical axis.

The vehicle vertical axis is the vehicle vertical axis, which runs perpendicular to the vehicle transverse axis. The vehicle transverse axis is arranged, for example, parallel to a wheel axle.

The Radlenker is the wheel side, for example, fixed relative to the vehicle vertical axis stored. As a result of the displacement of the second link end, the link thus rotates about an axis of rotation passing through the first link end. As a result, an inclination of the Radlenkers with respect to the vehicle transverse axis and the vehicle vertical axis is adjusted.

The wheel can be a rear wheel or a front wheel.

In one embodiment, the bearing is arranged in or on the movable actuator rod.

In an alternative embodiment, the bearing is arranged on an actuator housing. In this case, the actuator rod can be fastened to a vehicle body so that the actuator housing can be raised or lowered when the actuator rod is moved.

In one embodiment, the first Radlenkerende is mechanically coupled or coupled to the wheel.

In one embodiment, for example, for each wheel of the rear axle and / or the front axle may be provided a separate suspension with an actuator.

However, in one embodiment, a plurality of wheels of the same axle may have a suspension according to the first aspect, wherein only one actuator for the displacement of Radlenkerenden opposite wheels is provided.

In one embodiment, the second link end moves in a displacement along a circular path,

In one embodiment, the bearing of the actuator rod is designed to accommodate the horizontal displacement stroke at least partially, in particular by deformation. In this way, the movement of the Radlenkerendes example, along a circular path around the first, with respect to the vehicle vertical axis fixedly mounted Radlenkerende.

In one embodiment, the bearing is an elastic bearing, in particular an elastomeric bearing, wherein the elastic bearing is designed to at least partially accommodate the horizontal displacement stroke by deformation. The deformation can be, for example, a compression.

In one embodiment, the elastic bearing has an elastic material which, in particular in the direction of the vehicle transverse axis, has at least one deformation breakthrough for the elastic deformation. The deformation breakthrough can absorb the displaced elastic material, or favor the deformability of the bearing.

The elastic bearing may be in the effective direction, in particular in the direction of the vehicle transverse axis, more elastic or softer than in the direction of the vehicle vertical axis.

In one embodiment, the actuator is designed to move the actuator rod in the direction of the vehicle vertical axis, in particular parallel to the vehicle vertical axis within a tolerance range, for example +/- 5 ° or +/- 10 °.

In one embodiment, the actuator rod is movable obliquely relative to the vehicle vertical axis.

In one embodiment, the second Radlenkerende is held directly by the bearing. As a result, the second Radlenkerende is directly coupled to the actuator rod and is displaced directly by the actuator rod. This embodiment is advantageous in terms of cost and installation space.

In one embodiment, the suspension includes a lever bar having a first lever end and a second lever end, the first lever end being securable to a vehicle body, the second lever end mounted to the bearing of the actuator rod, and the second wheel link end mounted to the lever bar , The second Radlenkerende is thus displaced by means of the lever rod. Leverage is achieved by means of the lever rod, so that the forces acting on the actuator rod can be reduced.

In one embodiment, the lever rod between the first end of the lever and the second end of the lever comprises a bearing, in particular a rigid bearing in the direction of the vehicle vertical axis and / or the vehicle horizontal axis, for the rotatable mounting of the Radlenkerendes.

In one embodiment, the second lever end includes an elastomeric bearing mechanically coupled to the bearing of the actuator, wherein the elastomeric bearing is configured to receive the horizontal displacement stroke of the wheel link and / or the lever rod by elastic deformation.

In one embodiment, the actuator rod has a longitudinal axis which extends or is arranged perpendicular to a longitudinal axis of the lever rod in a position of the actuator rod. In this position, a maximum torque is exerted on the lever rod by the actuator rod.

In one embodiment, the actuator is fixed or pivotable on the vehicle body, in particular by means of a joint, storable or stored.

In one embodiment, the actuator rod is hinged and / or rigid. This allows a direct power transmission.

In one embodiment, the actuator has an electric drive, in particular a stepping motor, for displacing the second link end. The step size of the stepping motor can thus define a minimum displacement stroke.

In one embodiment, the Radlenker is a wishbone or a control arm. The Radlenker can be assigned to the rear axle or the front axle.

In one embodiment, the wheel suspension comprises a controller, wherein the controller is designed to move the actuator rod as a function of a vehicle state, in particular a speed, an acceleration, a cornering, a curve radius, a vehicle inclination, a vehicle lowering, in particular a load-dependent vehicle lowering. In this way, the geometry of the suspension can be changed dynamically.

In one embodiment, the controller has different travel strokes of the actuator rod for different vehicle states, wherein the controller is designed to select a travel stroke in dependence on a vehicle state, in particular to select from a memory, and to move the actuator rod about the selected travel stroke. The Verfahrhübe can be stored for example in a memory.

In one embodiment, the controller is designed to detect the vehicle state, in particular by means of at least one sensor, for example a position sensor, or to receive information about the vehicle state from a vehicle controller, in particular via a wireless or wired communication interface.

According to a second aspect, the disclosure relates to a suspension arrangement for a vehicle having a first wheel and a second wheel, wherein the first wheel and the second wheel are enforceable by a common wheel axle, with a first suspension of the first aspect, wherein the first Radlenkerende the Radlenker is coupled to the first wheel; and a second suspension according to the first aspect, wherein the second Radlenkerende the Radlenker is coupled to the second wheel. Thus, each wheel is assigned a separate actuator, so that the displacements of the Radlenkerenden can be effected independently of each other or coordinated.

• 1A, 1B Radaufhängungen;
• 2A, 2B, 2C Radaufhängungen;
• 3A, B, C Lager;
• 4 Radaufhängung;
• 5 Radaufhängung;
• 6 Radaufhängung;
• 7 Radaufhängung;
• 8 Funktionsweise einer Radaufhängung;
• 9 Funktionsweise einer Radaufhängung; und
• 10 Radaufhängung mit einer Steuerung.

Further embodiments are explained in more detail with reference to the accompanying figures. Show it:

• 1A . 1B suspension;
• 2A . 2 B . 2C suspension;
• 3A, B , C bearings;
• 4 suspension;
• 5 suspension;
• 6 suspension;
• 7 suspension;
• 8th Operation of a suspension;
• 9 Operation of a suspension; and
• 10 Suspension with a control.

1A schematically shows a suspension 100 for a not-shown wheel of a vehicle, with a Radlenker 101 with a first Radlenkerende 103 , which is mechanically coupled or coupled to the wheel, and with a second Radlenkerende 105 , an actuator 107 with a movable actuator rod 109 and a warehouse 115 , wherein the second Radlenkerende 103 with the warehouse 115 is mechanically coupled, and wherein the movable actuator rod 109 is formed, the second Radlenkerende 103 in the direction of a vehicle vertical axis 111 about a vertical displacement stroke and in the direction of a vehicle transverse axis 113 to shift a horizontal displacement stroke, wherein the vertical displacement stroke is greater than the horizontal displacement stroke.

In the in 1A illustrated embodiment is the actuator 107 stuck with a vehicle body 117 , For example, a vehicle frame connected. The first link end 103 is connected to the wheel, not shown.

The warehouse 115 is also a the Radlenker 101 facing the end of the actuator rod 109 arranged. The actuator rod 109 is movable and beispielswiese executed in the form of a spindle. The actuator 107 can be used to move the actuator rod 109 have an electric drive such as a stepper motor.

The actuator rod 109 is mainly and preferably moved vertically, so the Radlenker 101 around the first Radlenkerende rotatably mounted on the wheel 103 can rotate along a circular path.

The actuator rod 109 is movable and beispielswiese executed in the form of a spindle. The actuator 107 may comprise an electric drive such as a stepper motor for moving the actuator rod.

In 1B schematically is another embodiment of the suspension 100 in which, in contrast to the embodiment of 1A the actuator 107 on the vehicle body 117 with respect to the vehicle vertical axis 111 is arranged inclined. The actuator rod 109 is therefore at an angle with respect to the vehicle vertical axis 111 which is an acute angle to achieve a vertical displacement stroke of the second Radlenkerendes, which is greater than the horizontal displacement stroke.

The actuator rod 109 is movable and beispielswiese executed in the form of a spindle. The actuator 107 may comprise an electric drive such as a stepper motor for moving the actuator rod.

In the in 1A to 1C illustrated embodiments is the bearing 115 in or on the actuator rod 109 arranged. However, a deviating structure is possible in which the actuator rod 109 on the vehicle body 117 fixed and the bicycle handlebar 101 with a housing of the actuator 107 connected is. As a result, in the process of Aktuatorstange 109 the actuator 107 raised or lowered to the second end of the handlebar 105 to relocate.

In the in 1A to 1C illustrated embodiments is the Radlenker 101 directly and immediately with the actuator 107 or with the actuator rod 109 of the actuator 107 connected.

In the in 2A to 2C illustrated embodiments is the Radlenker 101 however, by means of a lever rod 101 with the actuator 107 or the actuator rod 109 coupled.

The lever rod 121 is at a first lever end 123 on a vehicle body 127 for example by means of a pivotable bearing 123 fastened or secured, and with a second lever end 125 at the camp 115 stored.

The second Radlenkerende 103 is on the lever rod 121 stored. This includes the lever rod 121 between the first end of the lever 123 and the second end of the lever 125 or the second Radlenkerende a camp 128 , which is rotatable, for the storage of the second Radlenkerendes 103 ,

The arrangements of the in the 2A to 2C illustrated actuator 107 correspond to the in Figs. 2A to 2C shown arrangements of the actuator 107 ,

The warehouse 115 is according to a in 2A illustrated embodiment as an elastic bearing, in particular designed as an elastomeric bearing to a displacement of the second Radlenkerendes 105 or the second end of the lever 125 that by the displacement of the second Radlenkerendes 105 is shifted, in the direction of the vehicle transverse axis 113 absorb by elastic deformation. Optionally, the bearing 115 from the bearing center axis 305 radially offset deformation breakthroughs 301 and 303 have, which the deformation of the bearing in the direction of the vehicle transverse axis 113 favor.

The deformation breakthroughs 301 and 303 can like it in 3A is shown to be sickle-shaped. In 3B is another embodiment of the camp 115 shown in which the deformation breakthroughs 301 . 303 as both sides of the bearing center axis 305 are formed as curved slots.

In 3C is the arrangement of the camp 115 according to the in 2C illustrated embodiment, in which the actuator 107 is arranged inclined so that the second Radlenkerende is displaced in the z'- and y'-direction. The warehouse 115 is also arranged rotated, such that the deformation breakthroughs 301 and 301 along the axis y 'unfold their main effect. The warehouse 115 may be more elastic in the y'-direction and softer than in the z'-direction. This increases the stiffness of the bearing in the direction of the vehicle's vertical axis.

In 4 is an embodiment of the suspension 100 which illustrates an exemplary implementation of the in 2A illustrated schematically embodiment. The lever rod 121 is executed, for example, two-legged. For mounting the bearings on the vehicle frame 401 screws can be used.

In the in 4 illustrated embodiment, the actuator rod 109 executed in the form of a spindle.

The warehouse 128 may be an elastomeric bearing. The warehouse 128 In addition, the characteristics of the camp 115 exhibit.

The warehouse 123 may be an elastomeric bearing. The warehouse 123 In addition, the characteristics of the camp 115 exhibit.

In 5 is an alternative embodiment of the suspension 100 shown in which the actuator rod 109 on the vehicle body 117 , for example by means of the camp 119 , fixed or pivotally attached. The warehouse 119 may be an elastomeric bearing. When moving the actuator rod 109 , which can be performed as a spindle, the entire actuator 107 and with this the Radlenker 101 directly or indirectly via the in 5 illustrated lever rod 121 relocated.

The lever rod 121 is with the second end of the lever 125 at the camp 115 held. The warehouse 115 is on an actuator housing 501 stored.

The lever rod 121 for example, is bent and includes sections 121 - 1 and 121 - 2 who are inclined to each other. In this way, the first lever end 123 for attachment to the vehicle body 127 be set higher.

The warehouse 128 may be an elastomeric bearing. The warehouse 128 In addition, the characteristics of the camp 115 exhibit.

The warehouse 123 may be an elastomeric bearing. The warehouse 123 In addition, the characteristics of the camp 115 exhibit.

In 6 is an embodiment of the suspension 100 which illustrates an exemplary implementation of the in 2C illustrated schematically embodiment. The lever bar 121 is executed, for example, two-legged. For mounting the bearings on the vehicle frame 401 screws can be used.

In the in 4 illustrated embodiment, the actuator rod 109 designed as a spindle.

The actuator 107 is obliquely at the also obliquely with respect to the vehicle transverse axis 113 arranged portion of the vehicle body 117 , For example, axle carrier, arranged.

7 shows a rear view of the arrangement of the suspension 100 at a wheel 701 For example, on a rear wheel. To the wheel guide are several more Radlenker 703 - 1 to 704 a multi-link arrangement arranged with five links, which may be wishbone and / or wishbone. Every bicycle handlebar 703 - 1 to 701 - 4 and 101 can by means of the suspension 100 be stored.

In the in 7 illustrated embodiment is the actuator 107 in analogy to the in 1C and 2 C embodiments shown inclined with respect to the vehicle vertical axis z or vehicle transverse axis y of the coordinate system 705 arranged. The bicycle handlebar 101 is with the first end of the handlebar 103 at the point P10 wheel side and with the second Radlenkerende 105 with the suspension 100 For example, with the lever rod 121 , coupled.

In the in 7 shown arrangement of the 5-link axle with the Radlenker 101 as a steering arm behind a wheel center causes a positive z-adjustment (upward) on the vehicle body, for example, on the vehicle subframe, ie on an inner side of the Radlenkers 101 the tendency to more toe-in adjustment (toe-in). A negative adjustment in z (down), however, shows a tendency to (more) toe-out adjustment or in other words a reduction of toe-in (the toe-in).

This has the advantage that depending on load, the steering behavior and thus the agility of the vehicle depending on the requirement by means of the actuator 107 can be actively adjusted. For example, oversteer may be preferred in the city to provide greater agility, or understeer may be preferred on the highway to provide more indirect responsiveness. Also, the track can be adjusted individually in cornering or braking at each wheel. Thus, no compromise between the behavior of the left and the right side must be made.

Furthermore, it is conceivable that a sensor checks the loading state of the vehicle and according to the load, the track on the control of the actuator 107 as it is for example in 8th is shown.

In 8th is the dynamic change of a geometry of the suspension 100 shown. At a rebound or compression of the wheel 701 shifts the wheel center without the actuator 107 towards toe-in or toe-in.

In 8th is an example of the compression of the wheel 701 shown, it without the actuator 107 would lead to a shift of the bearing point P10 to P10 'and to a shift of the bearing point P9 to P9' would. The bearing points P9 and P10 would be displaced in the z and y directions.

Through the actuator 107 the displacement of the wheel center can be counteracted by the slope or the Radlenkers 115 changed, so that the shift of the points P9 and P10 can be prevented or at least reduced.

1. 1. Das Rad geht beim Einfedern in Richtung Nachspur und beim Ausfedern in Richtung Vorspur.
2. 2. Das Rad geht beim Einfedern in Richtung Vorspur und beim Ausfedern in Richtung Nachspur.
3. 3. Das Rad bleibt beim Ein- und Ausfedern immer in derselben Stellung.

When the wheel is released and compressed, for example, there are the following options:

1. 1. The wheel goes in compression in the direction of toe and rebound in the direction of toe.
2. 2. The wheel goes in the direction of toe in compression and rebound in the direction of toe.
3. 3. The wheel always remains in the same position during compression and rebounding.

1. 1. Der Sturzwinkel (die vertikale Neigung des Rades zur Fahrbahn) beeinflusst die Übertragbarkeit der Seitenkräfte.
2. 2. Die Sturzänderung beeinflusst die vertikale Neigung des Rades zur Fahrbahn beim Ein- und Ausfedern,
3. 3. Der Schrägfederungswinkel beeinflusst die Übertragung der Längskräfte,
4. 4. Das Rollzentrum ist abhängig der Seitenkraftabstützung,
5. 5. Die Vorspuränderung bestimmt das Eigenlenkverhalten beim Ein- und Ausfedern des Rades.

The spatial movement can be described by five independent parameters, which depend exclusively on the kinematics of the suspension. These are:

1. 1. The camber angle (the vertical inclination of the wheel to the road) influences the transferability of the lateral forces.
2. 2. The camber change affects the vertical inclination of the wheel to the road during compression and rebound,
3. 3. The oblique suspension angle influences the transmission of the longitudinal forces,
4. 4. The roll center is dependent on the lateral force support,
5. 5. The toe change determines the self-steering behavior during compression and rebound of the wheel.

Along with the camber change, the toe change affects the cornering ability of the suspension in the limit situations. It is of considerable importance for driving stability.

Through the actuator 107 the displacement of the Radmittelpunktes can always be counteracted, in which the slope of the Radlenkers 101 is adjusted.

Therefore, in one embodiment, for example, on the rear axle when braking and cornering the outside wheel go into toe, which is caused by the actuator 107 can be effected. As a result, an oversteer tendency caused by the changed axle load distribution during braking can be counteracted and the driving behavior can be kept neutral over a wide transverse acceleration range. At the same time, the front wheels can track down when braking and cornering.

In one embodiment, the strut is 115 a steering arm, whose inclination by means of the actuator 115 can be changed to change the driving behavior of a vehicle, for example, by adjusting the track on the rear axle. The kinematics and Elastokinematikkurven be changed only slightly and there is no unwanted steering of the rear axle.

In 9 are exemplary inclinations of the wheel 701 for toe-in and toe-out in response to compression as well as rebound using the adjustment of the incline of the control arm 101 through the actuator 107 shown. Like it out 9 clearly shows, it is, in contrast to a conventional Radlenkeranordnung in which the wheel center migrates along the toe-to-toe axis, the wheel center 703 due to the adaptation of the slope of the Radlenker 101 due to the actuator 107 not moved.

In one embodiment, for an independent suspension on each side of this an actuator 107 with a stepper motor on the vehicle body 117 how axle beams are fastened. The stepper motor can be attached to the axle carrier 117 screwed or over the bearing 119 on the axle carrier 117 be attached. When fastening over the bearing 119 has the advantage that on the actuator 107 do not attack shear forces. The handlebar 101 is through the actuator 107 preferably adjusted in the z-direction, ie in the direction of the vehicle vertical axis.

In an adjustment of the toe link in the z-direction can also be a certain shift in the y-direction, ie in the direction of the vehicle transverse axis arise. The ratio F of the displacement strokes in the z direction and in the y direction is preferably selected such that F = z / y is always> 1, for example F = 5/1.

It is also conceivable that a common actuator 107 adjusted both sides of the same axis.

10 shows the suspension 100 which further includes a controller 801 has, wherein the control 801 the actuator 107 controls and is formed, the actuator rod 109 by means of the actuator 107 as a function of a vehicle state, in particular a speed, an acceleration, a cornering, a curve radius, a vehicle inclination, a vehicle lowering, in particular a load-dependent vehicle lowering, or a Fahrzugbelastung procedure. For detecting the vehicle condition, the controller 801 Have one or more sensors, such as position sensors or acceleration sensors.

Claims (18)

Wheel suspension (100) for a wheel of a vehicle, comprising: a check rail (101) having a first link end (103) mechanically coupled to the wheel and a second link end (105); an actuator (107) having a deployable actuator rod (109) and a bearing (115), the second link end (105) being mechanically coupled to the bearing (115), and the moveable actuator rod (109) being the second link end (105) in the direction of a vehicle vertical axis (111) by a vertical displacement stroke and in the direction of a vehicle transverse axis (113) to displace a horizontal displacement stroke, wherein the vertical displacement stroke is greater than the horizontal displacement stroke. Suspension (100) to Claim 1 wherein the bearing (115) is arranged in or on the movable actuator rod (109) or on an actuator housing (501). Wheel suspension (100) according to any one of the preceding claims, wherein the bearing (115) is an elastic bearing, in particular an elastomeric bearing, and wherein the elastic bearing (115) is adapted to at least partially accommodate the horizontal displacement stroke by deformation. Suspension (100) to Claim 3 wherein the elastic bearing (115) comprises an elastic material having at least one deformation breakthrough (301, 303) for the elastic deformation. Wheel suspension (100) according to one of the preceding claims, wherein the actuator (107) is adapted to move the actuator rod (107) in the direction of the vehicle vertical axis (111). The suspension (100) of any one of the preceding claims, wherein the second link end (105) is supported directly by the bearing (115). Wheel suspension (100) according to one of the preceding Claims 1 to 5 comprising a lever rod (121) having a first lever end (123) and a second lever end (125), the first lever end (121) being securable to a vehicle body (127), the second lever end (125) being attached to the bearing (115) is mounted, and wherein the second Radlenkerende (105) is mounted on the lever rod (121). Suspension (100) to Claim 7 wherein the lever rod (121) between the first lever end (123) and the second lever end (125) has a bearing (128), in particular a rotatable bearing for the storage of the second Radlenkerendes (105). Suspension (100) to Claim 7 or 8th wherein the second lever end (125) comprises an elastomeric bearing mechanically coupled to the bearing (115) of the actuator, the elastomeric bearing configured to receive the horizontal displacement stroke by elastic deformation. Suspension (100) according to one of Claims 7 to 9 wherein the actuator rod (109) has a longitudinal axis which is perpendicular to a longitudinal axis of the lever rod (121) in a position of the actuator rod (109). Wheel suspension (100) according to one of the preceding claims, wherein the actuator (107) on the vehicle body (117) fixed or pivotable, in particular by means of a hinge (119), storable or stored. Wheel suspension (100) according to one of the preceding claims, wherein the actuator rod (109) is articulated. Wheel suspension (100) according to any one of the preceding claims, wherein the actuator (107) comprises an electric drive, in particular a stepping motor, for displacing the second Radlenkerendes (105). Wheel suspension (100) according to one of the preceding claims, wherein the Radlenker (101) is a wishbone or a control arm. A suspension (100) according to any one of the preceding claims, further comprising a controller (801), the actuator (109) being formed by the actuator (107) in response to a vehicle condition, particularly a speed Acceleration, a cornering, a turning radius, a vehicle inclination, a vehicle lowering, in particular a load-dependent vehicle lowering, to proceed. Suspension (100) to Claim 15 wherein the controller (801) has different travel strokes of the actuator rod (109) for different vehicle states, and wherein the controller (801) is adapted to select a travel stroke in dependence on a vehicle state, in particular to select from a memory, and the actuator rod (109) to move the selected travel stroke. Suspension (100) to Claim 15 or 16 wherein the controller (801) is adapted to detect the vehicle condition, in particular by means of at least one sensor, or to receive information about the vehicle condition from a vehicle controller. Wheel suspension arrangement for a vehicle, comprising a first wheel and a second wheel, wherein the first wheel and the second wheel are enforceable by a common wheel axle, comprising: a first suspension (100) according to any one of the preceding claims, wherein the first Radlenkerende the Radlenker is coupled to the first wheel; and A second suspension (100) according to any one of the preceding claims, wherein the second link end of the wheel link is coupled to the second wheel.

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