DE102019201642B4 - Motor vehicle and chassis module for a motor vehicle - Google Patents

Abstract

Motor vehicle (100) which is designed for autonomous driving, comprising at least one chassis module (10) which has at least one auxiliary frame (20) which is reversibly and detachably elastically coupled to a body (102) of the motor vehicle (100), at least one Wheel carrier (30), at least one steering device (40) for steering a wheel (32) held on the at least one wheel carrier (30) and at least one actively operable damper device (50) and an actively operable spring device (60), which on the one hand is connected to the at least one auxiliary frame (20) and on the other hand at least indirectly coupled to the at least one wheel carrier (30), wherein - the at least one actively operable damper device (50) comprises at least one horizontally arranged damper (52) and - the at least actively operable one spring device ( 60) comprises at least one spring (62) arranged horizontally.

Description

The invention relates to a motor vehicle with a chassis module and a chassis module for a motor vehicle.

In the development of modern motor vehicles, great effort is sometimes expended in order to ensure not only a high level of driving comfort but also good acoustic comfort during driving operation. In particular when designing autonomously driving motor vehicles, it is often taken into account that passengers are relieved of the task of controlling the motor vehicle and can instead pursue other activities, such as working, relaxing and sleeping. With such activities, the passengers perceive the driving comfort as well as the acoustic comfort more than in conventional, manually controlled motor vehicles.

the DE 10 2010 017 991 A1 describes an axle module for a motor vehicle, each having an electric drive wheel suspension unit for driving a left and a right wheel. The drive wheel suspension units of the axle module are mechanically connected to one another by means of a linkage assembly. The complete chassis technology of each drive wheel suspension unit, in particular wheel suspension, spring/damper element, stabilizer, electric motors, gears, brakes or steering, are fixed to the connection assembly of the axle module in such a way or arranged within the connection assembly in such a way that the axle module essentially remains functional is separable from the rest of the motor vehicle.

From the WO 2015/090750 A1 a motor vehicle with an axle arrangement comprising two opposite wheel carriers, which can be connected to a body of the motor vehicle via links, is known. The axle assembly includes a transverse leaf spring connected to both wheel carriers, which is made in one piece from fiber-reinforced plastic and has two spaced straps. The transverse leaf spring is at least partially integrated into a shear panel, which extends between the two wheel carriers and is firmly connected to the structure or body of the vehicle on both sides and protrudes beyond the transverse leaf spring when viewed in the longitudinal direction of the vehicle. This shows a possibility for designing a rigid superstructure or body structure in the area of the axle arrangement.

the CN 104742675A describes a rear axle arrangement for a motor vehicle with a plurality of transversely arranged leaf springs and a balancing linkage.

The pamphlet EP 2 818 349 A1 shows an electric car. The electric vehicle includes a body that includes a body frame. A powertrain module includes a subframe that is detachable from the body frame. The electric vehicle has a motor that is mounted on the subframe and applies a driving force to the drive wheels. A drive wheel suspension device is attached to the subframe. The electric vehicle has a connection unit that maintains a relative positional relationship between the body and the power module and connects the body and the power module with the signal line. The drive wheel suspension device has a damper to absorb shock waves. The damper can be actuated or stopped by the motor.

The object of the present invention is to create a motor vehicle and a chassis module which enable maintenance to be carried out with particularly little effort and which can reduce the transmission of vibrations caused by driving operation to a body of the motor vehicle.

This object is achieved by a motor vehicle having the features of patent claim 1 and by a chassis module having the features of patent claim 8 . Advantageous developments of the invention are given by the dependent claims.

A first aspect of the invention relates to a motor vehicle which is designed for autonomous driving, comprising at least one chassis module which has at least one subframe which is reversibly and detachably elastically coupled to a body of the motor vehicle, at least one wheel carrier, at least one steering device for steering a wheel held on the at least one wheel carrier and at least one actively operable damper device and one actively operable spring device, which is coupled on the one hand to the at least one auxiliary frame and on the other hand at least indirectly to the at least one wheel carrier. This is advantageous because the reversibly detachable elastic coupling of the auxiliary frame to the bodywork can achieve a particularly effective reduction in the transmission of vibrations caused by driving operation from the auxiliary frame to the bodywork. Thus, for example, vibrations generated by road bumps can be transmitted from the wheel to the wheel carrier and from there via the damper device and additionally or alternatively via the spring device to the subframe, the transmission of the vibrations from the subframe to the body being due the reversibly detachable, elastic coupling can be significantly reduced.

Due to the fact that the damper device and/or the spring device is coupled on the one hand to the subframe and on the other hand at least indirectly to the wheel carrier, the reversible detachment of the subframe from the body means that not only the wheel carrier and the wheel held on it, but also the damper device and the spring device can be detached from the body together with the subframe. The expression “at least indirectly” is to be understood here as meaning that the damper device and/or the spring device can be coupled to the wheel carrier, for example directly or indirectly, for example via wishbones. In contrast to a conventional motor vehicle, in which spring struts are usually connected to the vehicle body of the conventional motor vehicle at the respective spring strut domes, in other words, the damper device and the spring device of the chassis module can be connected to the body of the motor vehicle with the subframe connected in between, so that by reversibly detaching the subframe from the body, the damper device and the spring device can also be detached from the body at the same time, and maintenance can be carried out with correspondingly little effort. The at least one actively operable damper device and additionally or alternatively the spring device can be reversibly detachably coupled to the body exclusively via the auxiliary frame.

Thanks to the actively operable damper device, the body, which can also be referred to as a body, can be actively stabilized as required, so that simple, robust axle variants such as double wishbone axles instead of 5-link axles can be used without major losses in comfort having to buy. Double wishbone axles have a particularly small number of bearing points with a low secondary spring rate and particularly good springing behavior. In addition, by means of the actively operable damper device and/or spring device, a needs-based, dynamic height adjustment, that is, for example, raising and/or lowering the body, is made possible. The actively operable damper device and/or spring device enables effective compensation of pitching movements and additionally or alternatively rolling movements of the body while the motor vehicle is being driven, whereby the body can be calmed effectively while driving despite simple axle variants. By using the actively operable damper device or spring device, a kinematic pitch compensation can also be dispensed with.

The spring device is designed as an actively operable spring device. The (actively operable) spring device can be designed, for example, as an active air suspension. Accordingly, the spring device can also advantageously contribute to stabilizing the body as required. Preferably, the spring device can be designed as a partially supporting hydropneumatic suspension. Due to the partially supporting hydropneumatic suspension, an almost constant vibration behavior of the body can be achieved. In particular, a body natural frequency (natural frequency of the body) that is independent of a load can be achieved.

The motor vehicle can include at least one electric machine for driving the wheel held on the at least one wheel carrier. In particular, the motor vehicle can be driven exclusively electrically. Due to the fact that the motor vehicle is driven more quietly - compared to an internal combustion engine drive - by means of the at least one electric machine (in contrast to an internal combustion engine drive), noises caused by driving operations, such as rolling noises of the wheel, tend to be perceived more strongly, but noise transmission from the wheel to to the body are at least largely prevented due to the elastic mounting of the subframe on the body. The reversibly detachable, elastic coupling of the subframe to the body thus contributes overall to improved driving comfort and improved acoustic comfort while the motor vehicle is being driven and also enables simplified, low-cost maintenance.

The invention is based on the knowledge that autonomously operable motor vehicles can be used increasingly in fleet operation, for example by a mobility service provider. In such a fleet operation, particularly large mileages of, for example, several 100,000 kilometers per year are possible, so that little time is provided for maintenance. The chassis module enables the reversible detachment of the subframe together with the damper device and spring device as well as an entire wheel guide comprising the wheel carrier and the wheel from the body, which means that maintenance can be significantly accelerated and, if necessary, individual components, such as the damper device, if necessary can be exchanged accordingly quickly. During maintenance, the chassis module can be exchanged as a whole and thus in modules, i.e. removed and be replaced by another chassis module. As a result, the autonomously operable motor vehicle is ready for use again particularly quickly. The removed chassis module can be processed again and is then available for reinstallation, i.e. use in the same or another autonomously operable motor vehicle.

In an advantageous development of the invention, the chassis module includes at least one compression strut suspension, via which the actively operable damper device and/or spring device is at least indirectly coupled to the at least one wheel carrier. The expression “at least indirectly” is to be understood here as meaning that the damper device and/or the spring device can be coupled to the wheel carrier, for example directly or indirectly via the strut suspension. This is advantageous because the compression strut suspension enables a particularly space-saving configuration of the chassis module, for example in the vertical direction of the motor vehicle. This makes it possible to provide more installation space, for example for a passenger cell, and to create a particularly large freedom of movement for passengers sitting in the passenger cell. The strut suspension can also be referred to as a pushrod suspension.

According to this invention, the at least actively operable damper device comprises at least one damper arranged horizontally. This is advantageous since the horizontally arranged damper requires particularly little installation space in the vehicle vertical direction and additionally or alternatively in the vehicle transverse direction of the motor vehicle. In the context of the present invention, the expression “horizontally arranged damper” can be understood to mean that a main extension direction of the damper can be oriented at least predominantly perpendicularly, preferably exactly perpendicularly, to the vertical axis of the vehicle. In other words, the main axis of extent of the damper can thus preferably be oriented parallel to the direction of transverse extent of the motor vehicle.

According to this invention, the at least actively operable spring device comprises at least one spring arranged horizontally. This is advantageous because the horizontally arranged spring requires particularly little installation space in the vehicle vertical direction and additionally or alternatively in the vehicle transverse direction of the motor vehicle. In the context of the present invention, the expression “lying arranged spring” can be understood to mean that a main extension direction of the spring can be oriented at least predominantly perpendicularly, preferably exactly perpendicularly, to the vertical axis of the vehicle. In other words, the main axis of extension of the spring can thus preferably be oriented parallel to the direction of transverse extension of the motor vehicle. The spring can be designed, for example, as a spiral spring or as a meander spring as part of a spring strut of the at least one chassis module.

In a further advantageous development of the invention, the at least one spring arranged horizontally is designed as a leaf spring. This is advantageous because the leaf spring takes up very little installation space, particularly in the vertical direction of the vehicle.

In a further advantageous development of the invention, the motor vehicle is free of steering elements for manual control of the steering device. This is advantageous because steering elements, which can include a steering wheel or a steering lever, for example, can be dispensed with, which means that more freedom of movement can be created for passengers. Accordingly, the steering device can be free of interfaces for coupling such steering elements for manual control of the steering device. The expression "manual control" can be understood to mean a manual steering intervention. The steering device can be designed, for example, as a so-called steer-by-wire steering device, in other words as a steering device in which a steering movement is generated exclusively by controlling an electromechanical actuator.

In a further advantageous development of the invention, at least one chassis system is mounted on the at least one auxiliary frame. In order to remove the chassis module, it is sufficient to loosen the reversibly detachable, elastic coupling between the subframe and the body and, if necessary, to unplug (electrical) plugs in order to be able to remove the chassis module from the body without opening the hydraulic lines have to.

The at least one chassis module can preferably include a plurality of chassis systems, it being possible for all of the chassis systems to be mounted on the at least one subframe. As a result, the at least one chassis module can be serviced or repaired particularly quickly.

In a further advantageous development of the invention, the chassis module comprises at least one axle guide arrangement with wishbones, by means of which the at least one wheel carrier is mounted on the at least one auxiliary frame. This is an advantage since the wishbones are a particularly simple and robust double wishbone suspension (double wishbone axle) can form.

In a further advantageous development of the invention, the motor vehicle comprises, in addition to the at least one chassis module, at least one additional chassis module of the same construction, the chassis module being arranged on a front end of the motor vehicle and the additional chassis module being arranged on a rear end of the motor vehicle . This is advantageous because it allows particularly rapid maintenance and repairs to be carried out on the motor vehicle both in the area of the front end and in the area of the rear end.

A second aspect of the invention relates to a chassis module for a motor vehicle. The chassis module comprises a subframe designed for reversibly detachable elastic coupling to a body of the motor vehicle, at least one wheel carrier, at least one steering device for steering a wheel that can be held on the at least one wheel carrier and at least one actively operable damper device and one actively operable spring device, which on the one hand is coupled to the at least one subframe and on the other hand at least indirectly to the at least one wheel carrier. This chassis module enables particularly low-cost maintenance and a reduction in transmission of vibrations caused by driving to the body of the motor vehicle.

The invention also includes developments of the chassis module according to the invention, which have features as have already been described in connection with the developments of the motor vehicle according to the invention. For this reason, the corresponding developments of the chassis module according to the invention are not described again here.

The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus.

The invention also includes the combinations of features of the described embodiments.

• 1 eine schematische Draufsicht auf einen Teilbereich eines Kraftfahrzeugs welche ausschnittsweise ein mit einer Karosserie des Kraftfahrzeugs reversibel lösbar gekoppeltes Fahrwerks-Modul des Kraftfahrzeugs zeigt; und
• 2 eine schematische Hinteransicht des Teilbereichs des Kraftfahrzeugs und des Fahrwerks-Moduls.

Exemplary embodiments of the invention are described below. For this shows:

• 1 a schematic plan view of a portion of a motor vehicle which shows a section of a chassis module of the motor vehicle which is reversibly detachably coupled to a body of the motor vehicle; and
• 2 a schematic rear view of the portion of the motor vehicle and the chassis module.

The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that are to be considered independently of one another and that each also develop the invention independently of one another. Therefore, the disclosure is also intended to encompass combinations of the features of the embodiments other than those illustrated. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.

In the figures, the same reference symbols designate elements with the same function.

1 and 2 each show a schematic representation of a motor vehicle 100 which is designed for autonomous driving. The motor vehicle 100 can be operated completely autonomously, ie in a maximum autonomy level (autonomy level 5).

Motor vehicle 100 includes at least one chassis module 10, of which 1 and 2 only one chassis module half is shown.

In 1 and 2 coordinate systems related to motor vehicle 100 are specified, which are defined by a vehicle longitudinal direction x, by a vehicle transverse direction y and by a vehicle vertical direction z of motor vehicle 100 . In the present case, the vehicle longitudinal direction x generally corresponds to a direction of longitudinal extent of the chassis module 10. The vehicle transverse direction y generally corresponds to a direction of transverse extent of the chassis module 10. The vehicle vertical direction z generally corresponds to a direction of vertical extent of the chassis module 10.

The chassis module 10 comprises at least one auxiliary frame 20 which is elastically coupled to a body 102 of the motor vehicle 100 in a reversibly detachable manner. The chassis module 10 can, for example, be reversibly and detachably elastically coupled to the body 102 via a total of four elastic bearings, of which only two bearings 26, 28 are shown here. The elastic bearings 26, 28 can, for example, be pressed into the subframe 20 and screwed to the body 102. One of the elastic bearings 26, 28 can, for example, in the area of a respec Gen connection point of the subframe 20, at which a respective cross member 24 of the subframe 20 can be connected to a longitudinal strut 22 of the subframe 20, be arranged, as in 1 is indicated. In the present case, the transverse struts 24 extend at least essentially along the direction of transverse extent y. In contrast, the longitudinal strut 22 in the present case extends at least essentially along the direction of longitudinal extension x.

Vibration decoupling of body 102 from auxiliary frame 20 and thus chassis module 10 takes place via elastic mounts 26, 28, so that in particular vibrations caused by driving operation, i.e. vibrations that occur while motor vehicle 100 is being driven, are not, or at least only to a small extent, transmitted from auxiliary frame 20 the body 102 are transferred.

The chassis module 10 also includes respective wheel carriers, namely a left wheel carrier and a right wheel carrier, which are arranged opposite one another in the transverse direction y and of which only one wheel carrier 30 (here: left wheel carrier) is shown here. The chassis module 10 can also include at least one electric machine 104, which in the present case is designed as a wheel hub motor for driving a wheel 32 held on the wheel carrier 30, merely as an example and for reasons of clarity. It is clear that the electric machine 104 can alternatively and preferably also be fastened to the subframe 20 or to the body 102 in order to reduce unsprung masses, but this is not shown in any more detail here. In the last two cases (installation of the electrical machine 104 on the auxiliary frame 20 or on the body 102), the electrical machine 104 can preferably be coupled to the wheel 32 in a torque-transmitting manner by means of a stub shaft. The stub shaft enables the wheel 32 to be separated from or coupled to the electric machine 104 with particularly little effort.

The chassis module 10 also includes an axle guide arrangement 90 via which the wheel carrier 30 is mounted on the auxiliary frame 20 . The axle link arrangement 90 comprises respective wishbones, namely an upper wishbone 92 and a lower wishbone 94, via which the wheel carrier 30 is mounted on the auxiliary frame 20.

The chassis module 10 also includes a steering device 40 for steering the wheel 32 held on the wheel carrier 30 and an actively operable damper device 50 and a spring device 60. The actively operable damper device 50 and the spring device 60 are present on the one hand with the auxiliary frame 20 and on the other hand at least indirectly coupled to the wheel carrier 30 .

In the present case, the actively operable damper device 50 is coupled to the wheel carrier 30 via at least one compression strut suspension 70 of the chassis module 10 . The strut suspension 70 has an in 2 indicated pivot bearing 72, via which the strut suspension 70 is pivotally mounted on the subframe 20.

The damper device 50 comprises a damper 52 arranged horizontally and fastened to the subframe 20 , whereas the spring device 60 comprises a spring 62 arranged horizontally and fastened to the subframe 20 . The lying arranged spring 62 is designed as a leaf spring. In the present case, the spring 62 and the damper 52 are installed as deep as possible, so that the spring 62 is arranged below a wheel center axis 33 of the wheel 32 in the vehicle vertical direction z (direction of vertical extension) and the wheel 32 protrudes beyond the damper 52 in the vehicle vertical direction z, as a result of which the chassis module 10 is designed to be particularly compact in the vehicle vertical direction z.

In 2 It can be seen that the actively operable damper device 50 or the damper 52 is coupled to the upper wishbone 92 via the strut suspension 70 and to the wheel carrier 30 via the upper wishbone 92 . Furthermore, in 2 recognizable that the spring 62 of the spring device 60 is coupled to the wheel carrier 30 via the lower wishbone 94 .

In 1 it can be seen that the chassis module 10 includes at least one chassis system 80 . In the present exemplary embodiment, the chassis system 80 is embodied as an ESP (electronic stability program).

The motor vehicle 100 is presently free of steering elements for manual control of the steering device 40. The steering device 40 is designed as a so-called steer-by-wire steering device, whereby a package-optimal (installation space-optimal) arrangement of a steering gear of the steering device 40 is made possible.

In order to achieve particularly good driving comfort and good acoustic comfort, motor vehicle 100 can include, in addition to chassis module 10, a further chassis module with the same function, which is referred to below as an additional chassis module. The additional drive factory module and the chassis module 10 can also be constructed in the same way. The additional chassis module is not shown here. The chassis module 10, like the additional chassis module, can be assigned to a front end or alternatively to a rear end of the motor vehicle 100. If motor vehicle 100 includes chassis module 10 and the additional chassis module, particularly good vibration decoupling can be achieved both on the front end and on the rear end of motor vehicle 100. For example, the chassis module 10 can be assigned to the front end and the additional chassis module to the rear end (or vice versa). This allows elastic decoupling to take place on the front and rear axles of motor vehicle 100 . The elastic vibration decoupling (e.g. via the bearings 26, 28) on the front and rear axles is particularly advantageous when only one electric drive (such as the electric machine 104) or multiple electric drives is used to drive the motor vehicle 100, since without the elastic vibration decoupling, for example, rolling noises due to the low noise emissions of the electric drive (or the electric drives) would be noticed more by passengers sitting in a passenger compartment (not shown) of motor vehicle 100 . Just as the chassis module 10 includes the steering device 40, the additional chassis module can include a functionally identical and additionally or alternatively identically constructed additional steering device. If, for example, chassis module 10 is assigned to the front end and the additional chassis module to the rear end of motor vehicle 100 (or vice versa), both the front end and the rear end (and thus the front axle and the rear axle) of motor vehicle 100 are steered, whereby during the driving operation of the motor vehicle 100 almost lateral force-free lane changes are possible, which contribute to a further calming of the structure (body 102).

Since motor vehicle 100 in the present exemplary embodiment is free of steering elements for manual control of steering device 40, the elastic vibration decoupling does not have a disadvantageous effect on the steering feel of these steering elements, for example in the form of a delayed steering response. Since motor vehicle 100 can be operated completely autonomously in the present case, the steering feel is irrelevant and can be simulated by an actuator (not shown).

Chassis forces that occur when the motor vehicle 100 is being driven can be transmitted via the damper device 50 and the spring device 60 directly to the auxiliary frame 18, which can generally also be referred to as a subframe or as an axle carrier. Due to the elastic mounts 26, 28, an excessive excitation of the body 102 can be avoided, so that any vibrations and noises in the passenger cell connected to the body 102 are not or at least hardly perceptible. By coupling the damper 52 and additionally or alternatively the spring 62 to the strut suspension 70, a particularly good damping ratio and additionally or alternatively spring ratio can be achieved, in particular by coupling the strut suspension 70 to the axle guide assembly 90 in the vicinity of the wheel carrier 30 be what can lead to a good spring behavior. In addition to the comfort advantages (advantages in driving comfort and acoustic comfort), the horizontal arrangement of the damper 52 and the spring 62 results in a very favorable installation space situation in the transverse direction y and the vertical direction z, which makes it possible to implement new interior concepts in the passenger compartment of the motor vehicle 100.

The actively operable damper device 50 can be used for active damping, which means that the use of kinematic pitch compensation can be dispensed with, for example, and as a result all bearing axes 97 or 99 of the respective inner link connection points 96 or 98 to which the upper wishbone 92 or the lower wishbone 94 coupled to subframe 20 may be oriented parallel to one another, as in FIG 1 is indicated. This enables the same or at least very similar front axle design and rear axle design of motor vehicle 100 and accordingly the possibility of using chassis module 10 in the front end or in the rear end of motor vehicle 100 . The inner link connection points 96 and 98 can also be referred to as link bearings 96 and 98, respectively.

In 2 it can be seen that the two wishbones 92, 94 are arranged parallel to one another. The wishbones 92, 94 can also be oriented parallel to the transverse direction y. In addition, the two wishbones 92 and 94 are coupled to the wheel carrier 30 via ball joints 91 and 93, respectively. The parallel orientation of the wishbones 92, 94 and their connection to the wheel carrier 30 by means of the ball joints 91, 93 enable not only a reduced secondary spring rate and improved springing behavior, but also reduced bearing twisting and contribute to increasing the service life.

The ball joints 91, 93 can be arranged in a wheel disc of the wheel 32, whereby, for example, a low height of an engine hood or a trunk lid (not shown) of the motor vehicle 100 is made possible, which contributes to a reduced air resistance of the motor vehicle 100 .

The space-saving configuration of the chassis module 10 makes it possible to use seats in the passenger compartment of the motor vehicle 100, which give the respective passenger more freedom of movement, so that, for example, not only seat cushion surfaces of respective seat cushions of the seats, but also backrest surfaces of respective backrests of the seats are horizontal, in particular completely can be oriented horizontally in order to create particularly favorable sleeping positions for passengers. However, the use of such seats requires the interior of the passenger compartment to be as large and spacious as possible. Due to the small installation space requirement of the chassis module 10 (and the additional chassis module) in the transverse direction y and the vertical direction z, the interior of the passenger cell can be made correspondingly large and spacious for such seats.

Overall, the examples show how a chassis module 10 for autonomously driving vehicles, such as motor vehicle 100, can be provided by the invention.

Claims (8)

Motor vehicle (100) which is designed for autonomous driving, comprising at least one chassis module (10) which has at least one auxiliary frame (20) which is reversibly and detachably elastically coupled to a body (102) of the motor vehicle (100), at least one Wheel carrier (30), at least one steering device (40) for steering a wheel (32) held on the at least one wheel carrier (30) and at least one actively operable damper device (50) and an actively operable spring device (60), which on the one hand is connected to the at least one subframe (20) and on the other hand is at least indirectly coupled to the at least one wheel carrier (30), wherein - The at least one actively operable damper device (50) comprises at least one horizontally arranged damper (52) and - The at least actively operable one spring device (60) comprises at least one spring (62) arranged lying. Motor vehicle (100) according to claim 1 , characterized in that the at least one chassis module (10) comprises at least one compression strut suspension (70) via which the actively operable damper device (50) and/or spring device (60) is coupled to the at least one wheel carrier (30). . Motor vehicle (100) according to one of the preceding claims, characterized in that the at least one horizontally arranged spring (62) is designed as a leaf spring. Motor vehicle (100) according to one of the preceding claims, characterized in that the motor vehicle (100) is free of steering elements for manual control of the steering device (40). Motor vehicle (100) according to one of the preceding claims, characterized in that at least one chassis system (80) is mounted on the at least one auxiliary frame (20). Motor vehicle (100) according to one of the preceding claims, characterized in that the at least one chassis module (10) comprises at least one axle guide arrangement (90) with wishbones (92, 94), by means of which the at least one wheel carrier (30) is attached to the at least an auxiliary frame (20) is mounted. Motor vehicle (100) according to one of the preceding claims, characterized in that the motor vehicle (100) in addition to the at least one chassis module (10) comprises at least one identical additional chassis module, the chassis module (10) on a front end of the motor vehicle (100) and the additional chassis module is arranged on a rear end of the motor vehicle (100). Chassis module (10) for a motor vehicle (100), which has an auxiliary frame (20) designed for reversibly detachable elastic coupling to a body (102) of the motor vehicle (100), at least one wheel carrier (30), at least one steering device (40) for steering a wheel (32) that can be held on the at least one wheel carrier (30) and at least one actively operable damping device (50) and spring device (60), which is connected on the one hand to the at least one auxiliary frame (20) and on the other hand at least indirectly to the at least one Wheel carrier (30) is coupled, wherein - the at least one damper device (50) comprises at least one damper (52) arranged horizontally and - The at least one spring device (60) comprises at least one lying arranged spring (62).

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