Wheel suspension

Abstract

Wheel suspension (5) for a motor vehicle (1), comprising a wheel carrier (7) for rotatably receiving a wheel (6), wherein the wheel carrier (7) is connected to a linkage assembly (11) which can be attached to a body (2) and / or an axle carrier of the motor vehicle (1) in order to hold and guide the wheel carrier (7) therein, wherein the wheel suspension (5) is assigned a steering device (14) for adjusting a steering angle of the wheel (6) about a steering axis (23) and a motor (10) integrated into the wheel (6) for driving the wheel (6), characterized in that the steering device (14) is designed to be wheel-individual in order to steer exclusively the wheel (6) of this one wheel suspension of the motor vehicle (1), wherein the steering device (14) has a steering actuator (17) and a tie rod (16) adjustable thereto,wherein the steering actuator (17) is arranged to act with the tie rod (16) between a force application point (20) located on a lever arm (18) of the steering device (14) and a vehicle-side bearing area (21), wherein the steering actuator (17) is operable to change a distance (25) between the vehicle-side bearing area (21) and the force application point (20) in order to perform steering adjustment movements, wherein the vehicle-side bearing area (21) is designed as a rotary joint with at least one degree of freedom, so that the steering actuator (17) kinematically functions within the wheel suspension (5) as a length-variable two-point link, which grants the wheel carrier (7) the necessary freedom of movement during compression or rebound and / or steering movements of the wheel (6).

Description

[0001] The invention relates to a wheel suspension for a motor vehicle according to the preamble of claim 1 and to a motor vehicle according to claim 11.

[0002] In the field of application, particularly in passenger cars, wheel suspensions are known which have a wheel carrier for the rotatable mounting of a wheel, wherein the wheel carrier is connected to a linkage assembly that can be attached to a body and / or an axle carrier of the motor vehicle in order to hold and guide the wheel carrier. The axle systems used are regularly equipped with a central drive and a central steering system.

[0003] Motor vehicles typically have steering angles of 35 to 50 degrees at the front axle. Partly due to increasing urbanization, there is a growing need for concepts for wheel suspensions with larger steering angles, i.e., steering angles well over 40 degrees up to 90 degrees. Accordingly, concepts for wheel suspensions with very large steering angles exist; for example, see DE 10 2015 203 632 A1. Vehicles with very large steering angles are not only easier to maneuver into smaller parking spaces, but also improve traffic flow. For example, so-called U-turns can be executed more easily on normal roads without the need for complex maneuvering.

[0004] Previously known wheel suspensions with very large steering angles have the disadvantage that they cannot be driven by a central drive, as the drive shafts cannot achieve the relatively large articulation angles, or only with significant drawbacks. Furthermore, axle systems based on a central drive have the disadvantage that considerable installation space is required in the center of the vehicle for drivetrain components (drive shafts, transfer case, and possibly the drive motor). This installation space cannot then be used for other purposes, such as trunk or frunk space.

[0005] From DE 10 2021 115 969 A1 a generic wheel suspension for a motor vehicle according to the features of the preamble of claim 1 is known.

[0006] The object of the present invention is to provide a wheel suspension for a motor vehicle that allows for large steering angles and simultaneously enables energy-efficient wheel drive. Furthermore, it aims to enable improved use of installation space in the central area of ​​the motor vehicle compared to centrally driven wheel suspensions. Preferably, the wheel suspension can also be used for different motor vehicle concepts by being adaptable to various vehicle designs. Finally, a motor vehicle equipped with such wheel suspensions is described.

[0007] The aforementioned problem is solved by a wheel suspension according to the features of claim 1. This is a wheel suspension for a motor vehicle, comprising a wheel carrier for rotatably receiving a wheel, wherein the wheel carrier is connected to a linkage assembly that can be attached to a body and / or an axle carrier of the motor vehicle in order to hold and guide the wheel carrier. The wheel suspension is associated with a steering device for adjusting the steering angle of the wheel about a steering axis and with a motor integrated into the wheel for driving the wheel. According to the invention, the wheel suspension is characterized in that the steering device is designed to be wheel-specific in order to steer exclusively the wheel of this one wheel suspension of the motor vehicle, wherein the steering device comprises a steering actuator and a tie rod adjustable thereto.wherein the steering actuator is arranged to act with the tie rod between a force application point located on a lever arm of the steering device and a vehicle-side bearing area, wherein the steering actuator is operable to change a distance between the vehicle-side bearing area and the force application point in order to perform steering adjustment movements, wherein the vehicle-side bearing area is designed as a rotary joint with at least one degree of freedom, so that the steering actuator kinematically functions within the wheel suspension as a length-variable two-point link that grants the wheel carrier the necessary freedom of movement during compression or rebound and / or steering movements of the wheel.

[0008] By integrating both a steering device and a drive motor for the wheel into the wheel suspension according to the invention, various advantages can be achieved with a motor vehicle equipped with this wheel suspension. A motor integrated into the wheel, particularly in the form of an electric motor, contributes to a higher efficiency of the drivetrain compared to a central drive. Especially in an electrically powered vehicle that draws most of its drive energy from an onboard battery, reduced energy consumption plays a significant role. Drive shafts, transfer cases, numerous bearings, and associated connecting elements can be omitted. In addition to the resulting weight savings, this omission allows for better use of installation space, particularly in the central area of ​​the vehicle (for example, usable as a larger trunk and / or frunk).The increased available installation space can also be used advantageously for larger steering angles of the wheel suspension. By assigning a steering device (associated solely with the wheel suspension, i.e., wheel-individual) to the wheel suspension, independent wheel steering is advantageously achieved, making a vehicle equipped with this system highly maneuverable, since the wheel suspension can be steered independently of the other wheel suspensions of the vehicle.

[0009] The motor used in the wheel suspension is preferably a wheel hub motor, which transmits drive torque to the wheel carrier. An electric wheel hub motor is advantageous. Power supply via an electrical conductor can be implemented in a relatively simple manner. Steering movements can be tracked using an electrical conductor. The wheel hub motor can be designed with or without a transmission.

[0010] In a manner known per se, the wheel carrier is connected to a linkage assembly that can be attached to the body and / or axle carrier of the motor vehicle. According to a preferred embodiment of the wheel suspension, the linkage assembly comprises at least one control arm, in particular in the form of a triangular control arm, which is pivotally connected to the wheel carrier on the wheel side and which can be pivotally attached to the body and / or axle carrier of the motor vehicle on the vehicle side.

[0011] According to the invention, the steering device of the wheel suspension is designed to be wheel-individual in order to steer exclusively the wheel of this one wheel suspension of the motor vehicle, wherein the steering device has a steering actuator and a tie rod that can be adjusted therewith.

[0012] The steering mechanism of the wheel suspension can be designed in various ways. According to the invention, the steering actuator with the tie rod is arranged to act between a force application point located on a lever arm of the steering mechanism and a vehicle-side bearing area. The steering actuator is operable to change the distance between the vehicle-side bearing area and the force application point in order to perform steering movements. Advantageously, this is achieved by moving the tie rod by a stroke. In other words, the steering actuator with the tie rod is a length-variable assembly, whereby the steering actuator can, for example, effect a stroke of 40-100 mm in order to move the tie rod translationally by a corresponding stroke. On the vehicle side, the steering actuator can be connected to the body and / or the axle carrier of the motor vehicle in a bearing area.

[0013] According to the invention, in the wheel suspension, the vehicle-side bearing area is designed as a rotary joint with at least one degree of freedom, so that the steering actuator (with attached tie rod) functions kinematically within the wheel suspension as a length-variable two-point link - in the sense of a continuous tie rod - which grants the wheel carrier the necessary freedom of movement during compression or rebound and / or steering movements of the wheel.

[0014] To achieve particularly large steering angles of well over 50°, the steering device advantageously comprises a transmission device having a lever arm pivotally connected to the control arm and a connecting link pivotally connected to the lever arm, wherein the connecting link is pivotally connected to the wheel carrier, such that the steering device transmits a movement of the tie rod caused by the steering actuator into a pivoting movement of the wheel carrier about the steering axis. With suitable design and dimensioning, very large steering angles of up to 90° can be achieved with the steering device described above.

[0015] A preferred embodiment of the wheel suspension provides that the lever arm of the steering mechanism is connected to the relevant control arm of the wheel suspension with exactly one rotational degree of freedom, in particular by means of a pivot joint. The pivot joint can advantageously support at least part of the weight of the steering actuator (with attached tie rod) and / or provide torque support.

[0016] The wheel suspension is further preferably designed such that the control arm to which the lever arm is connected has a shape, in particular a recess, pocket or the like, to prevent contact between the control arm and the tie rod and / or the lever arm.

[0017] The linkage arrangement of the wheel suspension can be designed in different ways. According to a preferred design in the so-called MacPherson design, the linkage arrangement has a lower control arm that is pivotally connected to the wheel carrier on the wheel side and that can be pivotally connected to the body and / or the axle carrier of the vehicle on the vehicle side, as well as a strut for supporting the wheel carrier against the body and / or the axle carrier of the vehicle, wherein the steering mechanism is preferably located at the bottom, in the area of ​​the lower control arm.

[0018] Alternatively, a design in so-called double wishbone construction is conceivable, whereby the linkage arrangement in this case has an upper wishbone and a lower wishbone, wherein each of the wishbones is articulated to the wheel carrier on the wheel side and can be articulated to the body and / or the axle carrier of the motor vehicle on the vehicle side, wherein the steering device is preferably located on top, in the area of ​​the upper wishbone.

[0019] In general, the wheel suspension can be designed with or without a braking device for the wheel. According to a preferred embodiment of the wheel suspension, the wheel carrier is suitable for accommodating a braking device for the wheel, in particular a brake caliper or an integrated brake.

[0020] The aforementioned problem is also solved by a motor vehicle according to the features of claim 11. This is a motor vehicle in which a front axle and / or a rear axle is each equipped with a pair of wheel suspensions of the type described above. It should be expressly noted that it is equally conceivable to equip a motor vehicle exclusively on the front axle, exclusively on the rear axle, or on both the front and rear axles with a pair of wheel suspensions of the type described above. Depending on the vehicle's configuration with steerable and driven wheel suspensions on the front and rear axles, the motor vehicle can perform various driving maneuvers, which will be described in more detail below with reference to the drawing, or achieve special functions.

[0021] Advantageously, the steering components of at least the wheel suspensions of one axle of the motor vehicle are part of a so-called steer-by-wire system. In a steer-by-wire system, the connection between the control device, i.e., the steering sensor, in particular the steering wheel, and the steering mechanism is exclusively electrical. There is no mechanical connection between the control device (steering wheel) and the steering mechanism. The purely electrical connection of the steer-by-wire system enables individual wheel control, particularly for specific driving maneuvers that will be described later.

[0022] An advantageous further development of the motor vehicle provides that it is capable of compensating, at least partially, for the failure of a steering device or wheel suspension of the motor vehicle by appropriately controlling at least one other operational steering device of the motor vehicle and / or by appropriately controlling at least one operational wheel motor of the motor vehicle.

[0023] Furthermore, the rear axle of the motor vehicle may be designed to be steerable and have a steering system equipped with a failsafe. This failsafe may consist, for example, of a mechanical measure whereby a steering actuator in its drive train has a self-locking mechanism, so that in the event of an electrical failure, a previously set steering angle is at least maintained.

[0024] The invention is explained in more detail below with reference to the accompanying drawing. Further advantageous effects of the invention will also become apparent from this drawing. The drawing shows: Fig. 1 a wheel suspension for a motor vehicle according to an embodiment of the invention in top view, Fig. 2 the wheel suspension Fig. 1, however with the shock absorber fully shown, in a view from a front oblique angle, Fig. 3 a motor vehicle according to an embodiment of the invention in a simplified schematic view from above, Fig. Four motor vehicles performing six different driving maneuvers.

[0025] The Fig. 1 and Fig. Figure 2 shows a wheel suspension 5 for a motor vehicle according to a preferred embodiment of the invention in different views. Fig. Figure 1 shows the wheel suspension 5 in top view. Fig. 2. A view from a slightly oblique front view. For presentation purposes, in Fig. 1. A strut 13 is only partially shown in order not to obscure underlying components. Since – apart from this difference – it is the same wheel suspension 5, the Fig. 1 and Fig. 2. The terms and reference numbers mentioned below refer to the same components or facts.

[0026] During the Fig. 1 and Fig. The wheel suspension 5 shown in Figure 2 is a wheel suspension suitable for a motor vehicle (not shown here). The motor vehicle can be equipped with one pair of such wheel suspensions 5 on each of the front and / or rear axles.

[0027] The wheel suspension 5 has a wheel carrier 7, relative to which a wheel 6 is rotatably mounted about a wheel axis 9. The wheel carrier 7 is articulated to a linkage 11, which will be explained in more detail below. The linkage 11, in turn, can be connected to a body and / or axle carrier of a motor vehicle. Various connection points are provided for this purpose, which will be discussed below. The linkage 11 serves to hold and guide the wheel carrier 7 with the wheel 6 rotatably mounted on it. The wheel suspension 5 is capable of actively adjusting the steering angle of the wheel 6 about a steering axis 23, i.e., steering the wheel or a motor vehicle equipped with the wheel suspension. In addition, the wheel suspension 5 is capable of driving the wheel 6, thereby propelling a motor vehicle equipped with the wheel suspension 5.

[0028] The wheel suspension 5 according to the one described in the Fig. 1 and Fig. The embodiment shown in Figure 2 is constructed in a so-called MacPherson strut design. The linkage assembly 11 comprises a lower control arm 12, which is pivotally connected to the wheel carrier 7 on the wheel side. On the vehicle side, the control arm 12 can be pivotally connected to the vehicle body and / or an axle carrier by means of a joint 27 and a joint 28. Accordingly, in the installed state, the lower control arm 12 can pivot about an axis of rotation passing through the joints 27 and 28 relative to the vehicle body or axle carrier in order to allow vertical movement of the wheel 6 (compression and rebound of the wheel 6). The linkage assembly 11 further comprises a strut 13, which is rigidly connected to the wheel carrier 7 at its lower end facing the wheel carrier 7.The strut 13 comprises a spring-damper unit in a manner known per se and extends essentially parallel to a vertical direction of the vehicle, the direction of extension of the spring-damper unit forming the steering axis 23, i.e., coinciding with it. In addition to its spring and damping function, the strut 13 serves to support the wheel carrier 7 against the body or an axle carrier of the motor vehicle equipped with the wheel suspension 5.

[0029] The wheel suspension 5 has a steering device 14 with which the steering angle of the wheel 6 about the steering axis 23 can be actively adjusted. In the illustrated embodiment according to Fig. 1 and Fig. 2 The steering device 14 is located below, in the area of ​​the lower control arm 12. A key feature of the wheel suspension 5 is that the steering device 14 is designed to steer each wheel individually. This means that the steering device 14 serves exclusively to steer the wheel 6 of the wheel suspension 5 shown. Accordingly, the wheel 6 of the wheel suspension 5 can be steered independently of other wheels on the vehicle, in particular and expressly independently of a wheel on the opposite side of the vehicle on the same axle.

[0030] The steering device 14 comprises a steering actuator 17 and a tie rod 16 adjustable to it. The steering actuator 17 is an electrically actuated actuator to which the tie rod 16 is attached. The tie rod 16 can be moved translationally by means of the steering actuator 17 by a stroke 25, indicated by a double arrow. The steering actuator 17 and the tie rod 16 thus form a single unit that extends essentially in the transverse direction of the vehicle. Specifically, the steering actuator 17 with the attached tie rod 16 is arranged such that it extends between a force application point 20 located on a lever arm 18 of the steering device 14 and a bearing area 21 on the vehicle side. The tie rod 16 is therefore pivotally connected to the lever arm 18 at the aforementioned force application point 20 at its end facing the wheel carrier (or wheel 6).The steering actuator 17 in turn can be articulated to the body or axle carrier of the motor vehicle in the bearing area 21 (or is connected to it in the installed state).

[0031] When the steering actuator 17 is actuated and the tie rod 16 is thereby translationally adjusted by the stroke 25, the steering actuator 17 (active) changes the distance between the vehicle-side bearing area 21 and the force application point 20, and in this way performs steering movements to steer the wheel 6 around the steering axis 23.

[0032] In the illustrated embodiment, the vehicle-side bearing area 21 is designed as a rotary joint with at least one degree of freedom. According to the illustrated design, the steering actuator 17 (with attached tie rod 16) functions kinematically within the wheel suspension 5 as a length-variable two-point link, which grants the wheel carrier 7 the necessary freedom of movement during compression or rebound and / or steering movements of the wheel 6.

[0033] It should be mentioned that, according to an alternative design, it is conceivable that the steering actuator is fixedly attached to the body or axle carrier of the motor vehicle, in which case the tie rod is designed to be articulated, in particular split and having a joint, in order to grant the wheel carrier the necessary freedom of movement during compression or rebound and / or steering movements.

[0034] The wheel suspension 5, according to the illustrated embodiment, enables the wheel 6 to be steered about the steering axis 23 with particularly large steering angles, i.e., with steering angles significantly exceeding 50°. For this purpose, the steering device 14 has a specially designed transmission device 15. The transmission device 15 has a lever arm 18 pivotally connected to the lower control arm 12 and a connecting link 19 connected to the lever arm 18. At its end facing the lower control arm 12, the lever arm 18 is connected to it by means of a pivot joint 22, which has exactly one rotational degree of freedom. Accordingly, the lever arm 18 can rotate relative to the lower control arm 12 only about an axis of rotation defined by the pivot joint 22.Accordingly, the lever arm 18 can support forces or moments acting in other directions; in particular, it can at least partially support the weight of the steering actuator 17 together with the tie rod 16. At its end facing away from the lower control arm 12, the lever arm 18 is connected to one end of the connecting link 19 by means of a joint 24. An opposite end of the connecting link 19, facing the wheel carrier 7, is in turn pivotally connected to the wheel carrier 7.

[0035] The described design of the steering assembly 14 ensures that the steering assembly 14 transmits a translational movement of the tie rod 16 caused by the steering actuator 17 via the force application point 20, the lever arm 18, the joint 24, and the connecting link 19 to the wheel carrier 7, thus effecting a pivoting movement of the wheel carrier 7 about the steering axis 23. The transmission device 15, consisting of the lever arm 18 articulated to the lower control arm 12 and the connecting link 19 articulated to it, enables, with appropriate arrangement and dimensioning, the achievement of very large steering angles of well over 50° up to 90°.

[0036] To avoid collisions or contact between the lower control arm 12 and the tie rod 16 and / or the lever arm 18, especially during sharp steering maneuvers, the control arm 12 has a suitable shape.

[0037] It should be noted that the described wheel suspension 5 is constructed in a so-called MacPherson design, but that alternatively a so-called double wishbone design, as previously described, is also conceivable.

[0038] The wheel suspension 5 according to the illustrated embodiment of the Fig. 1 and Fig. 2 is equipped not only with the steering device 14 for steering the wheel 6, but also with a motor 10 for driving the wheel 6. This is a motor 10 integrated into the wheel 6, with which the wheel 6 of the wheel suspension 5 can be driven individually – that is, independently of other wheels present on the motor vehicle.

[0039] Motor 10 is a so-called wheel hub motor, i.e., a motor integrated into the hub of the wheel, which is located in Fig. Figure 2 is only a simplified representation. This is an electrically operated motor 10, which is supplied with electrical energy and controlled by the vehicle via electrical lines (not shown). The motor 10 resists the drive torque it applies during operation against the wheel carrier 7.

[0040] It should be noted that the wheel suspension 5 can also be equipped with a braking device for the wheel 6. The wheel carrier 7 is advantageously suitable for receiving a braking device such as a brake caliper or an integrated brake. In the illustrated embodiment, in Fig. 2 a brake disc 8 can be seen, which enables the wheel 6 to be braked, for example by means of a brake caliper attached to the wheel carrier 7 (not shown here).

[0041] By enabling wheel-individual steering and wheel-individual drive of the wheel 6, the wheel suspension 5 allows a motor vehicle equipped with the wheel suspension 5 to be operated advantageously.

[0042] Fig. Figure 3 shows a simplified schematic representation of a motor vehicle 1 in top view, the direction of travel of which is indicated by an arrow 26. The motor vehicle 1 has a front axle 3 and a rear axle 4, with both the front axle 3 and the rear axle 4 being equipped with a pair of wheel suspensions 5. As can be seen, the wheel suspensions 5 on the front axle 3 and on the rear axle 4 are mechanically decoupled units, respectively, which are mounted to a body 2 (and / or to an axle carrier) of the motor vehicle 1.

[0043] With a like in Fig. Various driving maneuvers can be performed with the 3-equipped motor vehicle 1. In this context, it should be noted that Fig. Figure 4, which in a simplified view shows six different driving maneuvers of such a motor vehicle 1, designated by the letters A, B, C, D, E and F. The driving maneuvers shown are briefly described below: A cornering maneuver with the rear wheels not turned and the front wheels turned sharply, with the instantaneous center of gravity located on the rear axle, B Cornering with slightly turned front wheels and slightly turned rear wheels, steering angle in the opposite direction with instantaneous center of rotation located at the height of the vehicle center, C Cornering with sharply turned rear wheels, but not turned front wheels, with instantaneous center of gravity located on the front axle, D. Point rotation around the vehicle center point by means of wheel-individual steering settings of all wheels of the motor vehicle 1 with wheel axles pointing towards the vehicle center point and opposite drive direction on each side, E Lane change (also "dog walk") with wheels turned in the same direction on the front and rear axles, whereby the motor vehicle 1 is moved diagonally forward in the direction of travel 26 without yaw movement, F Sideways movement with wheels turned sideways in the same direction on the front and rear axles.

[0044] In a situation like in the Fig. In the motor vehicles shown in Figures 3 and 4, the wheel suspensions 5 are part of a so-called steer-by-wire system. Accordingly, there is only an electrical connection between a control device available to the driver, such as a steering wheel, and the steering components 14 of the wheel suspensions 5. Various of the [unclear] based on the [unclear] Fig.The four driving maneuvers described above are only possible through this decoupling or individual wheel control.

[0045] A motor vehicle equipped in this way can be advantageously operated in such a way as to compensate at least partially for the failure of a single steering device of a wheel suspension 5 by appropriately controlling at least one other operational steering device of the motor vehicle and / or by appropriately controlling at least one operational wheel motor 10 of the motor vehicle.

[0046] Furthermore, as a supplementary or alternative fail-safe measure, the vehicle's rear axle can be steerable and equipped with a steering system featuring a failsafe mechanism. Such a failsafe can be provided, for example, by a mechanical self-locking mechanism in the steering actuator's drivetrain in the event of a failure, particularly an electrical one (no power supply, signal interference, or the like), thereby ensuring that at least the set steering angle of the wheel is maintained. The vehicle can then still be safely maneuvered, at least in an emergency mode. Reference sign 1 motor vehicle 2 Bodywork 3 Front axle 4 Rear axle 5 Wheel suspension 6 wheels 7 bike carriers 8 Wheel carrier joint 9 wheel axle 10 wheel hub motor 11 Handlebar arrangement 12 lower wishbone 13 Shock absorber 14 Steering device 15 Transmission device 16 tie rod 17 Steering actuator (length-variable) 18 Lever arm 19 coupling links 20 Force application point 21 Storage area 22 Swivel joint 23 Steering axle 24 shock absorber 25 distance 26 Direction of travel

Claims

Wheel suspension (5) for a motor vehicle (1), comprising a wheel carrier (7) for rotatably receiving a wheel (6), wherein the wheel carrier (7) is connected to a linkage assembly (11) which can be attached to a body (2) and / or an axle carrier of the motor vehicle (1) in order to hold and guide the wheel carrier (7) therein, wherein the wheel suspension (5) is associated with a steering device (14) for adjusting a steering angle of the wheel (6) about a steering axis (23) and a motor (10) integrated into the wheel (6) for driving the wheel (6), characterized in that the steering device (14) is designed to be wheel-individual in order to steer exclusively the wheel (6) of this one wheel suspension of the motor vehicle (1), wherein the steering device (14) has a steering actuator (17) and a tie rod (16) adjustable thereto,wherein the steering actuator (17) is arranged to act with the tie rod (16) between a force application point (20) located on a lever arm (18) of the steering device (14) and a vehicle-side bearing area (21), wherein the steering actuator (17) is operable to change a distance (25) between the vehicle-side bearing area (21) and the force application point (20) in order to perform steering adjustment movements, wherein the vehicle-side bearing area (21) is designed as a rotary joint with at least one degree of freedom, so that the steering actuator (17) kinematically functions within the wheel suspension (5) as a length-variable two-point link, which grants the wheel carrier (7) the necessary freedom of movement during compression or rebound and / or steering movements of the wheel (6). Wheel suspension according to claim 1, characterized in that the motor (10) is a wheel hub motor which supports a drive torque against the wheel carrier (7). Wheel suspension according to claim 1 or 2, characterized in that the linkage arrangement (11) comprises at least one transverse link (12) which is pivotally connected to the wheel carrier (7) on the wheel side and which can be pivotally connected to the body (2) and / or the axle carrier of the motor vehicle (1) on the vehicle side. Wheel suspension according to one of the preceding claims, characterized in that the steering actuator (17) is operable to change the distance (25) between vehicle-side bearing area (21) and force application point (20) by moving the tie rod (16) by an adjustment stroke. Wheel suspension according to claim 3 or 4, characterized in that the steering device (14) comprises a transmission device (15) having a lever arm (18) pivotally connected to the transverse arm (12) and a connecting link (19) pivotally connected to the lever arm (18), wherein the connecting link (19) is pivotally connected to the wheel carrier (7) such that the steering device (14) transmits a movement of the tie rod (16) caused by the steering actuator (17) into a pivoting movement of the wheel carrier (7) about the steering axis (23). Wheel suspension according to claim 5, characterized in that the lever arm (18) is connected to the relevant control arm (12) of the wheel suspension (5) with exactly one rotational degree of freedom. Wheel suspension according to claim 5 or 6, characterized in that the control arm (12) to which the lever arm (18) is connected has a shape, in particular a recess, pocket or the like, to prevent contact of the control arm (12) with the tie rod (16) and / or with the lever arm (18). Wheel suspension according to one of the preceding claims, characterized in that the linkage arrangement (11) has a lower control arm (12) which is pivotally connected to the wheel carrier (7) on the wheel side and which can be pivotally connected to the body (2) and / or the axle carrier of the motor vehicle (1) on the vehicle side, as well as a strut (13) for supporting the wheel carrier (7) against the body (2) and / or the axle carrier of the motor vehicle (1), wherein the steering device (14) is arranged at the bottom, in the area of ​​the lower control arm (12). Wheel suspension according to one of claims 1 to 7, characterized in that the linkage arrangement has an upper control arm and a lower control arm, wherein each of the control arms is pivotally connected to the wheel carrier on the wheel side and can be pivotally connected to the body and / or the axle carrier of the motor vehicle on the vehicle side, wherein the steering device is located at the top, in the area of ​​the upper control arm. Wheel suspension according to one of the preceding claims, characterized in that the wheel carrier (7) is suitable for receiving a brake device for the wheel (6). Motor vehicle (1) in which a front axle (3) and / or a rear axle (4) is each equipped with a pair of wheel suspensions (5) according to one of the preceding claims. Motor vehicle according to claim 11, characterized in that the steering devices (14) of at least the wheel suspensions (5) of an axle (3; 4) of the motor vehicle (1) are part of a so-called steer-by-wire system of the motor vehicle (1). Motor vehicle according to claim 11 or 12, characterized in that it is capable of compensating at least partially for the failure of the steering device (14) of a wheel suspension (5) of the motor vehicle (1) by appropriately controlling at least one other operational steering device (14) of the motor vehicle (1) and / or by appropriately controlling at least one operational wheel motor (10) of the motor vehicle (1). Motor vehicle according to one of claims 11 to 13, characterized in that its rear axle (4) is designed to be steerable and has a steering device (14) which is provided with a failure protection device.

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