Active ride height adjustment mechanism, corner module and vehicle

Abstract

The present invention relates to an active ride height adjustment mechanism (2) for a vehicle, comprising a main support (5) for fastening the ride height adjustment mechanism (2) to a vehicle body, a height adjustment drive (6) for adjusting the ride height, a suspension arrangement (7), and a height adjustment lever (8) connected to the height adjustment drive (6) and the suspension arrangement (7). A first pivot connection (9) is provided between the height adjustment lever (8) and the suspension arrangement (7), and a second pivot connection (10) is provided between the height adjustment lever (8) and the height adjustment drive (6). The object of the invention is to provide a space-saving and less complex ride height adjustment mechanism.According to the invention, the pivot point of the height adjustment lever (8) is located at a third pivot joint (11) between the height adjustment lever (8) and the main support (5), wherein the third pivot joint (11) is arranged along the height adjustment lever (8) between the first pivot joint (9) and the second pivot joint (10). The invention also relates to a corner module (1) and a vehicle with such a ride height adjustment mechanism (2).

Description

[0001] The present invention relates to an active ride height adjustment mechanism for a vehicle, comprising a main support for attaching the ride height adjustment mechanism to a vehicle body, a height adjustment drive for actively adjusting the ride height of the vehicle body, a suspension arrangement for cushioning mechanical shocks between a vehicle wheel to be connected and the vehicle body, and a height adjustment lever connected to the height adjustment drive and the suspension arrangement, wherein a first rotary connection is provided between the height adjustment lever and the suspension arrangement and a second rotary connection is provided between the height adjustment lever and the height adjustment drive.

[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 integrated at one end of a lever, to which a coil spring is attached at the other end. The rotational movement of the worm gear is converted into a rotational movement of the lever and then into a linear movement of the coil spring, resulting in a change in the vehicle's ride height. A stabilizer for roll angle reduction is arranged between ride height adjustment mechanisms for opposite vehicle wheels.

[0003] Further active ride height adjustment mechanisms with lever arrangements, a suspension 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-intensive and complex, often requiring a stabilizer to reduce the roll angle, as well as a large number of connecting elements between opposing vehicle wheels for stabilization and steering (see WO 2021 093 693 A1 and CN 102 689 576 A). Furthermore, adjusting the ride height in known solutions often automatically results in an adjustment of the spring force, which in turn has sometimes led to the introduction of a compensation mechanism for additional adjustment of the spring force (see WO 2020 042 366 A1).

[0005] The invention is therefore based on the object of providing a ride height adjustment mechanism that is more space-saving and less complex.

[0006] According to the invention, this object is achieved by an active ride height adjustment 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 of the type mentioned at the outset, the pivot point of the height adjustment lever is located at a third pivot connection between the height adjustment lever and the main support, wherein the third pivot connection is arranged along the height adjustment lever between the first pivot connection and the second pivot connection.

[0008] Since the pivot point of the height adjustment lever is located along the height adjustment lever between the first pivot joint and the second pivot joint, the height adjustment lever rests on the main support. Rotating the height adjustment lever about its pivot point always shifts both the height adjustment drive and the suspension assembly. This allows for a significantly more compact and stable ride height adjustment mechanism. At the same time, it is significantly easier to connect the suspension assembly to the ride height adjustment mechanism in such a way that (virtually) no unintentional adjustment of the spring force of the spring assembly occurs during ride height adjustment. This also eliminates the need for a compensation mechanism.

[0009] Slewing rings within the meaning of this application can preferably be rotary joints that can be rotated about an axis or can comprise one or more such rotary joints.

[0010] Preferred embodiments and further developments of the invention can be found in the respective subclaims.

[0011] In one 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 for individual wheel adjustment, safety and ride comfort can be increased in many driving situations (cornering, braking, sloping road surfaces, etc.).

[0012] According to a preferred embodiment of the invention, a movement of the height adjustment drive in one direction results in a movement of the suspension arrangement in a substantially opposite direction. This design allows the ride height adjustment mechanism to remain compact, as the lever arm can be shorter and has a smaller pivoting range than in the prior art. The height adjustment drive and suspension arrangement can move along the main beam, whereby all three parts remain close to one another during a lifting movement. "Substantially opposite" is to be understood here to mean that the suspension arrangement and the height adjustment drive move in approximately anti-parallel directions, wherein the deviation from an exactly anti-parallel movement is less than ±30°, preferably less than ±20°, particularly preferably less than ±10°.The angle between the height adjustment drive and the suspension arrangement preferably depends on the ride height setting and undergoes a change of sign within the height adjustment range adjustable by the ride height adjustment mechanism.

[0013] It is preferred if the suspension arrangement has a fourth pivot connection, preferably at an end opposite the first pivot connection, which connects the suspension arrangement to a lower wheel carrier. The fourth pivot connection preferably comprises two pivot joints arranged offset along the same axis of rotation on the lower wheel carrier. The two pivot joints can be connected to an axial end of the suspension arrangement via a U-shaped end shoe, wherein the suspension arrangement extends through a discontinuity in the lower wheel carrier. This allows the length of the suspension arrangement to be increased without having to significantly increase the overall height of the ride height adjustment mechanism itself.

[0014] In one embodiment, the height adjustment drive has a fifth rotary joint, preferably on a motor housing of the height adjustment drive, which connects the height adjustment drive to the main support. The fifth rotary joint is preferably arranged between at least two connection geometries between the main support and the body. This allows further installation space to be saved. The fifth rotary joint allows the inclination of a longitudinal axis of the height adjustment drive relative to the main support to be changed slightly (e.g., by a maximum of 30°, a maximum of 20°, or a maximum of 10°) during a ride height adjustment. The presence of the fifth rotary joint does not automatically mean that the fourth rotary joint must be implemented. The same applies to other "higher-numbered" rotary joints described below.

[0015] The height adjustment drive preferably comprises a spindle with a ball screw drive, preferably arranged concentrically around the spindle, wherein the second rotary joint is arranged at one (upper) end of the spindle. To raise the body, the spindle then pushes the height adjustment lever upwards via the second rotary joint and thus the first rotary joint with the suspension arrangement downwards. Conversely, to lower the body, the spindle pulls the height adjustment lever downwards via the second rotary joint and thus the first rotary joint with the suspension arrangement upwards. A ball screw drive with a spindle is particularly space-saving, low-friction, low-wear, and has a low breakaway torque.

[0016] The height adjustment drive preferably comprises a brushless DC motor with a hollow shaft. Particularly preferably, this motor is also a ball screw drive arranged concentrically around the spindle.

[0017] In one embodiment, the suspension arrangement comprises a pneumatic spring. The pneumatic spring can be a gas spring or an air spring. A pneumatic spring has the advantage over a coil spring that a high spring force can be achieved despite a more compact design. Since the ride height adjustment mechanism is particularly advantageous for use with a wheel hub motor, a high spring force is desirable due to the increased unsprung mass. Furthermore, the suspension arrangement can include a damper. A damper is particularly easy to integrate into a pneumatic spring.

[0018] It is preferred if the main support comprises at least one connection geometry for connecting the ride height adjustment mechanism to a vehicle body, wherein the connection geometry is configured for a substantially horizontal connection to the vehicle body. Preferably, the main support comprises at least two connection geometries, particularly preferably four connection geometries, for connecting the ride height adjustment mechanism to a vehicle body. "Substantially horizontal" is to be understood here, for example, to mean that the connection geometry(s) are arranged at an angle to the horizontal of ±15°. "Horizontal" and "vertical" in this application are always to be understood relative to a neutral, flat standing position of the vehicle.

[0019] The main support preferably comprises at least two horizontally offset connecting geometries, with the height adjustment drive running essentially vertically between the connecting geometries. This is particularly space-saving, as the height adjustment drive can be arranged in an otherwise unused space. Particularly preferably, the height adjustment drive runs between two pairs of connecting geometries, each arranged at the same height. "Essentially vertically" is to be understood here, for example, to mean that the height adjustment drive is arranged at an angle to the vertical of ±30°. However, the angle of inclination changes when the ride height is adjusted.

[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, an upper wheel carrier assembly is pivotally connected to an upper end of the main carrier, to which a steering assembly is attached, providing a steerable wheel connection via a linkage element. Preferably, the ride height adjustment mechanism comprises both an upper wheel carrier assembly and a lower wheel carrier. This provides the most stable and flexible connection to the vehicle wheel possible. However, the presence of the upper wheel carrier assembly does not necessarily mean that the lower wheel carrier must also be present, or vice versa.

[0022] In a preferred embodiment, the steering assembly comprises a steering actuator configured, during operation, to transmit a steering or torque force to the vehicle wheel via the articulation element. Thus, the ride height adjustment mechanism provides a ride height adjustment function, a suspension function, and a steering function.

[0023] Particularly preferably, the steering arrangement is configured to provide a vehicle wheel connectable to the ride height adjustment mechanism with independent steerability within an angular range of at least ± 60°, preferably at least ± 75°, and particularly preferably at least ± 90°. The ride height adjustment mechanism according to the invention is very space-saving and designed for individual wheels and is therefore particularly suitable for connection to a wheel-individually controllable steering arrangement with a large steering angle.

[0024] The invention further provides a corner module comprising a ride height adjustment mechanism according to one of the preceding embodiments, as well as a wheel hub motor connected to the ride height adjustment mechanism. Such a corner module enables particularly high flexibility in vehicle design. Furthermore, a wheel hub motor, especially with a steering arrangement combined in the corner module, is also significantly easier to connect, since both the steering torque and the drive torque can be generated locally in the corner module.

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

[0026] Preferably, no stabilizer for roll angle reduction is arranged between two opposing ride height adjustment mechanisms and / or between two opposing corner modules. The ride height adjustment mechanism or the corner module according to the invention enables the provision of a so-called "anti-roll feature" for roll angle reduction without an additional stabilizer.

[0027] In a further embodiment, a control unit of the vehicle is configured to individually control at least two, preferably four, ride height adjustment mechanisms and / or corner modules to reduce the vehicle's roll angle. This can increase safety and driving comfort in many driving situations (cornering, braking, sloping or uneven road surfaces, etc.).

[0028] Further details of the invention emerge from the description of the illustrated embodiments and the appended claims. The drawings show: Fig. 1 an isometric view of a corner module according to the invention with ride height adjustment mechanism and mounted vehicle wheel, Fig. 2 the ride height adjustment mechanism Fig. 1 alone and without steering arrangement, Fig. 3A the height adjustment drive of the ride height adjustment mechanism Fig. 1 and Fig. 2 in exterior view, Fig. 3B the height adjustment drive of the ride height adjustment mechanism Fig. 1 and Fig. 2 in cross section, Fig. 4A the corner module Fig. 1 with a neutral ride height setting, Fig. 4B the corner module Fig. 4A with an increased ride height setting, and Fig. 4C the corner module to Fig. 4A and Fig. 4B with a lowered ride height setting, and Fig. 5 a vehicle according to the invention.

[0029] In the following detailed description of preferred embodiments, like reference numerals designate substantially the same or identical parts in or on these embodiments. However, to better illustrate the invention, the preferred embodiments illustrated in the figures are not always drawn to scale.

[0030] Fig. 1 shows a corner module 1 according to the invention comprising an active ride height adjustment mechanism 2 according to the invention (in Fig. 2 shown alone) and a wheel hub motor 3 connected to the ride height adjustment mechanism 2 within a vehicle wheel 4.

[0031] The ride height adjustment mechanism 2 for a vehicle (not shown) comprises a main support 5 for attaching the ride height adjustment mechanism 2 to a vehicle body (not shown). The ride height adjustment mechanism 2 further comprises a height adjustment drive 6 for actively adjusting the ride height of the vehicle body and a suspension arrangement 7 for cushioning mechanical shocks between a vehicle wheel 4 to be connected and the vehicle body.

[0032] The ride height adjustment mechanism 2 also includes a height adjustment lever 8 connected to the height adjustment drive 6 and the suspension assembly 7. A first pivot joint 9 is provided between the height adjustment lever 8 and the suspension assembly 7, and a second pivot joint 10 is provided between the height adjustment lever and the height adjustment drive. The pivot point of the height adjustment lever 8 is located at a third pivot joint 11 between the height adjustment lever 8 and the main beam 5. The third pivot joint 11 is arranged along the height adjustment lever 8 between the first pivot joint 9 and the second pivot joint 10. The third pivot joint 11 is arranged substantially midway between the first pivot joint 9 and the second pivot joint 10, but other positioning of the third pivot joint 11 is also possible if a different lever ratio is desired.The height adjustment lever 8 is thus supported on the main support 5 during its lever movement. Rotating the height adjustment lever 8 about its pivot point thus always causes a displacement of both the height adjustment drive 6 and the suspension arrangement 7. A movement of the height adjustment drive 6 in one direction results in a movement of the suspension arrangement 8 in a substantially opposite direction.

[0033] The suspension assembly 7 has, at an end opposite the first pivot joint 9, a fourth pivot joint 12 that connects the suspension assembly 7 to a lower wheel carrier 13. The fourth pivot joint 12 preferably comprises two pivot joints that are offset along the same axis of rotation on the lower wheel carrier 13. The two pivot joints are connected to an axial end of the suspension assembly 7 via a (U-shaped) end shoe 14, with the suspension assembly 7 extending through an interruption 15 in the lower wheel carrier 13. This allows the length of the suspension assembly 7 to be increased without having to significantly increase the overall height of the ride height adjustment mechanism 2 itself.

[0034] The height adjustment drive 6 has a fifth rotary joint 17 on a motor housing 16 of the height adjustment drive 6 ( Fig. 1 and Fig. 2 hidden, see also Fig. 3), which connects the height adjustment drive 6 to the main support 5. The fifth rotary joint 17 is preferably arranged between at least two (here four) connection geometries 18 between the main support 5 and the vehicle body. The connection geometries 18 are configured for a substantially horizontal connection to the vehicle body. The fifth rotary joint 17 allows the inclination of a longitudinal axis of the height adjustment drive 6 relative to the main support 5 to be changed slightly (e.g., by a maximum of 30°, a maximum of 20°, or a maximum of 10°) during a ride height adjustment.

[0035] The suspension arrangement 7 comprises a pneumatic spring 19. The pneumatic spring 19 can be a gas spring or an air spring. Alternatively, a coil spring can also be used. Furthermore, the suspension arrangement 7 can comprise a damper. A damper is particularly easy to integrate into a pneumatic spring 19.

[0036] The main carrier 5 is connected at a lower end to the lower wheel carrier 13. A sixth pivot joint 20 is arranged between the main carrier 5 and the lower wheel carrier 13, which enables 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 further provides an additional damping and suspension effect, particularly in the longitudinal direction of the vehicle. A steering knuckle joint 22 (here designed as a ball joint) is arranged at a wheel-side end of the lower wheel carrier 13.

[0037] At an upper end of the main beam 5, an upper wheel carrier arrangement 23 (see Fig. 1) is pivotally connected via a seventh pivot joint 24. A steering assembly 25 is attached via an eighth pivot joint 26, which provides a steerable wheel connection via a linkage element 27.

[0038] The steering assembly 25 comprises a steering actuator, which is configured, during operation, to transmit a steering or torque to the vehicle wheel 4 via the articulation element 27. Thus, the ride height adjustment mechanism 2 or the corner module 1 provides a ride height adjustment function, a suspension function, and a steering function.

[0039] In Fig. 2, the steering assembly 25 and the upper wheel support assembly are not connected to the ride height adjustment mechanism 2. This shows a connection arrangement 28 on the suspension assembly 7, which may include one or more power and / or signal connections and / or coolant lines and / or hydraulic lines. These connections may be configured to supply and / or control and / or cool the steering actuator and / or the wheel motor 4, which may include an electric motor and an electromechanical or hydraulic brake.

[0040] The height adjustment drive 6 from Fig. 1 and Fig. 2 is in Fig. 3A in exterior view and in Fig. 3B in a sectional view and rotated by 90°. The height adjustment drive 6 comprises a spindle 29 with a ball screw drive arranged concentrically around the spindle. The second rotary joint 10 is arranged at one end of the spindle 29. The height adjustment drive 6 is designed as a brushless DC motor 30 with a hollow shaft 31. On the motor housing 16 of the height adjustment drive 6, Fig. 3A shows part of the fifth rotary joint 17 which connects the height adjustment drive 6 to the main support 5.

[0041] The DC motor 30 comprises a rotor 32 and a stator 33, which are arranged within the motor housing 16. Furthermore, a bearing support 34 of the ball screw drive is provided in the motor housing 16.

[0042] To raise the body, the spindle 29 pushes the height adjustment lever 8 upward via the second pivot joint 10 and thus downwards the first pivot joint 9 with the suspension arrangement 7. Conversely, to lower the body, the spindle 29 pulls the height adjustment lever 8 downward via the second pivot joint 10 and thus upwards the first pivot joint 9 with the suspension arrangement 7.

[0043] Fig. 4A , Fig. 4B and Fig. 4C show a side view of the corner module 1 and the ride height adjustment mechanism 2 from Fig. 1. Fig. 4A shows the Corner Module 1 with a neutral ride height setting, while Fig. 4B shows a (5 cm) increased ride height setting and Fig. Figure 4C shows a lowered ride height setting (by 5 cm), as indicated by the horizontal, dashed comparison line. However, versions with larger ride height adjustments are also possible, e.g., by up to ± 10 cm, up to ± 20 cm, or up to ± 30 cm.

[0044] The main beam 5 is essentially moved vertically upwards or downwards together with the body during a ride height adjustment. A comparison between Fig. 4A and Fig. Figure 4B shows that when the ride height is increased, the height adjustment drive 6 and the suspension assembly 7 move upward. Although the motor housing 16 moves downward along the spindle, it also moves upward as the ride height is increased. 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 pivot upward.

[0045] A comparison between Fig. 4A and Fig. Figure 4C reveals that when the ride height is reduced, the height adjustment drive 6 and the suspension assembly 7 move downward. Although the motor housing 16 moves upward along the spindle, it also moves downward overall when the ride height is reduced. 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 pivot downward.

[0046] Fig.5 finally shows an embodiment of a vehicle 35 according to the invention with four corner modules 1. A control unit 36 ​​of the vehicle 35 is configured to individually control the ride height adjustment mechanisms 2 or corner modules 1. Alternatively or additionally, several control units 36 can be provided, e.g., one for each axle or one for each of the corner modules 1 individually or as a complete backup, for example to provide increased redundancy. The control unit 36 ​​controls the ride height adjustment mechanisms 2 or corner modules 1 individually in order to adjust a ride height of the vehicle 35 and / or to reduce a roll angle of the vehicle 35. However, the control unit 36 ​​can also control any wheel hub motors 3 that may be present and / or brakes integrated therein. The control unit 36 ​​can additionally or alternatively also control the steering arrangement 25. List of reference symbols 1 corner module 2 ride height adjustment mechanism 3 wheel hub motor 4 vehicle wheel 5 main beams 6 Height adjustment drive 7 Suspension arrangement 8 height adjustment levers 9 first slewing ring 10 second slewing ring 11 third slewing ring 12 fourth slewing ring 13 lower wheel carrier 14 End shoe 15 Interruption 16 engine housing 17 fifth slewing ring 18 Connection geometry 19 pneumatic spring 20 sixth slewing ring 21 elastic spring joint 22 Steering knuckle joint 23 upper wheel carrier assembly 24 seventh slewing ring 25 Steering arrangement 26 eighth slewing ring 27 Linkage element 28 Connection arrangement 29 spindle 30 DC motor 31 Hollow shaft 32 rotors 33 Stator 34 bearing supports 35 vehicles 36 Control unit QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] WO 2021 093 693 A1 [0002, 0004] WO 2020 042 366 A1 [0003, 0004] CN 102 689 576 A [0003, 0004]

Claims

[1] Active ride height adjustment mechanism (2) for a vehicle (35), comprising a main support (5) for fastening the ride height adjustment mechanism (2) to a vehicle body, a height adjustment drive (6) for actively adjusting the ride height of the vehicle body, a suspension arrangement (7) for cushioning mechanical shocks between a vehicle wheel (4) to be connected and the vehicle body, and a height adjustment lever (8) connected to the height adjustment drive (6) and the suspension arrangement (7), wherein a first rotary connection (9) is provided between the height adjustment lever (8) and the suspension arrangement (7) and a second rotary connection (10) is provided between the height adjustment lever (8) and the height adjustment drive (6), characterized bythat the pivot point of the height adjustment lever (8) is located on a third rotary joint (11) between the height adjustment lever (8) and the main support (5), wherein the third rotary joint (11) is arranged along the height adjustment lever (8) between the first rotary joint (9) and the second rotary joint (10). [2] Ride height adjustment mechanism (2) according to claim 1, characterized by that the ride height adjustment mechanism (2) is designed to change a 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] Ride height adjustment mechanism (2) according to claim 1 or 2, characterized by that a movement of the height adjustment drive (6) in one direction results in a movement of the suspension arrangement (7) in a substantially opposite direction. [4] Ride height adjustment mechanism (2) according to one of the preceding claims, characterized by that the suspension arrangement (7), preferably at an end opposite the first rotary joint (9), has a fourth rotary joint (12) which connects the suspension arrangement (7) to a lower wheel carrier (13). [5] Ride height adjustment mechanism (2) according to one of the preceding claims, characterized by that the height adjustment drive (6), preferably on a motor housing (16) of the height adjustment drive (6), has a fifth rotary connection (17) which connects the height adjustment drive (6) to the main support (5). [6] Ride height adjustment mechanism (2) according to one of the preceding claims, characterized by that the height adjustment drive (6) comprises a spindle (29) with a ball screw drive, preferably arranged concentrically around the spindle (29), wherein the second rotary connection (10) is arranged at one end of the spindle (29). [7] Ride height adjustment mechanism (2) according to one of the preceding claims, characterized by that the height adjustment drive (6) comprises a brushless DC motor (30) with a hollow shaft (31). [8] Ride height adjustment mechanism (2) according to one of the preceding claims, characterized by that the suspension arrangement (7) comprises a pneumatic spring (19). [9] Ride height adjustment mechanism (2) according to one of the preceding claims, characterized by that the main support (5) comprises at least one connecting geometry (18) for connecting the ride height adjustment mechanism (2) to a vehicle body, wherein the connecting geometry (18) is configured for a substantially horizontal connection to the vehicle body. [10] Ride height adjustment mechanism (2) according to claim 9, characterized bythat the main support (5) comprises at least two horizontally offset connecting geometries (18), wherein the height adjustment drive (6) runs substantially vertically between the connecting geometries (18). [11] Ride height adjustment mechanism (2) according to one of the preceding claims, characterized by that the main carrier (5) is connected to a lower wheel carrier (13), at the wheel-side end of which a steering knuckle joint (22), preferably designed as a ball joint, is arranged. [12] Ride height adjustment mechanism (2) according to one of the preceding claims, characterized by that an upper wheel carrier arrangement (23) is pivotally connected to an upper end of the main carrier (5), to which a steering arrangement (25) is fastened, which provides a steerable wheel connection via a linkage element (27). [13] Ride height adjustment mechanism (2) according to claim 12, characterized in that the steering arrangement (25) comprises a steering actuator which is designed to transmit a steering or torque to the vehicle wheel (4) via the articulation element (27) during operation. [14] Ride height adjustment mechanism (2) according to claim 13, characterized by in that the steering arrangement (25) is designed to provide a vehicle wheel (4) connectable to the ride height adjustment mechanism (2) with independent steerability in an angular range of at least ± 60°, preferably of at least ± 75° and particularly preferably of at least ± 90°. [15] Corner 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] Vehicle (35) comprising at least two ride height adjustment mechanisms (2) according to one of claims 1 to 14 and / or at least two corner modules (1) according to claim 15. [17] Vehicle (35) according to claim 16, wherein no stabilizer for roll angle reduction is arranged between two opposite ride height adjustment mechanisms (2) and / or between two opposite corner modules (1). [18] Vehicle (35) according to claim 16 or 17, wherein a control unit (36) of the vehicle (35) is configured to individually control at least two, preferably four, ride height adjustment mechanisms (2) and / or corner modules (1) in order to reduce a roll angle of the vehicle (35).

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