DE102022107243A1 - Wheel suspension for vehicle and vehicle with wheel suspension - Google Patents

Abstract

The invention relates to a wheel suspension (1) for a wheel (2) of a vehicle (3), comprising: a wheel carrier unit (4), which is designed to rotatably accommodate the wheel (2) of the vehicle (3), a multi-link unit (9 ), which is designed to form a virtual steering axis around which the wheel (2) of the vehicle (3) can be steered, a steering actuator (8) which is designed to transmit a steering movement to the wheel (2), and a locking mechanism (10) which is designed to switch between a first operating mode of the wheel suspension (1) and a second operating mode of the wheel suspension (1), the wheel carrier unit (4) having a first wheel carrier device (5) and a second wheel carrier device (6). which are rotatably connected relative to one another via at least one cylinder joint (7) about an axis of rotation (15), the multi-link unit (9) having a first wishbone (11) and a second wishbone (12), each of which is articulated to the wheel carrier unit ( 4) are coupled, and wherein the locking mechanism (10) is set up to block a movement of the first wishbone (11) and the second wishbone (12) in the first operating mode and is set up to block a rotational movement of the cylinder joint in the second operating mode (7) to block. The invention also relates to a use of a wheel suspension (1) according to the invention as a rear axle module of the vehicle (3) and a vehicle (3) with a wheel suspension (1) according to the invention.

Description

The present invention relates to a wheel suspension for a wheel of a vehicle, a use of a wheel suspension and a vehicle with such a wheel suspension.

State of the art

For vehicles, especially automated or autonomous vehicles, there is a tension between high maneuverability and good driving dynamics properties. With a high level of maneuverability, the vehicle can, for example, perform the maneuver “turn on the spot” and can therefore also be used in tight spaces, which can be particularly advantageous in urban areas. Good driving dynamics properties are required for good driving behavior of the vehicle, particularly at high speeds, such as on cross-country journeys or interurban journeys.

The maneuverability of the vehicle is currently implemented with special concepts, such as robot axles, in the chassis, which usually lead to the driving dynamics properties deteriorating, especially at high speeds, and vice versa. Good driving dynamics properties are currently achieved with multi-link or multi-link axles, especially rear axles, which make it possible to coordinate the longitudinal and lateral dynamics in a targeted manner and almost independently of each other. This allows a high level of driving stability and driving comfort to be achieved. However, the multi-link axles are so limited in the size of the steering angles that they are generally not sufficient to achieve a high level of maneuverability of the vehicle.

It has now emerged that there is a further need to improve a known wheel suspension for a vehicle. In particular, there is a further need to provide a wheel suspension for a vehicle that enables high maneuverability, especially at low vehicle speeds, and good driving dynamic properties, especially at high vehicle speeds.

Against this background, it is an object of the present invention to provide an improved wheel suspension, as well as a vehicle with such a wheel suspension, in particular to provide a wheel suspension for a vehicle which has high maneuverability, especially at low speeds of the vehicle, as well as good driving dynamics properties , particularly at high speeds of the vehicle.

Disclosure of the invention

These and other tasks that will be mentioned upon reading the following description or that can be recognized by a person skilled in the art are solved by the subject matter of the independent claims. Advantageous embodiments and further developments can be found in the subclaims and the following description.

The wheel suspension according to the invention for a wheel of a vehicle has a wheel carrier unit, a multi-link unit, a steering actuator and a locking mechanism. The wheel carrier unit is designed to accommodate a wheel of the vehicle in a rotatable and steerable manner, and the multi-link unit is designed to form a virtual steering axis about which the wheel of the vehicle is rotatable or steerable. The steering actuator is configured to transmit a steering movement to the wheel, and the locking mechanism is configured to switch between a first operating mode of the wheel suspension and a second operating mode of the wheel suspension. The wheel carrier unit has a first wheel carrier device and a second wheel carrier device, which are rotatably connected relative to one another about an axis of rotation via at least one cylinder joint. The multi-link unit has a first wishbone and a second wishbone, which are each coupled to the wheel carrier unit, in particular to the second wheel carrier device, in an articulated and movable manner relative to one another. The locking mechanism is further set up to block a movement of the first wishbone and the second wishbone, in particular in a predetermined position, in the first operating mode and is set up to block a rotational movement of the cylinder joint, in particular in a predetermined position, in the second operating mode To block.

The advantage of the solution according to the invention is, in particular, that in the first operating mode of the wheel suspension, a steering movement of the wheel takes place about a constant steering axis, namely the axis of rotation of the cylinder joint. A constant steering axis is particularly suitable for achieving high steering angles. The wheel suspension thus enables high steering angles in the first operating mode, in particular steering angles of up to approximately ±90°, more particularly up to approximately 75°, and thereby high maneuverability of the vehicle. In the second operating mode of the wheel suspension, the steering movement of the wheel takes place about the virtual steering axis of the multi-link unit, the position and orientation of which depends in particular on the positions of the articulation points of the first wishbone and the second wishbone. This allows the kinematics of the multi-link unit, i.e. a position of the two wishbones relative to each other can be adapted to the respective driving situation, and thus a high level of driving safety and / or driving comfort can be achieved. The variable alignment or positioning of the virtual steering axis through the kinematics of the multi-link unit makes it possible to adapt, in particular to optimize, the driving dynamic properties of the chassis, especially for high speeds, such as around 50 km/h or more. In order to be able to ensure good driving dynamics properties, the multi-link unit of the wheel suspension in the second operating mode only allows small steering angles, in particular up to approximately ±5°, which are common today at high speeds, especially in combination with rear-axle steering. The driving dynamic properties depend on chassis kinematics, in particular on the kinematics of the multi-link unit, which influences certain parameters, such as a change in wheel camber, a change in caster, a change in track width, the position of a roll and pitch center on the axles, etc.

In other words, one can say that the wheel suspension according to the invention makes it possible to ensure good driving dynamic properties in the second operating mode via the kinematics of the multi-link unit at high speeds, in particular around 50 km/h or more. In addition, the wheel suspension according to the invention makes it possible to form a constant steering axis for large steering angles. This ensures that the wheel rotates around the constant steering axis at high steering angles. This makes it possible for the kinematic parameters of the wheel suspension to change only slightly at high steering angles, in particular to be kept constant. In this way it can be achieved that the wheel has a reduced, in particular small, range of motion at high steering angles. As a result, a wheel arch of the vehicle can be made smaller, particularly in comparison to known wheel suspensions. One can also say that the wheel suspension according to the invention combines a multi-link wheel suspension with a split wheel carrier with different operating modes, which are activated or deactivated by the locking mechanism. The different operating modes enable the two requirements to be separated, namely high steering angles and good driving dynamics properties, which is achieved by using a so-called resolved handlebar plane. In the second operating mode of the wheel suspension, for example for conventional travel of the vehicle, in particular at high speeds, the resolved link plane is activated by the locking mechanism, and the wishbones can shift or twist relative to one another, thus forming the virtual steering axis. In the first operating mode of the wheel suspension, for example for space-saving turning of the vehicle, with high steering angles and low speeds, the dissolved link plane is deactivated by the locking mechanism, whereby the steering axis assumes a constant position, which is formed by the axis of rotation of the cylinder joint. One can therefore say that the cylinder joint, which articulates the first wheel carrier device and the second wheel carrier device with one another, forms a split wheel carrier. The wheel is thus steered in the first operating mode essentially exclusively via the divided wheel carrier, in particular via the first wheel carrier device which is articulated to the second wheel carrier device.

According to one embodiment, the locking mechanism has a bolt with a cylindrical main body, and an actuator with an output shaft, the bolt being displaceably arranged along a longitudinal axis of the cylindrical main body, and having a first frontally formed, in particular planar, contact surface at a first axial end , at a second axial end has a second frontally formed, in particular planar, contact surface, and the cylindrical main body has a rack geometry. Further, the output shaft includes a pinion configured to engage the rack geometry of the bolt to displace the bolt along the longitudinal axis of the cylindrical main body. In particular, the front contact surfaces of the bolt can each have a larger diameter than the cylindrical main body and thus limit the axial movement of the bolt relative to the pinion in both axial directions.

According to one embodiment, the first wishbone and the second wishbone each have, in particular planar, end surfaces at an axial end, which are designed to form a pair of active surfaces with the first frontally formed, in particular planar, contact surface of the bolt, such that through a positive connection the movement of the two wishbones is blocked. In particular, articulation points, via which the first wishbone or the second wishbone is arranged to be movable, in particular pivotable, relative to the wheel carrier unit, are arranged offset in a longitudinal direction of the wishbone at a predetermined distance from the center to the respective end surface. The arrangement of the end surface relative to the longitudinal axis of the respective wishbone can influence the position of the respective wishbone in the locked position.

According to one embodiment, a pin of the cylinder joint has a flattened, esp special planar contact surface, which is designed to form a pair of active surfaces with the second frontally formed, in particular planar, contact surface of the bolt, such that the rotational movement of the cylinder joint is blocked by a positive connection.

The locking mechanism thus blocks the wishbones in a first axial end position and thus activates the first operating mode in which large steering angles are possible. In a second axial end position, the locking mechanism blocks the cylinder joint and thus activates the second operating mode in which good driving dynamics properties are achieved.

According to one embodiment, the actuator of the locking mechanism is firmly connected to the wheel carrier unit, in particular to the second wheel carrier device. The actuator causes a rotation of the output shaft and thus of the pinion, which, through the toothing engagement with the cylindrical main body of the bolt, moves it along the longitudinal axis either in one or the other direction, depending on the drive direction of the actuator. The locking mechanism is set up to block either the cylinder-side or the wishbone-side movement, and thus to ensure that both the cylinder-side and the wishbone-side movement are not possible at any time. So you can say that the two operating modes are mutually exclusive.

According to one embodiment, the second wheel carrier device is coupled to a suspension strut. As a result, the wheel suspension also enables a compression movement of the wheel, regardless of which of the two operating modes is active.

According to one embodiment, the locking mechanism is set up to switch between the operating modes when the vehicle is at a standstill. This ensures that the operating mode of the wheel suspension is changed while the vehicle is traveling, particularly in an undesirable manner. Furthermore, it can be ensured, for example in combination with an additional function, that the first operating mode is only activated at low speeds, in particular for space-saving turning of the vehicle, and that the second operating mode is activated for higher speeds in order to ensure good driving dynamics to ensure properties. The additional function can, for example, limit a speed of the vehicle in the first operating mode to a predetermined threshold value. Additionally or alternatively, the additional function can serve to set the second operating mode as the so-called “default” mode, so that the second operating mode is always preset when the vehicle is started, and a driver of the vehicle must actively request a change to the first operating mode .

A further aspect of the invention relates to a use of a wheel suspension according to the invention, in particular described above and below, as a rear axle module for a wheel of a vehicle.

A further aspect of the invention relates to a vehicle which has a front axle with a wheel-specific front axle drive and rack-and-pinion steering, and a rear axle with at least two wheel suspensions according to the invention, in particular described above and below. Such a vehicle makes it possible to carry out the driving maneuver “turning around the front axle” in the first operating mode.

According to one embodiment, the wheel-specific front axle drive has drive motors that are designed to be firmly connected to a body of the vehicle. According to one embodiment, the front axle allows a steering angle of up to approximately ±45°, in particular up to approximately ±35°.

The wheel-specific front axle drives can be used to set a required differential torque on the front axle drives in order to be able to turn around a center point of the front axle with a suitable opposite steering angle of the wheels on the rear axle. This increases the maneuverability of the vehicle. The second operating mode also makes the vehicle suitable for use at high speeds with conventional driving maneuvers, such as cornering, changing lanes, evasive maneuvers and much more.

Detailed description based on drawing

• 1 eine schematische Darstellung einer Radaufhängung gemäß einer Ausführungsform der Erfindung,
• 2a und 2b schematische Darstellungen einer Radaufhängung gemäß einer Ausführungsform der Erfindung in einem ersten Betriebsmodus,
• 3a und 3b schematische Darstellungen einer Radaufhängung gemäß einer Ausführungsform der Erfindung in einem zweiten Betriebsmodus,
• 4 eine schematische Darstellung eines Sperrmechanismus gemäß einer Ausführungsform der Erfindung
• 5a und 5b schematische Darstellung eines Fahrzeugs gemäß einer Ausführungsform der Erfindung.

Further measures improving the invention are shown in more detail below together with the description of a preferred exemplary embodiment of the invention with reference to the figures. It shows:

• 1 a schematic representation of a wheel suspension according to an embodiment of the invention,
• 2a and 2 B schematic representations of a wheel suspension according to an embodiment of the invention in a first operating mode,
• 3a and 3b schematic representations of a wheel suspension according to one embodiment Form of the invention in a second operating mode,
• 4 a schematic representation of a locking mechanism according to an embodiment of the invention
• 5a and 5b Schematic representation of a vehicle according to an embodiment of the invention.

The figures are only of a schematic nature and only serve to understand the invention. The same elements are given the same reference numbers.

1 shows a schematic representation of a wheel suspension 1 according to an embodiment of the invention in a perspective view. On the wheel suspension 1 there is a wheel 2 of a vehicle 3 (see 5 ) arranged, which is rotatably received by a wheel carrier unit 4 about its axis of rotation. The wheel carrier unit 4 is designed in several parts and has a first wheel carrier device 5 and a second wheel carrier device 6, the wheel being rotatably received by the first wheel carrier device 5. The first wheel carrier device 5 and the second wheel carrier device 6 are connected to one another in an articulated manner via a cylinder-like joint connection 7, hereinafter referred to simply as a cylinder joint 7. More precisely, the two wheel carrier devices 5, 6 can be rotated relative to one another about an axis of rotation of the cylinder joint 7.

A steering actuator 8, a multi-link unit 9 and a locking mechanism 10 are also arranged on the second wheel carrier device 6. The multi-link unit 9 has a first wishbone 11 and a second wishbone 12, each of which is connected to the second wheel carrier device 6 in a relatively movable manner to one another via an articulated connection 13. The wishbones 11, 12 can be connected to a body of the vehicle 3 at an axial end facing away from the wheel carrier unit 4. The locking mechanism 10 is also arranged on the second wheel carrier device 6 and is designed to either block the rotational movement of the cylinder joint 7 or to block the relative movement of the two wishbones 11, 12, which will be described in more detail below. In addition, the second wheel carrier device 6 is coupled to a spring strut 14 and thus enables a compression movement of the wheel 2.

The articulated connection between the first wheel carrier device 5 and the second wheel carrier device 6 forms a constant steering axis 15, which corresponds to an axis of rotation of the cylinder joint 7. The first wishbone 11 and the second wishbone 12 form a virtual steering axis (not shown) in a free state, that is to say in a state in which the relative movement is not blocked. A steering movement and holding the zero position of the wheel 1 is achieved by the steering actuator 8.

For high steering angles, in particular up to approximately ±90°, for example for a space-saving turning maneuver of the vehicle 3, the locking mechanism 10 blocks the relative movement of the wishbones 11, 12 and thus enables the wheel 2 to be steered about the constant steering axis 15, which is a first operating mode Wheel suspension 1 corresponds and with reference to the 2a and 2 B is described in more detail. For small steering angles, in particular up to approximately ±10°, for example for driving the vehicle 3 at higher speeds, the locking mechanism 10 blocks the rotational movement of the cylinder joint 7 and thus enables the wheel 2 to be steered about the virtual steering axis of the multi-link unit 9, which is a second Operating mode of the wheel suspension 1 corresponds and with reference to 3a and 3b is described in more detail. The two operating modes are mutually exclusive, which means that both operating modes cannot be active at any time.

As already mentioned above, the show 2a and 2 B schematic representations of the wheel suspension 1 in the first operating mode, where 2a shows the wheel suspension 1 in a perspective view and 2 B the wheel suspension 1 shows a view from below. In the first operating mode, the locking mechanism 10 is in a first axial end position, in which a first frontal, planar contact surface 16 of a bolt 17 of the locking mechanism 10 is in positive contact with end surfaces 18 of the wishbones 11, 12 and thus a movement of the two wishbones 11, 12 blocked relative to each other and / or around their joint connection 13.

In this first operating state, the rotational movement of the cylinder joint 7 is released, and a steering movement of the wheel 2 takes place about the constant steering axis 15 (see 2a) . Thus, the connection between the second wheel carrier device 6 and the body of the vehicle 3 via the two wishbones 11, 12 is fixed and the steering movement of the wheel 2 takes place via the relative movement between the first wheel carrier device 5 and the second wheel carrier device 6. Leave with the constant steering axis 15 High steering angles can be achieved and thus, for example, turning maneuvers such as turning on the spot or turning around the front axle can be carried out in a space-saving manner.

3a and 3b show a schematic representation of the wheel suspension 1 in the second Operating mode, where 3a shows the wheel suspension 1 in a perspective view and 3b the wheel suspension 1 shows a view from below. In the second operating mode, the locking mechanism 10 is in a second axial end position, in which a second frontal, planar contact surface 19 of the bolt 17 of the locking mechanism 10 is in positive contact with a flattened contact surface 20 of a pin 21 of the cylinder joint 7 and thus a rotation - or rotational movement of the cylinder joint 7 is blocked. In this second operating state, the relative movement of the two wishbones 11, 12 to one another and to the second wheel carrier device 2 is released and a steering movement of the wheel 2 takes place about the virtual steering axis 12, which is formed by the movable wishbones 11, 12. This means that the first wheel carrier device 5 and the second wheel carrier device 6 are firmly connected to one another and thus act like a single, undivided wheel carrier unit and the steering movement of the wheel 2 takes place according to the multi-link principle, which enables the driving kinematics, i.e. the driving dynamic properties of the wheel suspension 1 to adapt and thus achieve a high level of driving safety and driving comfort.

4 shows the locking mechanism 10 according to an exemplary embodiment of the invention. The locking mechanism 10 has, as already mentioned above, a bolt 17 with the first front-side contact surface 16 and the second front-side contact surface 19, which are connected via a cylinder-like main body 22. In the embodiment shown here, both the first contact surface 16 and the second contact surface 19 have a larger diameter than the main body 22, the diameter of the first contact surface 16 also being larger than the diameter of the second contact surface 19.

The cylindrical main body 22 has a rack geometry which is in tooth engagement with a pinion 23. The pinion 23 is coupled to transmit torque with an actuator 24, the actuator 24 being firmly attached to the second wheel carrier device 6. The actuator 24 drives the pinion 23 rotationally, whereby the bolt 17 of the locking mechanism 10 is displaced either in one direction or in the other direction along its longitudinal axis 25 depending on the direction of rotation of the actuator 24 or the pinion 23. The locking mechanism 10 preferably has a locking mechanism (not shown) in each of the two axial end positions, which holds the bolt 17 in the respective position without the actuator 24 having to permanently apply a torque in order to hold the bolts 17 in the corresponding position .

In other words, one can say that in order to switch between the two operating modes of the wheel suspension 1, the relative movement of the two wishbones 11, 12 to one another or the rotation about the cylinder joint 7 are blocked by the locking mechanism 10 blocking either the cylinder joint-side or the wishbone-side movement.

5a and 5b show schematic representations of the vehicle 3, each in a bottom view, where 5a generally shows an exemplary topology of the vehicle 3 and 5b the vehicle 3 shows in a state for carrying out the maneuver “turning around the front axle”.

The vehicle 3 has a front axle 26 and a rear axle 27. The front axle 26 has a wheel-specific front axle drive 28, which has a drive motor 29 for each wheel 2 to be driven, and a conventional rack and pinion steering 30, in which the two front wheels 2 are connected to one another via a steerable rack 31. The rear axle 27 has two wheels 2, each of which is coupled to the body 32 of the vehicle 3 via the wheel suspension 1 and has no drive.

Due to the wheel-specific drive of the wheels 2 on the front axle 26, a required differential torque on the drives can be set by applying moments M1, M2 that act in opposite directions to the two front wheels 2. That means, as in 5b shown by way of example that the moment M1 is applied to a first front wheel 2 in a first direction, here the forward direction, and that the moment M2 is applied to the second front wheel 2 in a second direction, here the backward direction. In the first operating mode of the wheel suspensions 1, the wheels 2 on the rear axle 27 are each steered about the constant steering axis 15 in such a way that the vehicle is turned about a center MP of the front axle 26 by the differential torque on the front axle. The maneuverability of the vehicle 3 is therefore increased and is therefore particularly suitable in urban environments. With the second operating mode on the rear axle 27, the vehicle 3 is also suitable for use at high speeds and conventional driving maneuvers, such as cornering, changing lanes, swerving, etc.

In other words, one can say that the rear axle 27 is formed by a multi-link wheel suspension with a split wheel carrier 4. The divided wheel carrier 4 makes it possible, particularly with a McPherson axle, to move the steering axis further towards the center plane of the wheel and thus towards the wheel contact point. The allows the course of kinematic driving variables, such as a steering roll radius, a disruptive force lever arm, etc., to be positively influenced. The multi-link unit 9 has good adjustable kinematics due to the virtual, and in particular variable, steering axis, and thus offers a high level of driving safety and driving comfort. However, the multi-link unit 9 has disadvantages at high steering angles, which can result in unfavorable behavior of the wheel at higher steering angles, for example extreme caster and steering roll radius changes over the steering angle. In order to achieve high steering angles, a constant steering axis has proven to be advantageous. The wheel suspension 1 according to the invention enables a separation of these two requirements due to the different operating modes - on the one hand, high steering angles and, on the other hand, good driving dynamics properties, and thus enables a vehicle 3 to be able to meet both requirements.

Reference symbol list

1

suspension

2

wheel

3

vehicle

4

Wheel carrier unit

5

first wheel carrier device

6

second wheel carrier device

7

Cylinder joint

8th

Steering actuator

9

Multi-link unit

10

Locking mechanism

11

first wishbone

12

second wishbone

13

Articulated connection

14

strut

15

constant steering axis

16

first contact surface

17

bolt

18

end face

19

second contact surface

20

flattened contact surface

21

Cones

22

cylindrical main body

23

pinion

24

Actor

25

Longitudinal axis

26

Front axle

27

rear axle

28

Front axle drive

29

drive motor

30

Rack and pinion steering

31

Rack

32

body

M1,M2

moment

MP

Focus

Claims (10)

Wheel suspension (1) for a wheel (2) of a vehicle (3), comprising: a wheel carrier unit (4) which is designed to rotatably accommodate the wheel (2) of the vehicle (3), a multi-link unit (9) which is set up to form a virtual steering axis around which the wheel (2) of the vehicle (3) can be steered, a steering actuator (8), which is designed to transmit a steering movement to the wheel (2), and a locking mechanism (10) which is designed to switch between a first operating mode of the wheel suspension (1) and a second operating mode of the wheel suspension (1), wherein the wheel carrier unit (4) has a first wheel carrier device (5) and a second wheel carrier device (6), which are rotatably connected to one another about an axis of rotation (15) via at least one cylinder joint (7), wherein the multi-link unit (9) has a first wishbone (11) and a second wishbone (12), each of which is articulated to the wheel carrier unit (4), and wherein the locking mechanism (10) is set up to block a movement of the first wishbone (11) and the second wishbone (12) in the first operating mode and is set up to block a rotational movement of the cylinder joint (7) in the second operating mode. Wheel suspension (1). Claim 1 , wherein the locking mechanism (10) has a bolt (17) with a cylindrical main body (22), and an actuator (24), the bolt (17) being displaceably arranged along a longitudinal axis (25) of the cylindrical main body (22), and has a first front-side contact surface (16) at a first axial end, a second front-side contact surface (19) at a second axial end, and the cylindrical main body (22) has a rack geometry, and wherein the actuator (24). Has pinion (23). is designed to engage with the rack geometry of the bolt (17) in order to move the bolt (17) along the longitudinal axis (25) of the cylindrical main body (22). Wheel suspension (1). Claim 2 , wherein the first wishbone (11) and the second wishbone (12) each have end surfaces (18) at one axial end, which are designed to form a pair of active surfaces with the first front-side contact surface (16) of the bolt (17), such that the movement of the two wishbones (11, 12) is blocked by a positive fit. Wheel suspension (1). Claim 2 or 3 , wherein a pin (21) of the cylinder joint (7) has a flattened contact surface (20), which is designed to form a pair of active surfaces with the second front-side contact surface (19) of the bolt (17), such that the Rotational movement of the cylinder joint (7) is blocked. Wheel suspension (1) according to one of the Claims 2 until 4 , wherein the actuator (24) of the locking mechanism (10) is firmly connected to the wheel carrier unit (4). Wheel suspension (1) according to one of the Claims 1 until 5 , wherein the second wheel carrier device (6) is coupled to a spring strut (14). Wheel suspension (1) according to one of the Claims 1 until 6 , wherein the locking mechanism (10) is designed to switch between the operating modes when the vehicle (3) is at a standstill. Use of a wheel suspension (1) according to one of the Claims 1 until 7 as a rear axle module of a vehicle (3). Vehicle (3), comprising: a front axle (26) with a wheel-specific front axle drive (28) and a rack and pinion steering (30), and a rear axle (27) with at least two wheel suspensions (1) according to one of Claims 1 until 7 . vehicle (3). Claim 9 , wherein the wheel-specific front axle drive (30) comprises drive motors (29) which are designed to be firmly connected to a body (32) of the vehicle (3).

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