Steerable wheel suspension

Abstract

A steerable wheel suspension (1) for a motor vehicle, comprising a wheel carrier (4) mounted on the vehicle side in a spring-loaded manner and pivotably about a steering axis (11) for receiving a vehicle wheel (3), a steering device (9) for adjusting a steering angle (23) of the vehicle wheel (3), and a device (5) for actively influencing vertical dynamics of the wheel carrier (4), is characterized by a control unit (27) which is operable to control the device (5) for actively influencing the vertical dynamics of the wheel carrier (4) in order to release or limit vertical movements (22) of the wheel carrier (4) depending on the steering angle (23).

Description

The invention relates to a steerable wheel suspension for a motor vehicle according to the preamble of claim 1.In the field of passenger cars (passenger cars), axle systems located in series are generally equipped with central drives. Most of these cars have steering angles of 40 to 50 degrees at the front axle.In addition, axle concepts exist for so-called wheel hub drives, with which very large steering angles of clearly more than 50 degrees can be realized. However, these concepts are too expensive for a series-circumferential implementation or are associated with other disadvantages.In general, in view of, among other things, increasing traffic density in cities and in view of achievable advantages, an increasing demand for vehicles can be observed with which very large steering angles can be achieved. Thus, smaller parking spaces can be conveniently approached with this, so-called U-turns on normal roads can generally be implemented without complicated maneuvering, which improves the traffic flow, and in addition narrow road guides and maneuvering areas such as, for example, narrow garages or interior floors can be traveled on more easily.DE 10 2015 203 632 A1 discloses a steerable wheel suspension for a motor vehicle, the steering device of which, which can be actuated by means of a steering actuator, is suitable for setting large to very large steering angles, meaning steering angles which (with respect to the vehicle longitudinal axis) can be above 50 degrees and even significantly above this by, for example, 80 degrees. While the kinematic structure of the wheel suspension described in DE 10 2015 203 632 A1 enables steering angles of such a high degree when considered per se, implementing such a concept places high demands on the installation space of the motor vehicle equipped therewith. In particular, there are restrictions to components of the steering device, such as, for example, to the suspension arm, or also to the longitudinal member of the body of the vehicle equipped therewith. In particular, the compression of the vehicle wheel, i.e. the penetration of the vehicle wheel which takes place substantially in the vehicle vertical direction toward the body, can cause a collision with the vehicle components mentioned at certain steering angles. This adversely limits the design of a vehicle structure.In addition, it is known to equip a steerable wheel suspension according to the features of the preamble of claim 1 with a device for actively influencing a vertical dynamics of the wheel carrier. Its general purpose is to increase vehicle stability and ride comfort. A device for actively influencing a vertical dynamics of the wheel carrier can be based on an active or semi-active spring-damper system. In this case, the wheel carrier can be supported by means of a correspondingly designed spring-damper unit with respect to a body of the motor vehicle, the spring and damping effect of which can be varied in such a way that vertical movements of the wheel carrier can be influenced by actuating the spring-damper unit. From a constructional point of view, this can be, for example, a so-called air spring, a spring-damper unit with an adjustable damping rate or an actively adjustable spring-damper unit. In addition, the device for actively influencing the vertical dynamics of the wheel carrier can be an actively adjustable roll stabilizer.It is an object of the present invention to provide a steerable wheel suspension of the aforementioned type, with which a steering angle that can be adjusted by means of its steering device and / or a deflection of the wheel carrier that can be achieved with the wheel suspension can be utilized better. In particular, large to very large steering angles should also be achievable in as many driving situations as possible of the motor vehicle equipped therewith, without changes to the vehicle structure being required. In addition, a motor vehicle equipped with such a wheel suspension is to be specified. Furthermore, a method for operating a motor vehicle equipped with such a wheel suspension is to be specified.The object mentioned is initially achieved by a steerable wheel suspension according to the features of claim 1. this is a steerable wheel suspension for a motor vehicle, having a wheel carrier, which is mounted on the vehicle side in a resilient manner and pivotably about a steering axis, for receiving a vehicle wheel, a steering device for setting a steering angle of the vehicle wheel, and a device for actively influencing a vertical dynamic of the wheel carrier. The steerable wheel suspension is characterized according to the invention by a control unit which is operable to actuate the device for actively influencing the vertical dynamics of the wheel carrier in order to enable or limit vertical movements of the wheel carrier as a function of the steering angle.According to the invention, it was therefore initially recognized that a steerable wheel suspension which is equipped with a steering device suitable for setting a very large steering angle entails complex installation space requirements. In particular, it has been recognized that in certain operating situations, in particular in certain steering angles and compression states of the vehicle wheel, collisions may occur between the vehicle wheel and vehicle-mounted components, such as the longitudinal member of the vehicle body or the suspension arm of the wheel suspension. In this context, consideration of a so-called roof curve, which includes a relationship between compression states and steering angles of the vehicle wheel, has been considered advantageous. From practical observation it has been found that conditions such as a full compression of the vehicle wheel and at the same time a maximum steering of the vehicle wheel do not exist in practice, since the force required for compression can only be achieved at a higher speed and passing through a striking hole. In the case of slow travel at the step speed, such as, for example, during maneuvering, however, usually only very little spring compression is applied, for example, up to 40% of the maximum spring travel.From this practical observation, the possibility was found according to the invention to dynamically limit the vertical dynamics of the wheel carrier, specifically by which vertical movements of the wheel carrier are meant in the context of the invention. According to the invention, the device for actively influencing the vertical dynamics of the wheel carrier is controlled by means of the control unit as a function of the steering angle in such a way that vertical movements of the wheel carrier are either enabled or limited. The aim of this control is to ensure, taking into account the respective steering angle, that vertical movements of the wheel carrier always take place within a permissible range of movement. In this way, it can be ensured without structural complexity, in particular software-based, that, from a kinematic point of view, possible compression states of the steerable wheel suspension can be used in a better manner, in particular in more operating situations of the vehicle equipped therewith. The object mentioned at the beginning is thus achieved.The limitation of the vertical movement of the wheel carrier as a function of the steering angle is advantageously selected in such a way that collisions of the vehicle wheel with other vehicle-mounted components of the motor vehicle are avoided. These include, for example, parts of the vehicle body, such as in particular longitudinal members and / or auxiliary frames, or parts of the chassis, such as transverse links or other components that do not rotate about the wheel axis.According to a preferred development of the steerable wheel suspension, it is provided that the limitation of the vertical movements of the wheel carrier is only temporarily effected and is in particular canceled again as soon as rebound-induced collisions of the vehicle wheel are to be ruled out. The limitation of the vertical movements should therefore expressly not be carried out permanently, but only so long as this is offered on the basis of a current or expected operating situation.In order that the control unit provided according to the invention can decide on the enabling or limiting of vertical movements of the wheel carrier, access to corresponding steering angle information is expedient. According to a preferred embodiment of the steerable wheel suspension, a sensor device for detecting the steering angle is assigned to the steering device. In this case, the sensor device detects the actual steering angle in real time.Alternatively or additionally, it can be provided that the control unit uses a steering angle command generated by an autonomous driving system as the steering angle. Again alternatively, it can be provided that the control unit uses as steering angle a steering angle command manually specified by a driver, which is provided in particular by a steering handle operable by the driver, such as a steering wheel or the like. The control device expediently limits the vertical movements of the wheel carrier taking into account a stored data field which contains a relationship between steering angles of the vehicle wheel and compression states, in particular a so-called roof curve for identifying collision-free wheel states.While the invention can in principle relate to steerable wheel suspensions of various types, particular advantages are achieved for steerable wheel suspensions of a construction which enables relatively large to very large steering angles with respect to the vehicle longitudinal axis, by which means in particular steering angles of more than 50 degrees and significantly more are meant. Steering angles of this type can advantageously be achieved with a steering device for a steerable wheel suspension as described in DE 10 2015 203 632 A1.According to an advantageous further development of the steerable wheel suspension, a steering control device, such as a steering rod that can be moved manually via a steering gear or electromechanically by way of a steering actuator, is operatively connected to the wheel carrier via coupling means, wherein the coupling means comprise a track rod connected to the steering control device, a deflection lever mounted rotatably with respect to a chassis arm, in particular a suspension arm, and a steering rod connected to the wheel carrier, wherein the track rod is connected to the deflection lever and the deflection lever is connected to the steering rod in order to translate a translatory movement of the steering control device via the track rod, the deflection lever and the steering rod into a steering movement of the wheel carrier.According to one possible embodiment, the steering device of the steerable wheel suspension is assigned to exactly one vehicle wheel, so that the steering angle of exactly one vehicle wheel can be influenced by the steering device. The wheel suspension is accordingly a so-called corner module, which can be used in principle for various wheels of a vehicle.Alternatively, it is conceivable that the steerable wheel suspension comprises a steering device for two vehicle wheels of a vehicle axle arranged opposite one another, wherein, for example, a centrally acting steering actuator or at least one centrally acting steering actuator serves for setting a steering angle for each of the two vehicle wheels.Various designs of the wheel suspension are conceivable. According to a conventional design, it has the design of a double suspension arm or a so-called MacPherson design. In the case of a double suspension of the suspension arm, the wheel carrier is mounted vertically movable by means of two transverse arms arranged one above the other, therefore "double transverse arms", but pivotable about the steering axis relative to the vehicle body. In the so-called MacPherson design, the wheel carrier is mounted with respect to the vehicle body by means of a spring-damper unit acting as a rotary-thrust joint and a single suspension arm. The advantages and effects according to the invention can be achieved with both constructions.The steerable wheel suspension according to the invention is capable of releasing or limiting vertical movements of the wheel carrier as a function of the steering angle. This can be realized in different ways. According to a preferred development of the steerable wheel suspension, the device for actively influencing the vertical dynamics (of the wheel carrier) is based on an active or semi-active spring-damper system. In the case of a semi-active system, the influencing of the vertical dynamics can consist in a setting, i.e. a change in the damper rate. This can be done, for example, by a valve being attracted in the damper by actuation in order to thus change the damper rate. In the case of an active spring-damper system, it also contains an active height adjustment or height limitation, which can be carried out by the spring-damper system. An active spring-damper system can also be an air spring.Alternatively, the device for actively influencing the vertical dynamics can be an actively adjustable roll stabilizer. Viewed in a manner known per se, this has two stabilizer sections which are each assigned to one of the two wheel suspensions of a vehicle axle, wherein the stabilizer sections can be rotated with respect to one another about an axis of rotation by means of a roll actuator arranged therebetween, such that a roll behavior of the vehicle can be influenced by actuating the roll actuator. Within the scope of the present invention, such an actively adjustable roll stabilizer can likewise be used advantageously in order to enable or limit vertical movements of the wheel carrier.In principle, the steering device of the steerable wheel suspension according to the invention can be designed differently. The steering device can preferably be actuated by means of a steering actuator, wherein the steering actuator is preferably designed as an electromechanical steering actuator, in particular in that the steering actuator has an electric motor and a transmission which is in drive connection therewith.The steerable wheel suspension is advantageously additionally characterized by a device for detecting information which is associated with compression of the vehicle wheel, wherein the control unit accesses this information and also takes it into account in order to enable or limit vertical movements of the wheel carrier. According to an advantageous embodiment, the device is a device for detecting the height level of the vehicle wheel. The device thus detects the actual spring state, in particular in real time. This can be implemented in different ways. From a constructional point of view, an angle sensor can be assigned for this purpose, for example, to a suspension arm supporting the wheel carrier relative to the vehicle body. Alternatively or additionally, the height level of the vehicle wheel can be detected, for example, optically by means of a camera directed onto the vehicle wheel or onto chassis components.Again alternatively or additionally, the device can be a device for detecting ambient conditions which cause the vehicle wheel to spring in. In contrast to (direct) detection of the height level of the vehicle wheel, circumstances are therefore detected in this case which trigger compression of the vehicle wheel. Such circumstances can be, for example, the reaching of a curbstone, a striking hole, a ground shaft or the passing over of objects on the roadway, and other comparable circumstances which announce an expected compression of the vehicle wheel. From a constructional point of view, the sensor device can comprise for this purpose an optical sensor such as a camera, which is directed onto the roadway lying ahead.The object mentioned at the beginning is furthermore achieved by a motor vehicle according to the features of claim 16.The object mentioned at the outset is furthermore achieved by a method for operating a motor vehicle which is equipped on a front axle and / or a rear axle with a wheel suspension of the type described above, according to the features of claim 17.The invention is explained and described in more detail below with reference to the attached drawings. This also reveals further advantageous embodiments of the inventive idea. The drawing shows: FIG. 1 shows a steerable wheel suspension for a motor vehicle from below, FIG. 2 shows a steerable wheel suspension for a motor vehicle in a perspective view obliquely from the front, FIG. 3 shows a qualitatively drawn roof curve.FIGS. 1 and 2 show a steerable wheel suspension 1 for a motor vehicle in a so-called MacPherson design in a perspective view from below (FIG. 1 ) or from obliquely forward (FIG. 2 ) in the mounted state on a body 2 or an axle carrier 18 of a motor vehicle. In FIGS. 1 and 2, x denotes the vehicle longitudinal direction, y denotes the vehicle transverse direction and z denotes the vehicle vertical direction.In a manner known per se, similar in kinematic terms to the wheel suspension described in DE 10 2015 203 632 A1, it has a wheel carrier 4 which is mounted on the vehicle side in a spring-mounted manner and pivotable about a steering axis 11 and which accommodates a vehicle wheel 3 such that it can rotate about a wheel axis 12. In the exemplary embodiment shown, the wheel carrier 4 is supported with respect to the vehicle body 2 by means of an actively adjustable suspension strut 5 designed as an active spring-damper unit, with the result that the body can be pivoted about the steering axis 11 and can at the same time move along a spring path 22 substantially parallel to the vehicle vertical direction z for the compression and rebound. The wheel carrier 4 is additionally connected by means of a suspension arm 6 to an axle carrier 18 which is vertically movable and pivotable about the steering axle 11 and which in turn is connected to the body 2.In a manner known per se, the wheel suspension 1 is equipped with a stabilizer 7, the wheel-side end of which is connected in an articulated manner to the suspension arm 6, in order in this way to ensure roll stabilization of the vehicle equipped therewith.The wheel suspension 1 furthermore has a steering device 9 with which a steering angle 23 of the vehicle wheel 3 can be adjusted. For this purpose, a point of the wheel carrier 4 spaced from the steering axle 11 is connected in an articulated manner to a steering rod 17. At its opposite end, the steering rod 17 is in turn connected in an articulated manner to a reversing lever 16, which is mounted in an articulated manner at its in turn opposite end on the wheel carrier 4. In a central region of the reversing lever 16, a wheel-side end of a tie rod 8 is connected in an articulated manner to the reversing lever 16. The tie rod 8 extends substantially parallel to the vehicle transverse direction y and is operatively connected to a centrally arranged steering actuator 10 which is fastened to the axle carrier 18. In a manner known per se, the steering device 9 can be actuated by means of the steering actuator 10. In particular, the track rod 8 can be moved translationally substantially in the vehicle transverse direction y by means of the steering actuator 10, as a result of which the steering angle 23 of the vehicle grade 3 mounted on the wheel carrier 4 can be influenced via the deflection lever 16 and the steering rod 17 coupled thereto, that is to say the vehicle wheel 3 can be steered.The steerable wheel suspension 1 furthermore has a control device 13, shown in simplified form by an indicated box, which is signal-connected to the steering actuator 10. The control device 13 is operable to receive electric steering commands generated by a steering sensor device manually operable by a driver of the motor vehicle, wherein the steering sensor device is, for example, a steering wheel. Alternatively, the controller 13 may be operable to receive steering commands generated by an autonomous driving system. The control device 13 is furthermore operable to actuate the steering actuator 10 by means of electrical steering commands, as a result of which the steering actuator 10 is actuated in order to implement these steering commands by setting a steering angle 23 at the vehicle wheel 3. If there is a lack of a mechanical connection of the steering device to a steering wheel, this is accordingly a steer-by-wire concept.As can be seen in particular in FIG. 1 in the view from below, the steerable wheel suspension enables the setting of very large steering angles. In the illustration shown, the wheel axle 12 is deflected by an angle lying clearly over 50 degrees with respect to its original orientation (parallel to the vehicle transverse direction y). At this very high steering angle of the vehicle wheel 3, the vehicle wheel 3 comes close to a longitudinal member structure 15 of the body 2. Depending on the steering angle that is applied and at the same time on the state of compression of the vehicle wheel 3, a collision of the vehicle wheel 3 with the longitudinal member structure 15 can occur.The actively adjustable suspension strut 5 is an active spring-damper unit. This can in fact be embodied differently than shown in the drawing. For example, it can also be designed as an air spring. In any case, the actively adjustable suspension strut 5 can be controlled by means of a control unit 27 which is shown in simplified form in FIG. 2. By controlling the actively adjustable suspension strut 5, the vertical dynamics of the wheel carrier ( 4) can be influenced. In particular, for example, a damper rate, a spring characteristic and / or a zero level can be adjusted, with the result that vertical movements of the wheel carrier ( 4) can be influenced.The control unit 27 can also receive signals from a sensor device, not shown in detail, which is integrated into the steering actuator 10 and which detects the set steering angle 23 on the basis of the position of the steering actuator 10. In a manner to be explained later, the control unit 27 is operable to actuate the actively adjustable suspension strut 5 in order to enable or limit vertical movements of the wheel carrier 4 as a function of the steering angle.A so-called roof curve, also called a "bell curve", shown in FIG. 3 represents a qualitative relationship between the compression and the steering angle of a steerable wheel suspension. In the horizontal direction, in each case starting from an origin denoted by 0%, a steering angle of the vehicle wheel is represented to the left or to the right, the extent of which steering angle is given in percent on the basis of steering wheel revolutions 21 (axle designation). Accordingly, a region of the graph on the left side of the 0% indication represents a left turn of the vehicle wheel (negative values), while a region on the right side of the 0% indication represents a right turn of the vehicle wheel (positive values).In the vertical direction, starting from a starting point marked with 0%, a spring travel 22 of the vehicle wheel 3 is removed, which spring travel is given qualitatively in percentages in its extent in a comparable manner and correspondingly extends from 0% (corresponding to zero position) up to +100% during compression 24 to a complete compression and extends starting from the zero position to -100% during compression 25.An overall area bounded by the outer continuous lines in FIG. 3 represents possible collision-free states of the wheel suspension for different compression states and steering angles. The surface is bounded in the lower region and in the laterally left and in the laterally right region by straight lines which represent the maximum rebound 25 or a complete left turn or right turn of the vehicle wheel. In the upper region, i.e. toward the top, the total area is bounded by a bell-shaped curve, which is shown here by way of example. This curve ("bell curve") extends approximately mirror-symmetrically with respect to the zero position of the steering angle. In a central region, up to a limited steering angle to the right or left (positive or negative steering angle), the vehicle wheel can correspondingly deflect up to 100% without coming into contact with vehicle-mounted components (collision-free steering range).With increasing steering angle, the bell curve falls on both sides until it reaches a value of only approximately 50% of the spring travel 22 at approximately 100% positive or negative steering angle. Accordingly, it can be seen that very large steering angles can only be achieved without collisions under the condition that the vehicle wheel must only be compressed to a certain extent. In other words, regions situated beyond the boundary line represent steering and compression states of the wheel suspension which are not permissible since a collision of the vehicle wheel with vehicle components would occur. The roof curve makes it possible to identify collision-free wheel states of the wheel suspension taking into account the compression states.In the steerable wheel suspension 1 according to the invention explained with reference to FIG. 2, a sensor device integrated into the steering actuator 10 detects the current steering angle 23 of the degree of vehicle 3. Accordingly, the control unit 27 is capable of either releasing or limiting vertical movements which are within an allowable range of movement (spring travel) depending on the detected steering angle (steering angle 23) of the vehicle wheel. In this way, it can be ensured that the wheel suspension can also elastically deflect or deflect strongly in a plurality of cases, namely when the vehicle wheel is only partially steering, without the need for a complicated adaptation of, for example, the longitudinal member structure of the body of the vehicle (or other components at risk of collision). In other words, a strong compression or rebound can be permitted and used without collisions with the wheel suspension as long as it is ensured that the wheel is not excessively strongly steered in one direction or the other. The sensor unit of the steering actuator 10 ensures here a detection of the steering angle 23 of the vehicle wheel 3 quasi in real time, wherein the control unit 27 ensures that vertical movements 22 of the wheel carrier 4 are suitably limited depending at least on the steering angle 23. Advantageously, a movement potential predefined by the installation space available is largely exhausted.When using the wheel suspension, the vehicle structure of the motor vehicle equipped therewith can advantageously remain unchanged in the region of the wheel arch or of the longitudinal member. The limitation of the vertical movements of the wheel carrier under certain steering conditions provided according to the invention achieves comparatively high advantageous installation space effects. Collisions between vehicle wheel and vehicle components are avoided by the proposed dynamic wheel stroke limitation, without additional structural complexity arising for this purpose.In the steerable wheel suspension 1 explained with reference to FIG. 2, a device for detecting the height level of the vehicle wheel is used as sensor device 20. It should be mentioned that the height level of the vehicle wheel 3 (or its deflection) could also be detected in a structurally different manner, for example on a camera basis, in order to achieve the advantages according to the invention equally.Alternatively or additionally, it is conceivable that the sensor device is a device for detecting ambient conditions which cause the vehicle wheel to spring. In this case, the sensor device therefore does not detect an actual compression of the vehicle wheel (real-time detection), but rather the sensor device in this case indirectly detects external circumstances in order to infer driving situations from this which cause a compression of the vehicle wheel. This can be, for example, passing through impact holes, crossing curbs, ground waves or objects lying on the road, which are detected and evaluated, for example, with the aid of an optical sensor such as a camera, which is directed at a road section lying ahead. In this case, the sensor device could be able to already detect a driving situation which will cause the vehicle wheel to rebound (prematurely before the event occurs).It is understood that a wheel suspension according to the invention, as described above, can be assigned to a steerable front axle and / or to a steerable rear axle of a motor vehicle. Since the limitation of the vertical movements of the wheel carrier must advantageously be carried out only temporarily in each case, namely for the duration of a collision-risk event, driving stability and driving comfort are only minimally reduced in a motor vehicle equipped therewith and without complicated structural changes on the vehicle being necessary for this purpose. In numerous driving situations, any limitation of the vertical movements that is carried out will be barely perceptible or imperceptible to a driver.Reference numerals denote reference numerals1 Steerable wheel suspension 2 Body 3 Vehicle wheel 4 Wheel carrier 5 Actively adjustable suspension strut (active spring-damper unit) 6 Suspension arm 7 Stabilizer 8 Track rod 9 Steering device 10 Steering actuator 11 Steering axle 12 Wheel axle 13 Control device 14 Tire center 15 Longitudinal member structure 16 Deflection lever 17 Steering rod 18 Axle carrier 19 Boundary 20 Sensor device 21 Steering wheel revolution 22 Spring travel 23 Steering angle 24 Compression 25 Compression 26 Compression event 27 Control unit t Time x Vehicle longitudinal direction y Vehicle transverse direction z Vehicle vertical directionReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 10 2015 203 632 A1 [0005, 0015, 0029]

Claims

Steerable wheel suspension (1) for a motor vehicle, having a wheel carrier (4) mounted on the vehicle side in a resilient manner and pivotably about a steering axis (11) for receiving a vehicle wheel (3), a steering device (9) for setting a steering angle (23) of the vehicle wheel (3), and a device (5) for actively influencing a vertical dynamic of the wheel carrier (4), characterized bya control unit (27) which is operable to actuate the device (5) for actively influencing the vertical dynamic of the wheel carrier (4) in order to enable or limit vertical movements (22) of the wheel carrier (4) as a function of the steering angle (23).Steerable wheel suspension according to Claim 1, characterized in that the limitation of the vertical movements (22) of the wheel carrier (4) is selected in such a way that collisions of the vehicle wheel (3) with other vehicle-mounted components (15) of the motor vehicle are avoided.Steerable wheel suspension according to Claim 1 or 2, characterized in that the limitation of the vertical movements (22) of the wheel carrier (4) is only temporarily made, and in particular is canceled again as soon as collisions of the vehicle wheel (3) caused by compression are to be ruled out.Steerable wheel suspension according to one of the preceding claims, characterized in that the steering device (9) is assigned a sensor device (10) for detecting the steering angle (23).Steerable wheel suspension according to one of the preceding claims, characterized in that the control unit (27) uses as steering angle a steering angle command generated by an autonomous driving system or a steering angle command which is manually predefined by a driver and which is provided in particular by a steering handle, such as a steering wheel or the like, which can be operated by the driver.Steerable wheel suspension according to one of the preceding claims, characterized in that the control unit (27) limits the vertical movements of the wheel carrier (4) taking into account a stored data field which contains a relationship between steering angles (27) of the vehicle wheel (3) and compression states, in particular a so-called roof curve for identifying collision-free wheel states.Steerable wheel suspension according to one of the preceding claims, characterized in that it has a construction which enables relatively large to very large steering angles (23) with respect to the vehicle longitudinal axis (x), in particular steering angles (23) which are above 50° and significantly above it.Steerable wheel suspension according to one of the preceding claims, characterized in that a steering control device is operatively connected to the wheel carrier (4) via coupling means, wherein the coupling means comprise a tie rod (8) connected to the steering control device, a deflection lever (16) mounted rotatably with respect to a chassis link, in particular a suspension arm (6), and a steering rod (17) connected to the wheel carrier (4), wherein the tie rod (8) is connected to the deflection lever (16) and the deflection lever (16) is connected to the steering rod (17) in order to translate a translatory movement of the steering control device via the tie rod (8), the deflection lever (16) and the steering rod (17) into a steering movement of the wheel carrier (4).Steerable wheel suspension according to one of the preceding claims, characterized in that it has the design of a double suspension of the transverse link or a so-called MacPherson design.Steerable wheel suspension according to one of the preceding claims, characterized in that the device for actively influencing the vertical dynamics is based on an active or semi-active spring-damper system.Steerable wheel suspension according to one of the preceding claims, characterized in that the device for actively influencing the vertical dynamics is an actively adjustable roll stabilizer.Steerable wheel suspension according to one of the preceding claims, characterized in that the steering device (9) can be actuated by means of a steering actuator (10), wherein the steering actuator (10) is preferably designed as an electromechanical steering actuator, in particular in that the steering actuator (10) has an electric motor and a transmission which is in drive connection therewith.Steerable wheel suspension according to one of the preceding claims, characterized bya device (20) for detecting information which is associated with compression of the vehicle wheel (3), wherein the control unit (27) accesses this information and also takes it into account in order to enable or limit vertical movements of the wheel carrier (4).Steerable wheel suspension according to one of the preceding claims, characterized in that the device (20) is a device for detecting the level of the vehicle wheel (3).Steerable wheel suspension according to one of the preceding claims, characterized in that the device is a device for detecting ambient conditions which cause the vehicle wheel (3) to spring in.Motor vehicle equipped with a steerable wheel suspension (1) according to one of the preceding claims on a front axle and / or a rear axle.Method for operating a motor vehicle which is equipped on a front axle and / or a rear axle with a wheel suspension (1) according to one of Claims 1 to 16, characterized in that the control unit (27) actuates the device (5) for actively influencing the vertical dynamics of the wheel carrier (4) as a function of the steering angle (23), in order either to enable or limit vertical movements (22) of the wheel carrier (4).

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