Active driving height adjusting mechanism, angle module and vehicle

Abstract

The invention relates to an active height adjustment mechanism (2) for a vehicle, comprising: a main carrier (5) for fastening the height adjustment mechanism (2) to a vehicle body; a height adjustment drive (6) for adjusting the travel height; a suspension assembly (7) and a height adjustment lever (8) connected to the height adjustment drive (6) and the suspension assembly (7). A first rotary connecting piece (9) is arranged between the height adjusting rod (8) and the suspension assembly (7), and a second rotary connecting piece (10) is arranged between the height adjusting rod (8) and the height adjusting driving device (6). The purpose of the present invention is to provide a space-saving and low-complexity travel height adjustment mechanism. According to the invention, the rotational point of the height adjustment lever (8) lies on a third rotational connection (11) between the height adjustment lever (8) and the main carrier (5), the third rotational connection (11) being arranged along the height adjustment lever (8) between the first rotational connection (9) and the second rotational connection (10). The invention also relates to an angle module (1) and a vehicle having such a height adjustment mechanism (2).

Description

[0001] The present invention relates to an active ride height adjustment mechanism for a vehicle, the ride height adjustment mechanism comprising: a main bearing member, used for fixing the ride height adjustment mechanism on a vehicle body; a height adjustment drive device, used for active ride height adjustment of the vehicle body; a suspension assembly, used for attenuating / buffering mechanical impact between a wheel to be connected and the vehicle body; and a height adjustment rod, the height adjustment rod being connected to the height adjustment drive device and the suspension assembly, wherein a first rotating connection member is provided between the height adjustment rod and the suspension assembly, and a second rotating connection member is provided between the height adjustment rod and the height adjustment drive device.

[0002] Such an active ride height adjustment mechanism for a vehicle is known, for example, from WO 2021 093 693 A1. There, a worm gear acts on a toothed worm wheel which is integrated at one end of a rod, at the other end of which a disc spring is fixed, so that the rotational movement of the worm gear is converted into a rotational movement of the rod and then into a linear movement of the disc spring and a change in the ride height of the vehicle. A stabilizing device for reducing the roll angle is arranged between the ride height adjustment mechanisms of the opposite wheels.

[0003] Other active ride height adjustment mechanisms with a lever arrangement, a suspension device and a height adjustment drive are known from WO 2020 042 366 A1 and CN 102 689 576 A.

[0004] Known ride height adjustment mechanisms are extremely space-consuming and complex and in many cases require stabilizers to reduce the roll angle and generally require a large number of connecting elements between the opposing wheels for stabilization and steering (see WO 2021 093 693A1 and CN 102 689 576A). In addition, in known solutions, the adjustment of the ride height generally automatically leads to the adjustment of the spring force, which in turn partially leads to the introduction of compensation mechanisms for additional adjustment of the spring force (see WO 2020 042 366A1).

[0005] The invention is therefore based on the object of providing a ride height adjustment mechanism which saves space and has low complexity.

[0006] This object is achieved according to the invention by an active ride height control mechanism according to claim 1 , a corner module according to claim 15 and a vehicle according to claim 16 .

[0007] According to the invention, in an active ride height adjustment mechanism, the rotation point of a height adjustment lever of the type described at the outset is located on a third rotating connection between the height adjustment lever and the main carrier, the third rotating connection being arranged along the height adjustment lever between the first rotating connection and the second rotating connection.

[0008] Since the pivot point / fulcrum / center of rotation of the height adjustment lever is arranged along the height adjustment lever between the first and second pivot connections, the height adjustment lever is supported on the main carrier. As a result, a rotation of the height adjustment lever about its pivot point always influences the displacement of the height adjustment drive and the suspension component. On the one hand, a significantly more compact and more stable ride height adjustment mechanism can be achieved. At the same time, it is easier to connect the suspension component to the height adjustment mechanism in such a way that (virtually) no undesired adjustment of the spring force of the suspension component occurs when adjusting the ride height. Compensation mechanisms can thus also be omitted.

[0009] In the sense of the present application, a rotary connection may preferably be a rotary joint which can be rotatable about an axis or may comprise one or more such rotary joints.

[0010] Preferred embodiments and developments of the invention are apparent from the respective dependent claims.

[0011] In an embodiment of the invention, the ride height adjustment mechanism is configured to change the ride height of the vehicle by up to 10 cm, preferably by up to 20 cm, particularly preferably by up to 30 cm. Since the ride height adjustment mechanism preferably allows the ride height to be adjusted for individual wheels, safety and driving comfort can thereby be improved in a variety of driving situations (curving, braking, inclined lanes, etc.).

[0012] According to a preferred embodiment of the present invention, the movement of the height adjustment drive in one direction causes the suspension component to move in a substantially opposite direction. Such a design keeps the ride height adjustment mechanism compact, because the lever arm can be selected to be shorter and have a smaller swing range than in the prior art. The height adjustment drive and the suspension component can move along the main carrier, so that during the lifting and lowering movement, all three components remain close to each other. "Substantially opposite" is to be understood here as the suspension component and the height adjustment drive moving in approximately anti-parallel directions, wherein the deviation from the exact anti-parallel movement is less than ±30°, preferably less than ±20°, and particularly preferably less than ±10°. Here, the angle between the height adjustment drive and the suspension component preferably depends on the ride height setting and changes in sign within the height adjustment range that can be set by the ride height adjustment mechanism.

[0013] Preferably, the suspension assembly has a fourth pivot connection, preferably at an end opposite the first pivot connection, which connects the suspension assembly to the lower wheel carrier. Preferably, the fourth pivot connection comprises two pivot joints, which are arranged offset along the same axis of rotation on the lower wheel carrier. The two pivot joints can be connected to the axial ends of the suspension assembly via U-shaped end blocks, wherein the suspension assembly extends through the interruption in the lower wheel carrier. As a result, the length of the suspension assembly can be increased without significantly increasing the structural height of the ride height adjustment mechanism itself.

[0014] In one embodiment, the height adjustment drive preferably has a fifth rotating connection at the motor housing of the height adjustment drive, which connects the height adjustment drive to the main carrier. The fifth rotating connection is preferably arranged between at least two connection geometries between the main carrier and the vehicle body. This can save more structural space. The fifth rotating connection makes it possible to change the inclination of the longitudinal axis of the height adjustment drive relative to the main carrier during ride height adjustment (fine adjustment, for example, an adjustment amplitude of up to 30°, up to 20° or up to 10°). The presence of the fifth rotating connection does not automatically mean that the fourth rotating connection must be implemented. The corresponding situation applies to the other "higher numbered" rotating connections described.

[0015] Preferably, the height adjustment drive comprises a lead screw with a ball transmission preferably arranged concentrically around the lead screw, wherein the second rotary connection is arranged at the (upper) end of the lead screw. The lead screw then presses the height adjustment rod upwards via the second rotary connection to raise the vehicle body and thereby presses the first rotary connection and the suspension component downwards. Conversely, the lead screw pulls the height adjustment rod downwards via the second rotary connection to lower the vehicle body and thereby pulls the first rotary connection and the suspension component upwards. The ball transmission with the lead screw is particularly space-saving, low-friction, low-wear and has a low starting torque.

[0016] Preferably, the height adjustment transmission comprises a brushless DC motor with a hollow shaft. Particularly preferably, the motor is simultaneously a ball transmission arranged concentrically around the lead screw.

[0017] In one embodiment, the suspension assembly comprises a pneumatic spring. The pneumatic spring can be a gas spring (compressed gas spring) or an air spring. Pneumatic springs have the advantage over coil springs that high spring forces can be achieved despite a more compact design. Since the ride height adjustment mechanism can be used particularly advantageously with wheel hub motors, high spring forces are desirable due to the increased unsprung mass. Furthermore, the suspension assembly can comprise a damper. The damper can be integrated particularly easily into the pneumatic spring.

[0018] Preferably, the main carrier comprises at least one connection geometry for connecting the ride height adjustment mechanism to the vehicle body, wherein the connection geometry is configured for essentially horizontal connection to the vehicle body. The main carrier preferably comprises at least two connection geometries, particularly preferably four connection geometries, for connecting the ride height adjustment mechanism to the vehicle body. “Essentially horizontal” is to be understood here, for example, that the connection geometry is arranged at an angle of ±15° to the horizontal. In the present application, “horizontal” and “vertical” are always to be understood relative to a neutral, flat parking position of the vehicle.

[0019] Preferably, the main carrier comprises at least two horizontally offset connection geometries, wherein the height adjustment drive extends essentially vertically between the connection geometries. This is particularly space-saving, since the height adjustment drive can be arranged in otherwise unused space. Particularly preferably, the height adjustment drive extends between two pairs of connection geometries, each of which is arranged at the same height. "Essentially vertical" is to be understood here, for example, to mean that the height adjustment drive is arranged at an angle of ±30° to the vertical. However, when adjusting the ride height, the inclination angle changes.

[0020] In a preferred embodiment, the main carrier is connected to a lower wheel carrier, at the wheel-side end of which a steering knuckle joint, preferably designed as a ball joint, is arranged. The lower wheel carrier preferably extends substantially horizontally and is connected to the main carrier at its lower end.

[0021] Preferably, the upper end of the main carrier can be rotatably connected to an upper wheel carrier assembly, to which a steering assembly is fixed, which provides a steerable wheel connection via an articulated element. Preferably, the ride height adjustment mechanism comprises an upper wheel carrier assembly and a lower wheel carrier. This provides a connection to the wheel that is as stable and flexible as possible. However, the presence of an upper wheel carrier assembly does not necessarily mean that a lower wheel carrier must also be present, and vice versa.

[0022] In a preferred embodiment, the steering assembly comprises a steering actuator which is designed to transmit a steering moment or torque to the wheels via the articulated element during operation. The ride height adjustment mechanism thus provides both a ride height adjustment function, a damping function, and a steering function.

[0023] Particularly preferably, the steering assembly is configured to provide an independent steering capability for a wheel that can be connected to the ride height adjustment mechanism in an angular range of at least ±60°, preferably at least ±75°, particularly preferably at least ±90°. The ride height adjustment mechanism according to the invention is designed to be particularly space-saving and wheel-specific and is therefore particularly suitable for connection to a steering assembly that can control a single wheel and has a large steering angle.

[0024] Furthermore, the invention also provides an angle module comprising a ride height adjustment mechanism according to one of the above-described embodiments and a wheel hub motor connected to the ride height adjustment mechanism. Such an angle module allows for a particularly high degree of flexibility in vehicle design. Furthermore, the wheel hub motor must also be connected particularly easily to a steering assembly integrated in the angle module, since the steering moment and the drive torque can be generated locally in the angle module.

[0025] According to the invention, a vehicle is also provided, which comprises at least two ride height adjustment mechanisms according to one of the above-described embodiments or at least two corner modules according to one of the above-described embodiments. Particularly preferably, the vehicle according to the invention comprises the same number of ride height adjustment mechanisms or corner modules as the number of wheels the vehicle has.

[0026] Preferably, no stabilizing device for reducing the roll angle is arranged between two opposite ride height adjustment devices and / or between two opposite corner modules. The ride height adjustment device according to the invention or the corner module according to the invention can achieve a so-called "anti-rolling property" for reducing the roll angle without the need for additional stabilizing devices.

[0027] In another embodiment, the control unit of the vehicle is configured to individually control at least two, preferably four, ride height adjustment mechanisms and / or angle modules to reduce the roll angle of the vehicle, thereby also improving safety and driving comfort in various driving situations (curving, braking, inclined or uneven roadways, etc.).

[0028] Further details of the invention emerge from the description of the illustrated embodiments and from the dependent claims.

[0029] In the attached picture:

[0030] Figure 1 An isometric view of a corner module according to the invention with a ride height adjustment mechanism and mounted wheels is shown,

[0031] Figure 2 Shown alone without steering assembly Figure 1 The ride height adjustment mechanism shown,

[0032] Figure 3A Show Figure 1 and Figure 2 External view of the height adjustment drive of the ride height adjustment mechanism,

[0033] Figure 3B Show Figure 1 and Figure 2 A sectional view of a height adjustment drive of a ride height adjustment mechanism,

[0034] Figure 4A Shown with ride height setting for neutral / zero operation Figure 1 The corner module,

[0035] Figure 4B Shown with raised ride height setting Figure 4A The corner module,

[0036] Figure 4C Shown with reduced ride height setting Figure 4A and Figure 4B The corner module,

[0037] Figure 5 A vehicle according to the invention is shown.

[0038] In the following detailed description of the preferred embodiments, the same reference numerals represent substantially the same components or the same components in or at these embodiments. However, in order to better illustrate the present invention, the preferred embodiments shown in the drawings are not always shown to scale.

[0039] Figure 1 The corner module 1 according to the invention is shown, which comprises an active ride height adjustment mechanism 2 according to the invention (in Figure 2 ) and a wheel hub motor 3 connected to the ride height adjustment mechanism 2 in the wheel 4.

[0040] The ride height adjustment mechanism 2 for a vehicle (not shown) comprises a main carrier 5 for fixing the ride height adjustment mechanism 2 to a vehicle body (not shown). The ride height adjustment mechanism 2 also comprises a height adjustment drive 6 for actively adjusting the ride height of the vehicle body and a suspension assembly 7 for attenuating mechanical impacts between the wheel 4 to be connected and the vehicle body.

[0041] Furthermore, the ride height adjustment mechanism 2 comprises a height adjustment rod 8, which is connected to the height adjustment drive 6 and the suspension assembly 7. A first rotation connection 9 is arranged between the height adjustment rod 8 and the suspension assembly 7, and a second rotation connection 10 is arranged between the height adjustment rod and the height adjustment drive. The rotation point of the height adjustment rod 8 is located on a third rotation connection 11 between the height adjustment rod 8 and the main carrier 5. The third rotation connection 11 is arranged along the height adjustment rod 8 between the first rotation connection 9 and the second rotation connection 10. The third rotation connection 11 is arranged substantially in the middle between the first rotation connection 9 and the second rotation connection 10, but the third rotation connection 11 can also have another positioning if another lever ratio is required. That is, when the lever of the height adjustment rod moves, the height adjustment rod 8 is supported on the main carrier 5. As a result, the rotation of the height adjustment rod 8 about its rotation point always affects the displacement of the height adjustment drive 6 and the suspension assembly 7. A movement of the height adjustment drive 6 in one direction causes a movement of the suspension assembly 8 in a substantially opposite direction.

[0042] The suspension component 7 has a fourth pivot connection 12 at the end opposite to the first pivot connection 9, which connects the suspension component 7 to the lower wheel carrier 13. Preferably, the fourth pivot connection 12 comprises two pivot joints arranged at the lower wheel carrier 13 at an offset along the same axis of rotation. The two pivot joints are connected to the axial ends of the suspension component 7 via (U-shaped) end blocks 14, wherein the suspension component 7 extends through the interruption 15 in the lower wheel carrier 13. As a result, the length of the suspension component 7 can be increased without significantly increasing the structural height of the ride height adjustment mechanism 2 itself.

[0043] The height adjustment drive 6 has a fifth rotating connection 17 (at the motor housing 16 of the height adjustment drive 6). Figure 1 and Figure 2 3), which connects the height adjustment drive 6 to the main carrier 5. The fifth rotational connection 17 is preferably arranged between at least two (here four) connection geometries 18 between the main carrier 5 and the vehicle body. The connection geometries 18 are configured for a substantially horizontal connection to the vehicle body. The fifth rotational connection 17 enables the inclination of the longitudinal axis of the height adjustment drive 6 to be varied relative to the main carrier 5 during ride height adjustment (fine adjustment, for example, adjustment by up to 30°, up to 20° or up to 10°).

[0044] The suspension assembly 7 comprises a pneumatic spring 19. The pneumatic spring 19 can be a gas spring or an air spring. However, a disc spring can also be used as an alternative. In addition, the suspension assembly 7 can comprise a damper. The damper can be integrated into the pneumatic spring 19 particularly easily.

[0045] The main carrier 5 is connected to the lower wheel carrier 13 at the lower end. A sixth pivoting connection 20 is arranged between the main carrier 5 and the lower wheel carrier 13, which allows a change in the relative angle between the main carrier 5 and the lower wheel carrier 13 when the ride height is adjusted. An elastic spring joint 21 is also arranged between the main carrier 5 and the lower wheel carrier 13. The spring joint 21 also allows a certain change in the relative angle between the main carrier 5 and the lower wheel carrier 13 and also provides an additional damping and buffering effect, especially in the longitudinal direction of the vehicle. A steering knuckle joint 22 (designed here as a ball joint) is arranged at the wheel-side end of the lower wheel carrier 13.

[0046] At the upper end of the main bearing member 5, an upper wheel frame assembly 23 is pivotally connected via a seventh rotating connection member 24 (see Figure 1 The steering assembly 25 is fixed by an eighth rotating connection 26 which provides a steerable wheel connection via an articulated element 27 .

[0047] The steering assembly 25 comprises a steering actuator which is designed to transmit a steering moment or torque to the wheels 4 during operation via the joint element 27. The ride height adjustment mechanism 2 or the angle module 1 thus provides both a ride height adjustment function, a damping function and a steering function.

[0048] exist Figure 2 In the embodiment shown in FIG. 2 , the steering assembly 25 and the upper wheel carrier assembly are not connected to the ride height adjustment mechanism 2. The connection assembly 28 at the suspension assembly 7 can be identified, which can include one or more current connections and / or signal connections and / or coolant lines and / or hydraulic lines. These connections can be configured to supply and / or control and / or cool the steering actuator and / or the wheel motor 4, which can include an electric motor and an electromechanical or hydraulic brake.

[0049] Figure 1 and Figure 2 The height adjustment drive device 6 shown is Figure 3A is shown in an external view in Figure 3B The height adjustment drive 6 is shown in a sectional view and rotated by 90°. The height adjustment drive 6 comprises a lead screw 29 with a ball transmission arranged concentrically around the lead screw. The second rotary connection 10 is arranged at the end of the lead screw 29. The height adjustment drive 6 is designed as a brushless DC motor 30 with a hollow shaft 31. Figure 3A In FIG. 5 , a part of a fifth rotary connection 17 is shown on the motor housing 16 of the height-adjusting drive 6 , which fifth rotary connection connects the height-adjusting drive 6 to the main carrier 5 .

[0050] The DC motor 30 comprises a rotor 32 and a stator 33, which are arranged in the motor housing 16. In addition, a bearing seat 34 of a ball transmission is provided in the motor housing 16.

[0051] The lead screw 29 presses the height adjustment rod 8 upwards through the second rotating connection 10 to raise the vehicle body, and thereby presses down the first rotating connection 9 and the suspension assembly 7. Conversely, the lead screw 29 pulls the height adjustment rod 8 downwards through the second rotating connection 10 to lower the vehicle body, and thereby pulls the first rotating connection 9 and the suspension assembly 7 upwards.

[0052] Figure 4A , Figure 4B and Figure 4C Show Figure 1 The corner module 1 and the ride height adjustment mechanism 2 are shown in a side view. As can be seen by the horizontally extending dashed reference line, Figure 4A Corner module 1 is shown with a neutral ride height setting, while Figure 4B Shows a raised (5 cm) ride height setting and Figure 4C A lowered ride height setting (5 cm) is shown. However, embodiments with a greater ride height adjustment range are also possible, for example increases of up to ±10 cm, up to ±20 cm or up to ±30 cm.

[0053] When the ride height is adjusted, the main carrier 5 together with the vehicle body is displaced substantially vertically upwards or downwards. Figure 4A and Figure 4B The comparison between the two shows that when the ride height is raised, the height adjustment drive 6 moves upwards together with the suspension assembly 7. Although the motor housing 16 moves downwards at the spindle, it also moves upwards as a whole when the ride height is raised. The ends of the height adjustment lever 8, the lower wheel carrier 13 and the upper wheel carrier assembly 23 facing away from the wheel are pivoted upwards.

[0054] Figure 4A and Figure 4C The comparison shows that when the ride height is lowered, the height adjustment drive 6 moves downwards together with the suspension assembly 7. Although the motor housing 16 moves upwards at the spindle, it also moves downwards as a whole when the ride height is lowered. The ends of the height adjustment lever 8, the lower wheel carrier 13 and the upper wheel carrier assembly 23 facing away from the wheel are pivoted downwards.

[0055] Figure 5Finally, an embodiment of a vehicle 35 according to the invention with four corner modules 1 is shown. The control unit 36 ​​of the vehicle 35 is configured to individually control the ride height adjustment mechanism 2 or the corner module 1. Alternatively or additionally, a plurality of control units 36 may also be provided, for example one for each axle or one for each corner module 1, in order to be provided individually or as a fault spare part, thereby providing, for example, more redundancy. The control unit 36 ​​individually controls the ride height adjustment mechanism 2 or the corner module 1 in order to adjust the ride height of the vehicle 35 and / or to reduce the roll angle of the vehicle 35. However, the control unit 36 ​​can also control any wheel hub motors 3 and / or the brakes integrated therein. The control unit 36 ​​can also additionally or alternatively control the steering assembly 25.

[0056] List of Reference Numerals

[0057] 1 Corner Module

[0058] 2 Ride height adjustment mechanism

[0059] 3 Wheel Hub Motor

[0060] 4 wheels

[0061] 5 Main bearing parts

[0062] 6 Height adjustment drive

[0063] 7 Suspension components

[0064] 8 Height adjustment lever

[0065] 9 First rotating connection

[0066] 10 Second rotating connection

[0067] 11 Third rotating connection

[0068] 12 Fourth rotating connecting member

[0069] 13 Lower wheel frame

[0070] 14 End Block

[0071] 15 Interruption

[0072] 16 Motor housing

[0073] 17 Fifth rotating connecting member

[0074] 18 Connection Geometry

[0075] 19 Pneumatic spring

[0076] 20 Sixth rotating connecting member

[0077] 21 Elastic spring connector

[0078] 22 Steering knuckle joint

[0079] 23 Upper wheel frame assembly

[0080] 24 Seventh rotating connecting piece

[0081] 25 Steering assembly

[0082] 26 Eighth rotating connection

[0083] 27 Articulated elements

[0084] 28 Connecting components

[0085] 29 Screw

[0086] 30 DC Motor

[0087] 31 Hollow shaft

[0088] 32 Rotor

[0089] 33 Stator

[0090] 34 Support seat

[0091] 35 Vehicles

[0092] 36 Control Unit

Claims

1. An active ride height adjustment mechanism (2) for a vehicle (35), the ride height adjustment mechanism comprising: A main bearing member (5) is used to fix a ride height adjustment mechanism (2) on a vehicle body; a height adjustment drive device (6) is used for actively adjusting the ride height of the vehicle body; a suspension assembly (7) is used to attenuate mechanical impact between a wheel (4) to be connected and the vehicle body; and a height adjustment rod (8) is connected to the height adjustment drive device (6) and the suspension assembly (7), wherein a first rotating connection member (9) is provided between the height adjustment rod (8) and the suspension assembly (7), and a second rotating connection member (10) is provided between the height adjustment rod (8) and the height adjustment drive device (6), It is characterized in that a third rotating connection member (11) is provided between the height adjustment rod (8) and the main bearing member (5), the rotation point of the height adjustment rod (8) is located on the third rotating connection member, and the third rotating connection member (11) is arranged between the first rotating connection member (9) and the second rotating connection member (10) along the height adjustment rod (8).

2. The ride height adjustment mechanism (2) according to claim 1, characterized in that: The ride height adjustment mechanism (2) is configured to change the ride height of the vehicle (35) by up to 10 cm, preferably by up to 20 cm, particularly preferably by up to 30 cm.

3. The ride height adjustment mechanism (2) according to claim 1 or 2, characterized in that: Movement of the height adjustment drive (6) in one direction causes movement of the suspension assembly (7) in a substantially opposite direction.

4. The ride height adjustment mechanism (2) according to one of the preceding claims, characterized in that The suspension assembly (7) has, preferably at the end opposite the first pivot connection (9), a fourth pivot connection (12) which connects the suspension assembly (7) to the lower wheel carrier (13).

5. The ride height adjustment mechanism (2) according to one of the preceding claims, characterized in that The height-adjusting drive (6) has, preferably on the motor housing (16) of the height-adjusting drive (6), a fifth rotary connection (17) which connects the height-adjusting drive (6) to the main carrier (5).

6. The ride height adjustment mechanism (2) according to one of the preceding claims, characterized in that The height adjustment drive (6) comprises a threaded spindle (29) with a ball transmission preferably arranged concentrically around the threaded spindle (29), the second rotary connection (10) being arranged at the end of the threaded spindle (29).

7. The ride height adjustment mechanism (2) according to one of the preceding claims, characterized in that The height adjustment drive device (6) comprises a brushless DC motor (30) with a hollow shaft (31).

8. The ride height adjustment mechanism (2) according to one of the preceding claims, characterized in that The suspension assembly (7) includes a pneumatic spring (19).

9. The ride height adjustment mechanism (2) according to one of the preceding claims, characterized in that The main carrier (5) comprises at least one connection geometry (18) for connecting the ride height adjustment mechanism (2) to the vehicle body, the connection geometry (18) being configured for a substantially horizontal connection to the vehicle body.

10. The ride height adjustment mechanism (2) according to claim 9, characterized in that: The main carrier (5) comprises at least two horizontally offset connecting geometries (18), between which the height adjustment drive (6) extends substantially vertically.

11. The ride height adjustment device (2) according to one of the preceding claims, characterized in that The main support (5) is connected to a lower wheel carrier (13), at the wheel-side end of which a steering knuckle joint (22) is arranged, which is preferably designed as a ball and socket joint.

12. The ride height adjustment device (2) according to one of the preceding claims, characterized in that The upper end of the main bearing member (5) can be rotatably connected to an upper wheel frame assembly (23), to which a steering assembly (25) is fixed, and the steering assembly provides a steerable wheel connection via an articulated element (27).

13. The ride height adjustment mechanism (2) according to claim 12, characterized in that: The steering assembly (25) comprises a steering actuator which is designed to transmit a steering moment or torque to the wheels (4) via a joint element (27) during operation.

14. The ride height adjustment mechanism (2) according to claim 13, characterized in that: The steering assembly (25) is configured to provide independent steering capability for wheels (4) connectable to the ride height adjustment mechanism (2) within an angular range of at least ±60°, preferably at least ±75°, particularly preferably at least ±90°.

15. An angle module (1) comprising a ride height adjustment mechanism (2) according to one of the preceding claims, and a wheel hub motor (3) connected to the ride height adjustment mechanism (2).

16. A vehicle (35) comprising at least two ride height adjustment devices (2) according to one of claims 1 to 14 and / or at least two corner modules (1) according to claim 15.

17. The vehicle (35) according to claim 16, characterized in that No stabilizing device for reducing the roll angle is arranged between two opposite ride height adjustment devices (2) and / or between two opposite corner modules (1).

18. The vehicle (35) according to claim 16 or 17, characterized in that A control unit (36) of a vehicle (35) is configured to individually actuate at least two, preferably four, ride height adjustment devices (2) and / or corner modules (1) in order to reduce a roll angle of the vehicle (35).

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