Steering wheel for a motor vehicle and motor vehicle with a steering wheel

Abstract

The invention relates to a steering wheel (10) for a motor vehicle (32), comprising a steering wheel rim (12), a deflector cup (14) arranged within the steering wheel rim (12), and a steering wheel spoke arrangement. The deflector cup (14) is mechanically connected, in particular on one side, to an inner circumference of the steering wheel rim (12) by exactly one steering wheel spoke (16) of the steering wheel spoke arrangement.

Description

[0001] The invention relates to a steering wheel for a motor vehicle, comprising a steering wheel rim, a wheel hub arranged within the steering wheel rim, and a steering wheel spoke arrangement. The steering wheel rim is preferably designed with a circular or approximately circular inner circumference. On the wheel hub, i.e., on the central part of the steering wheel, an actuating device for a horn of the motor vehicle can be located, for example, in a known manner. Furthermore, an airbag can, for example, be housed in the wheel hub.

[0002] Steering wheels of the familiar type are usually equipped with at least three or four spokes, which connect the impact-absorbing hub to the inner circumference of the steering wheel rim. Control elements are typically located in the horizontal spokes, i.e., those spokes that run essentially horizontally or along the vehicle's transverse direction when the vehicle is traveling straight ahead.

[0003] Multifunction steering wheels can have several control panels on each of the horizontal spokes. Typically, nine buttons are arranged in a 3 x 3 grid. These buttons are usually operated by pressing them. In addition to buttons, other rotary controls or other rotary elements can also be integrated into the steering wheel spokes. Depending on the type of interaction—whether a control element is a button, a rotary dial, or a touch-sensitive surface—a size of 12 x 12 mm or larger is generally chosen for each control area. This is for ergonomic reasons and to prevent incorrect operation. Steering wheel spokes equipped with such multifunction panels typically have a minimum height of approximately 40 mm and a minimum width of the same width.This results in a very bulky and massive appearance and is accompanied by a rather long operating range for those fields that are arranged along a spoke towards the impact pot.

[0004] German patent applications DE 10 2006 032 579 A1 and DE 10 2010 049 082 A1 each disclose an operating concept in which a roller is arranged circumferentially around a longitudinal axis of a steering wheel spoke. The roller can be rotated around the longitudinal axis of the steering wheel spoke and / or displaced relative to the axis. Operation is difficult or cumbersome for operators with particularly large hands, as the steering wheel spoke geometry limits the available operating space for the roller. Although the described concepts offer a way to move away from the bulky control panels described earlier, they are nevertheless disadvantageous in terms of ease of use, which can also impair driving safety when the roller is being operated.

[0005] DE 103 46 112 A1 describes a steering wheel for a motor vehicle with at least one spoke, wherein an input device for selecting and deselecting menu items that can be displayed on a display of the motor vehicle is arranged on the spoke.

[0006] German patent DE 10 2015 012 702 A1 discloses a steering wheel comprising a steering wheel frame with a rim and a hub. The rim and hub are connected by at least one spoke. At least one projection for receiving a control element is arranged on the inner side of the rim.

[0007] DE 196 48 374 A1 describes an actuating device for actuating vehicle equipment, wherein actuating means of the actuating device are arranged in a steering wheel rim of a vehicle steering wheel.

[0008] DE 44 23 744 A1 describes a vehicle steering wheel with a steering wheel rim on whose inner circumferential surface actuating elements are arranged.

[0009] From DE 10 2008 023 889 A1 a steering wheel with a plurality of steering wheel spokes is known, wherein among the steering wheel spokes there is at least one force-transmitting and one steering wheel spoke that is essentially decoupled with respect to force.

[0010] DE 36 33 558 A1 describes a steering wheel with a limited number of spokes, while additional spokes are realized solely through a flexible steering wheel cover.

[0011] One object of the present invention is therefore to provide a steering wheel for a motor vehicle with improved usability. In particular, the operating space available for operating each control element should be increased compared to known solutions.

[0012] The problem is solved by the subject matter of the independent patent claims. Advantageous further developments of the invention are described by the dependent patent claims, the following description, and the figures.

[0013] The invention is based on the understanding that a more delicate design of the steering wheel can create more lateral operating space in the area of ​​the horizontal spokes. Accordingly, the invention provides for a steering wheel with a more delicate design.

[0014] The invention relates to a steering wheel for a motor vehicle, comprising a steering wheel rim, a steering wheel hub arranged within the steering wheel rim, and a steering wheel spoke arrangement. The steering wheel can be mechanically connected, or be connected, to further components for adjusting a steering angle at the wheels of the motor vehicle via the steering wheel hub and a steering rod mounted thereon. Alternatively or additionally, the steering wheel according to the invention can be a steer-by-wire capable steering wheel. In other words, the steering wheel can be understood as a steering sensor via which one or more control units of the motor vehicle can receive a steering command. The steering command can, in particular, be transmitted exclusively electrically to an electromechanical actuator, which then executes the steering command. In such a steer-by-wire system, there is no mechanical connection between the steering wheel and the steered wheels.The design of the steering wheel according to the invention as a steer-by-wire capable steering wheel is advantageous insofar as the elimination of the mechanical connection between the steering wheel and the steered wheels offers greater freedom with regard to the design of the steering wheel than if a mechanical connection had to be provided.

[0015] According to the invention, the impact absorber is mechanically connected to an inner circumference of the steering wheel rim by exactly one steering wheel spoke of the steering wheel spoke arrangement. The connection is made, in particular, on one side; that is, the impact absorber can only be connected to the inner circumference of the steering wheel rim on one side by the steering wheel spoke.

[0016] The steering wheel spoke can extend from the inner circumference of the steering wheel rim to a centrally located impact absorber within the rim. Alternatively, the impact absorber can be elongated or slender within the rim and / or positioned eccentrically with respect to the rim's center point. The impact absorber can also extend directly into the steering wheel rim via the steering wheel spoke.

[0017] The inventive, delicate design and reduction to exactly one steering wheel spoke advantageously results in a larger operating area within the steering wheel rim compared to known steering wheel designs, allowing for the operation of controls integrated into the steering wheel. In this respect, the usability of these elements is improved compared to known solutions.

[0018] According to the invention, the steering wheel spoke assembly comprises at least one steering wheel spoke stub, which is arranged on the inner circumference of the steering wheel rim at an angle of up to 100 degrees, preferably up to 90 degrees, relative to the steering wheel spoke and whose longitudinal extension points towards the impact hub. The at least one steering wheel spoke stub has no direct mechanical connection to the impact hub. However, the steering wheel spoke stub can be guided in the direction of the impact hub and have an elongated extension from the inner circumference of the steering wheel rim towards the impact hub. The at least one steering wheel spoke stub can, for example, be pivotally connected to the steering wheel rim. The connecting joint can, for example, be a ball joint. The steering wheel spoke stub connected to the steering wheel rim in this way can, for example, itself be used as a control element for operating a vehicle function.Because the steering wheel spoke stub is not mechanically connected to the impact absorber, it can be moved or pivoted within the steering wheel rim, similar to a control lever. Alternatively or additionally, the steering wheel spoke stub can also be rotatably mounted on the steering wheel rim. In this way, the steering wheel spoke stub can be operated, for example, like a control roller.

[0019] At least one steering wheel spoke stub has a connecting section that allows it to pass the impact absorber and enter the steering wheel spoke. In other words, at least one steering wheel spoke stub cannot be completely free at its free end, that is, at the end opposite the attachment to the inner circumference of the steering wheel rim. Rather, at this free end, at least one steering wheel spoke stub can have the connecting section that connects it to or links it to the steering wheel spoke. This connecting section can be rigid or flexible, allowing for some movement of the steering wheel spoke stub.For example, a flexible circuit board can run through the connecting section, via which control signals from the steering wheel spoke stub or another control element arranged on the steering wheel spoke stub can be transmitted to at least one control unit of the motor vehicle.

[0020] Preferably, when the vehicle is driving straight ahead, the steering wheel spoke runs along the vehicle's vertical axis. In other words, the steering wheel spoke preferably extends vertically in front of the driver when the steering wheel is installed in the vehicle as required. The length of the steering wheel spoke can correspond to the diameter of the inner circumference of the steering wheel rim. Alternatively, the steering wheel spoke can simply extend from the inner circumference of the steering wheel rim to the steering wheel hub. If the steering wheel hub is located at the geometric center of the steering wheel rim, the length of the steering wheel spoke in this configuration corresponds to half the diameter of the steering wheel rim. If the steering wheel hub is located eccentrically within the steering wheel rim, the length of the spoke can also be a corresponding fraction, for example, one-quarter, three-quarters, one-third, or two-thirds, of the diameter of the steering wheel rim.

[0021] Preferably, the steering wheel has at least two opposing steering wheel spoke stubs of the type described, which are arranged symmetrically to the steering wheel spoke on both sides of the steering wheel rim and point with their respective longitudinal direction towards the impact hub. As described, the steering wheel spoke stubs have no direct mechanical connection to the impact hub. Therefore, they can, for example, function as operating elements, as already described.

[0022] Preferably, each of the steering wheel spoke stubs is arranged at an angle of up to 100 degrees, preferably at an angle of up to 90 degrees, relative to the steering wheel spoke on the inner circumference of the steering wheel rim. In other words, when the motor vehicle is driving straight ahead, the two steering wheel spoke stubs and the steering wheel spoke approximately indicate the letter "T" or "Y".

[0023] Preferably, at least one of the two steering wheel spoke stubs can have a connecting section that allows it to transition past the impact absorber and into the steering wheel spoke. In other words, the steering wheel spoke stubs cannot be completely free at their free end, i.e., the end opposite the attachment to the inner circumference of the steering wheel rim. Rather, the steering wheel spoke stubs can have the connecting section at this free end that allows them to transition into or be connected to the steering wheel spoke. The connecting section can be rigid or flexible, so that the steering wheel spoke stub can still be movable.In each connection section, for example, a flexible circuit board can run, via which control signals from a respective steering wheel spoke stub or from another control element arranged on the steering wheel spoke stub can be transmitted to at least one control unit of the motor vehicle.

[0024] In connection with some embodiments, the steering wheel spoke stub or spoke stubs were described as separate control elements. Alternatively or additionally, however, each steering wheel spoke stub can bear its own separate control element.

[0025] According to an advantageous embodiment, at least one steering wheel spoke stub, or at least one of the two steering wheel spoke stubs, has a cylindrical control element arranged around a longitudinal axis of the respective steering wheel spoke stub and movably mounted on the steering wheel spoke stub with respect to this longitudinal axis. A predetermined operating function of the vehicle can be triggered by moving the cylindrical control element. This operating function can, for example, be one that, in conventional steering wheel designs, can be triggered by pressing one or more of the control buttons described above. The operability can extend, for example, to comfort functions, particularly entertainment functions, of the vehicle. Alternatively or additionally, operation of the control element can lead to the operation of the vehicle's windshield wiper system.Alternatively or additionally, it is conceivable to integrate a switching device for selecting the respective gear in which the motor vehicle is currently being operated into the control element.

[0026] Preferably, the cylindrical control element has an ergonomic shape and / or a surface ribbing, so that it can be gripped and operated comfortably and safely by a user, for example between the thumb and index finger of one of the user's hands.

[0027] If the steering wheel has two opposing spoke stubs, the simultaneous operation of several controls, which may be distributed across the two spoke stubs, can also lead to the operation of a predetermined vehicle function. For example, pushing both controls away from the driver simultaneously can activate the vehicle's headlight flasher. This can apply both if the steering wheel spoke stubs themselves constitute the controls and if each spoke stub carries a separate control.

[0028] Preferably, the cylindrical control element is rotatably arranged around the longitudinal axis of the steering wheel spoke stub, the movement of the control element comprising a rotation of the control element around the longitudinal axis. In other words, the cylindrical control element provides rotary operation. This rotation can, for example, correspond to browsing or scrolling through a previously selected menu. Alternatively or additionally, the rotation can, for example, adjust the wiping frequency of an activated windshield wiper. Alternatively or additionally, the rotation can trigger a gear change in the vehicle's transmission. The rotary operation can be performed simply with the thumb and forefinger or even just with the thumb of the vehicle's driver. The driver does not need to release the steering wheel for this. This also applies to the other operating options described below.

[0029] Another embodiment provides that the cylindrical control element is arranged to be displaceable along the longitudinal axis, the movement comprising a displacement of the cylindrical control element along the longitudinal axis. In other words, the cylindrical control element can be displaced along the steering wheel spoke stub in the direction of the impact absorber and / or in the direction of the steering wheel rim. This displacement can be monostable or bistable. In other words, with monostable operation, the cylindrical control element can slide back to its initial position when released. With bistable operation, the cylindrical control element can remain in the operating position it assumes after being displaced along the longitudinal axis.

[0030] The diameter of the cylindrical control element can be less than 40 mm, for example. The width of the cylindrical control element along the longitudinal axis of the steering wheel spoke stub can be 12 mm, for example.

[0031] Alternatively or additionally, the cylindrical control element can be arranged to be displaceable in at least one radial direction relative to the longitudinal axis. The movement then comprises a displacement of the cylindrical control element in at least one radial direction. The operator can thus move the control element forward or backward, or downward or upward, in a radial direction relative to the longitudinal axis. The terms "front" and "back," as well as "down" and "up," refer to a standard or required installation position of the steering wheel in the motor vehicle. This refers to the position of the steering wheel when the motor vehicle is driving straight ahead.

[0032] Alternatively or additionally, the cylindrical control element can be arranged to tilt about at least one tilting axis perpendicular to the longitudinal axis of the steering wheel spoke stub, wherein the movement includes tilting the cylindrical control element about the at least one tilting axis perpendicular to the longitudinal axis.

[0033] In total, the described cylindrical control element allows movement into at least ten different operating positions. This includes moving the control element towards the impact absorber or towards the steering wheel rim, moving it radially upwards or downwards as well as backwards and forwards, and tilting it around at least two axes perpendicular to each other and perpendicular to the longitudinal axis of the steering wheel spoke stub. The operability thus offers significantly more operating options than in the previously described known steering wheel designs. At the same time, the single-spoke connection of the impact absorber to the steering wheel rim provides the necessary operating space for comfortably performing operations in all the described directions.

[0034] Preferably, the cylindrical control element has no labels or fixed operating functions. Instead, the operating functions can be individually defined by the user. This virtually eliminates the risk of incorrect operation, as there is no longer the danger of simultaneously pressing adjacent buttons, as was previously the case.

[0035] Another aspect of the invention relates to a motor vehicle with a steering wheel according to one of the described embodiments.

[0036] The invention also includes further developments of the motor vehicle according to the invention, which have features already described in connection with the further developments of the steering wheel according to the invention, and vice versa. For this reason, the corresponding further developments of the steering wheel according to the invention are not described again here.

[0037] 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 or motorcycle.

[0038] The invention also includes combinations of the features of the described embodiments. The invention therefore also includes realizations that each exhibit a combination of the features of several of the described embodiments, provided that these are within the scope of the claims.

[0039] The following are exemplary embodiments of the invention described. This is illustrated by: Fig. 1 a schematic representation of different exemplary steering wheel geometries that can be produced by the design according to the invention; Fig. 2 a schematic representation of a steering wheel according to an embodiment of the invention; Fig. 3 a schematic detail view of a roller-shaped control element on a steering wheel spoke stub of a steering wheel according to an embodiment of the invention; Fig. 4 a schematic representation of various operating movements of the cylindrical control element; and Fig. 5 a schematic representation of a motor vehicle with a steering wheel according to an embodiment of the invention.

[0040] The exemplary embodiments described below are preferred embodiments of the invention. In these exemplary embodiments, the described components each represent individual features of the invention, which can be considered independently of one another and each further develops the invention independently. Therefore, the disclosure is intended to include combinations of features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0041] In the figures, identical reference symbols denote functionally equivalent elements.

[0042] Fig. Figure 1 shows exemplary schematic representations of three different steering wheel geometries from steering wheels 10.

[0043] In the leftmost embodiment, the illustrated steering wheel 10 has a steering wheel rim 12 and a deflector cup 14 arranged centrally within the steering wheel rim 12. In this embodiment, the deflector cup 14 is therefore arranged at the geometric center of the circular steering wheel rim 12.

[0044] In contrast, the middle illustration shows an elongated impact cup 14, which is arranged in the shape of an ellipse or an ellipsoid inside the steering wheel rim 12 shown.

[0045] This impact pot geometry can be found approximately in the embodiment on the far right of the Fig. 1 again. Here too, an elongated impact pot 14 is arranged inside the circular steering wheel rim 12.

[0046] In each of the three exemplary embodiments shown, a steering wheel spoke 16 extends from a respective impact absorber 14 to an inner circumference of the steering wheel rim 12. In the illustration, it can be assumed that each steering wheel 10 is in a position corresponding to straight-ahead driving of the motor vehicle steered by the steering wheel 10. In other words, in the examples shown, the steering wheel spoke 16 extends straight downwards from the impact absorber 14 from the perspective of the driver of the motor vehicle.

[0047] In the left and center representations of the Fig. Figure 1 shows two steering wheel stubs 18.1 and 18.2 arranged opposite each other. The two steering wheel stubs 18.1 and 18.2 are offset by approximately 90 degrees and minus 90 degrees, respectively, from the steering wheel spoke 16 on the inner circumference of the steering wheel rim 12. They have no mechanical connection to the impact absorber 14. Rather, their free ends project away from the steering wheel rim 12 towards the impact absorber 14. Steering wheel spoke stubs 18 of the type shown can, for example, be pivotally mounted on the inner circumference of a respective steering wheel rim 12 and thus be operable. This operable operation can be achieved, for example, by moving a respective steering wheel spoke stub 18 relative to the steering wheel rim 12. A respective steering wheel spoke stub 18 can, for example, be deflected backward or forward, up or down, or rotated about its longitudinal axis.

[0048] In contrast, the far right illustration shows the Fig. 1 Steering wheel spoke stubs 18.1 and 18.2, which transition into the steering wheel spoke 16 by means of a respective connecting section 20.1, 20.2, contacting the impact cup 14. In this embodiment, a respective steering wheel spoke stub 18.1, 18.2 cannot itself be moved in the manner of a control element. However, a respective steering wheel spoke stub 18 can, for example, carry its own control element.

[0049] In this context, it shows Fig. 2 a schematic overview of a steering wheel 10, wherein the steering wheel spoke arrangement is similar to that shown on the far right of the Fig. 1 is formed. The connection sections 20.1, 20.2 shown can, for example, comprise flexible printed circuit boards or other flexible cable routing elements that can transmit operating signals from the operating elements 22.1, 22.2 to a control unit of the motor vehicle (not shown).

[0050] The control elements 22 can be designed as cylindrical control elements. A schematic detail view of such a cylindrical control element 22 can be found in the Fig. 3.

[0051] The Fig. Figure 4 shows four different possible operating directions of such a cylindrical control element 22 along or with respect to a longitudinal direction of a respective steering wheel spoke stub 18 on which the respective control element 22 is arranged. The operating stroke can be in the millimeter range or even in the sub-millimeter range, i.e., the operating paths are very small, which provides a tactile feel.

[0052] The image in the upper left of the Fig. Figure 4 shows a sliding movement along the longitudinal direction of the steering wheel spoke stub 18. The movement is indicated by an arrow 24. In other words, the control element 22 can be moved back and forth on the steering wheel spoke stub 18 in the direction illustrated by the arrow 24 to trigger an operating action.

[0053] An alternative or additional operating direction is shown in the illustration above right. Fig. Figure 4 shows that this involves rotating the control element 22 around the steering wheel spoke stub 18 or its longitudinal axis. The movement is illustrated by an arrow 26. The cylindrical control element 22 can be rotated both clockwise and counterclockwise around the longitudinal axis of the steering wheel spoke stub 18 to trigger an operating action.

[0054] The third possible operating movement is shown in the image below left. Fig. 4. Tilting of the cylindrical control element 22 about an axis perpendicular to the longitudinal axis of the steering wheel spoke stub 18. The tilting is indicated by arrows 28. At least two axes perpendicular to each other and perpendicular to the longitudinal axis of the steering wheel spoke stub 18 can be considered as tilting axes. This results in four additional degrees of freedom in the operating movement for triggering an operating action.

[0055] The image below right of the Fig. Figure 4 shows a fourth possible operating movement of the cylindrical control element 22. The operating direction shown here describes an offset of the cylindrical control element 22 in a radial direction from the longitudinal axis of the steering wheel spoke stub 18. In other words, the cylindrical control element 22 can be offset eccentrically with respect to the longitudinal axis of the steering wheel spoke stub 18. The exemplary offset directions are indicated by arrow 30 in the illustration.

[0056] The arrangements shown thus result in at least ten degrees of freedom for operating movements. This allows for a large number of possible operating actions to be represented without unnecessarily occupying a lot of installation space and space on a steering wheel spoke.

[0057] Referring to the components identified and described in connection with the preceding figures, the Fig.5 a schematic representation of a motor vehicle 32 with a steering wheel 10 according to an embodiment of the present invention.

[0058] Multifunction steering wheels typically have buttons and / or rocker switches on both horizontal spokes for operating various functions. These buttons are either explicitly assigned to a specific function (possibly with a pictogram to identify the function) or are generic and can be used situationally to operate multiple functions.

[0059] The design of these multifunctional interfaces is very important, as they are the main interaction interfaces for the driver. The design should be highly intuitive and precise to avoid unnecessary time loss or driver distraction during operation.

[0060] Over the years, existing interfaces have become overloaded with features. Their design is often very complex and confusing.

[0061] Therefore, a steering wheel is proposed in which the horizontal spokes are replaced by stubby spokes. These stumps can be designed to be very delicate, allowing an "oversized" roller to be mounted on them on either side of the steering wheel's center hub. This roller (cylindrical control element) can be rotated by the user around the delicate shaft (stubby spoke) to operate a function of the vehicle.

[0062] Furthermore, the roller can be moved left and right along the shaft (spoke stub) (translation). This movement can occur in multiple positions (at least two, and preferably three) and can be monostable or bistable.

[0063] Furthermore, the roller can be pushed forward (away from the driver) or towards the driver on the X-axis (i.e., radially with respect to a longitudinal axis of the spoke stub) (preferably in 3 monostable positions) and pushed upward or downward on the Z-axis (preferably in 3 monostable positions). Tilting the roller-shaped control element around at least one tilting axis oriented perpendicular to the longitudinal axis of the spoke stub is also possible.

[0064] The proposed design opens up new possibilities for the multifunction interface on the steering wheel. It can be very compact and allows for a generic and intuitive arrangement of function controls.

[0065] Overall, the examples show how a particularly delicate-looking operating interface arrangement can be provided for a multifunction steering wheel 10, in which sufficient freedom of movement remains for a user of the motor vehicle to perform a variety of operating operations on a control element of the steering wheel 10.

Claims

[1] Steering wheel (10) for a motor vehicle (32), comprising a steering wheel rim (12), a deflector cup (14) arranged within the steering wheel rim (12) and a steering wheel spoke arrangement, wherein the impact pot (14) is mechanically connected to an inner circumference of the steering wheel rim (12) by exactly one steering wheel spoke (16) of the steering wheel spoke arrangement, wherein the steering wheel spoke arrangement has at least one steering wheel spoke stub (18) which is arranged at an angle of up to 100 degrees to the steering wheel spoke (16) on the inner circumference of the steering wheel rim (12) and points with its longitudinal extension direction to the impact cup (14), wherein the at least one steering wheel spoke stub (18) has no direct mechanical connection to the impact cup (14), wherein at least one steering wheel spoke stub (18) has a connecting section (20) with which it passes past the impact pot (14) into the steering wheel spoke (16). [2] Steering wheel (10) according to claim 1, wherein the steering wheel spoke (16) extends along the vehicle's vertical direction when the motor vehicle (32) is traveling straight ahead. [3] Steering wheel (10) according to one of the preceding claims, comprising two steering wheel spoke stubs (18) arranged oppositely, wherein the steering wheel spoke stubs (18) are arranged symmetrically to the steering wheel spoke (16) on both sides of the steering wheel spoke (16) on the inner circumference of the steering wheel rim (12) and point with their respective longitudinal extension direction to the impact cup (14), wherein the steering wheel spoke stubs (18) do not have a direct mechanical connection to the impact cup (14). [4] Steering wheel (10) according to claim 3, wherein each of the steering wheel spoke stubs (18) is arranged at an angle of up to 100 degrees relative to the steering wheel spoke (16) on the inner circumference of the steering wheel rim (12). [5] Steering wheel (10) according to one of claims 3 or 4, wherein at least one of the two steering wheel spoke stubs (18) has a connecting section (20) with which it passes past the impact pot (14) into the steering wheel spoke (16). [6] Steering wheel (10) according to one of the preceding claims, wherein the at least one steering wheel spoke stub (18) or at least one of the two steering wheel spoke stubs (18) has a cylindrical control element (22) which is arranged around a longitudinal axis of the steering wheel spoke stub (18) and is movably mounted on the steering wheel spoke stub (18) with respect to the longitudinal axis, wherein a predetermined operating function of the motor vehicle (32) can be triggered by a movement of the cylindrical control element (22). [7] Steering wheel (10) according to claim 6, wherein the cylindrical control element (22) is arranged to be rotatable about the longitudinal axis of the steering wheel spoke stub (18), wherein the movement comprises a rotation of the cylindrical control element (22) about the longitudinal axis. [8] Steering wheel (10) according to one of claims 6 or 7, wherein the cylindrical control element (22) is arranged to be displaceable along the longitudinal axis, the movement comprising a displacement of the cylindrical control element (22) along the longitudinal axis. [9] Steering wheel (10) according to one of claims 6 to 8, wherein the cylindrical control element (22) is arranged to be displaceable in at least one direction (30) radial to the longitudinal axis, wherein the movement comprises a displacement of the cylindrical control element (22) in the at least one radial direction (30). [10] Steering wheel (10) according to one of claims 6 to 9, wherein the cylindrical control element (22) is arranged to be tiltable about at least one tilting axis perpendicular to the longitudinal axis of the steering wheel spoke stub (18), wherein the movement comprises tilting the cylindrical control element (22) about the at least one tilting axis perpendicular to the longitudinal axis. [11] Motor vehicle (32) with a steering wheel (10) according to one of the preceding claims.

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