Motor vehicles

Abstract

The present invention relates to a motor vehicle (10) with at least one vehicle wheel (12) and an occupant protection device (50), the vehicle wheel (12) being rotatable about a pivot axis (28) by a steering intervention provided by a driver (34) of the motor vehicle (10) by means of a steering device (32) through a pivot angle (36) so that cornering and / or turning of the motor vehicle (10) can occur, the occupant protection device (50) being operable when a collision (52) is imminent or detected. , whereby it is possible to move from an initial position (54) to a protection position (56), whereby it is possible to move a driver (34) or a part (60) of the driver's body seated in a seat installation (58) of the motor vehicle (10), and a linking device (70) is provided for linking the vehicle wheels (12) to the occupant protection device (50), by means of which it is possible to control the turning angle (36) of the vehicle wheels (12) brought about by the steering intervention of the driver (34) when the occupant protection device (50) is activated.

Description

[Technical field]

[0001] The invention relates to a motor vehicle according to the preamble of claim 1. [Background technology]

[0002] Patent document 1 discloses a protection device for a motor vehicle, the motor vehicle comprising an air cushion arranged in a seat installation for the motor vehicle, the air cushion being movable from a rest position to at least one protection position, and at least in the protection position being arranged at least partially laterally adjacent to the seating surface of the backrest of the seat installation. Furthermore, from patent document 2 a method is known for operating a vehicle equipped with at least one occupant protection means which is actuated when an imminent collision of the vehicle is detected or when a collision is detected, in which a vehicle occupant seated in the vehicle seat or a part of the body of the vehicle occupant is moved by the activated occupant protection means. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] DE102014018707A1 [Patent Document 2] DE102014000266A1 Summary of the Invention [Problem to be solved by the invention]

[0004] An object of the present invention is to provide an automobile that can significantly improve the safety of automobiles. [Means for solving the problem]

[0005] This object is achieved according to the invention by a motor vehicle having the features of claim 1. Advantageous configurations, including preferred developments of the invention, are set out in the further claims.

[0006] The invention relates in particular to motor vehicles, in particular motor vehicles designed as passenger cars, commercial vehicles or trucks.

[0007] The motor vehicle has at least one vehicle wheel, which can be turned around a turning axis by a steering intervention that is or can be brought about by the driver of the motor vehicle using a steering device, by a turning angle, so that cornering and / or turning of the motor vehicle can be brought about. This means that turning of the vehicle wheel can be generated by a steering intervention. In other words, by applying a torque that is or can be brought about by the driver of the motor vehicle, in particular manually, to the steering device, at least one vehicle wheel can be turned around a turning axis, in particular relative to the chassis of the motor vehicle and / or relative to the body of the motor vehicle, by means of which cornering and / or turning of the motor vehicle can be brought about.

[0008] The steering device can in particular be called a steering handle and is formed, for example, as a steering wheel. The steering handle is, for example, rotatably held in a holding device of the motor vehicle, in which case the steering handle can be rotated, in particular manually, relative to the holding device about a rotation axis of the steering handle (in particular also called steering wheel rotation axis). The steering handle is, for example, linked, in particular mechanically and / or electrically, to at least one vehicle wheel such that a turning of the vehicle wheels can be generated by a rotation of the steering handle, in particular by the driver, about the rotation axis. This means that a turning of the vehicle wheels is also possible with a rotation of the steering handle. In particular, the turning of the steering handle can be generated by a torque applied, in particular by the driver, to the steering handle.

[0009] A steering intervention may in particular be understood as a steering process of the motor vehicle effected by a driver of the motor vehicle, which comprises for example the application of a torque to the steering device and / or a rotation of the steering device effected by the driver.

[0010] The motor vehicle has at least one passenger protection device which can be activated when a collision is imminent or detected and which can thereby be moved from an initial position to a protection position. The passenger protection device is in particular an air cushion, in particular called an airbag. The air cushion can in particular be understood as a restraint device of the motor vehicle.

[0011] In particular, the passenger protection device or air cushion is configured as a side airbag, which can, for example, move or push the driver over a very large surface, thereby increasing the maximum displacement or maximum displacement potential.

[0012] The occupant protection device assumes an initial position, in particular in the fully manufactured state of the motor vehicle. The initial position can in particular be understood as a standard position of the occupant protection device. The protection position differs from the initial position, for example the volume of the air cushion is smaller in the initial position than in the protection position. In the initial position the occupant protection device is not activated.

[0013] An imminent collision can in particular be understood as an imminent collision of the motor vehicle, which means, for example, that a collision of the motor vehicle with an object present in the surrounding environment and different from the motor vehicle, in particular an unavoidable collision, is detected. This means that the occupant protection device is operable or can be activated before the actual time of the collision, so that the occupant protection device can in particular be referred to as a preventive occupant protection measure. Alternatively, the occupant protection device can be activated when a collision is detected, which means that the occupant protection device can be activated at the time of the collision.

[0014] The movement of the protection device from the initial position to the protection position allows the driver or parts of the driver's body, who is seated in the seat arrangement of the motor vehicle, to be moved, in particular relative to the seat arrangement. This means that the driver comes into contact with the protection device that has been moved from the initial position to the protection position and / or with the protection device that is already in the protection position, which causes a force to be applied and thus displaces the driver or parts of the driver's body. In particular, if the protection device is a side airbag, the activated protection device can move the driver towards the centre of the motor vehicle, for example. The movement of the protection device from the initial position to the protection position takes place, in particular, before the start of the collision, and the movement of the driver or parts of the driver's body can move the driver to a position that is particularly suitable or safe for the imminent collision, so that, for example, injuries to the driver in the event of a collision can be kept to a minimum or injuries can be avoided. Thus, the air cushion can be deployed already before an actual motor vehicle accident occurs and, in the process, the driver can be moved, in particular, away from the expected collision point of the vehicle. This allows a significant increase in the safety of the motor vehicle, in particular referred to as driving safety. In particular, if the passenger protection device is configured as a side airbag, the preventive deflection of the driver can be significantly increased, which in turn significantly increases safety.

[0015] In order to significantly improve safety, in particular driving safety, according to the invention, a motor vehicle has at least one coupling device for coupling at least one vehicle wheel to a passenger protection device, by means of which the turning angle of the vehicle wheel caused by the driver's steering intervention, in particular an undesired steering intervention, can be controlled, in particular the turning angle can be reduced, when the passenger protection device is activated, in other words, by means of the coupling device the turning angle of the vehicle wheel caused by the driver's steering intervention, in particular an undesired steering intervention, can be controlled, in particular the turning angle can be reduced, when the passenger protection device is activated or when moving from the initial position to the protected position. This means that, when the protection device is in the initial position, the vehicle wheels can be turned or become turned by a steering intervention by a first turning angle about the turning axis, and can be turned or become turned by a steering intervention, in particular an undesired steering intervention, by a second turning angle different from the first turning angle, in particular reduced with respect to the first turning angle. For example, when the protection device is in the initial position, the first turning angle can be generated by a torque applied to the steering device by the driver, in particular a torque value of said torque, and when the protection device is activated, the second turning angle can be generated by a torque applied to the steering device by the driver, in particular a torque value of said torque.

[0016] The invention is based on the recognition and consideration that, in particular, when an occupant protection device is activated, the driver may make an unintentional or undesired steering intervention, for example because the occupant protection device exerts a force, particularly directly, on the driver and / or because the activation of the occupant protection device surprises the driver. This means that the driver may mistakenly perform an undesired steering movement. In particular, if the airbag is designed as a side airbag, the driver's arm may be present, for example, in the deployment space of the side airbag, which may, in particularly unfavorable cases, for example, cause an interaction between the side airbag and the arm within a very short time. This may, for example, cause an undesired steering movement. In principle, it is also conceivable that an intervention with at least one lane correction is performed in the case of an unintentional or undesired steering movement. This means that the undesired steering movement can be automatically corrected again, for example, in order to at least maintain the lane. However, in this case, only unintended steering movements can be reacted to. This means that measures can only be taken against an unintended steering movement after it has already occurred.

[0017] In contrast to this, in the motor vehicle according to the invention, by means of preventive countermeasures in the form of controlling the turning angle, undesired steering movements can be avoided or prevented, and thus cornering and / or turning of the motor vehicle can be avoided or prevented. This can significantly increase the safety of the motor vehicle, in particular the driving safety. The invention is particularly advantageous in the case of a malfunction of the passenger protection device. A malfunction means, for example, that, although an imminent collision has been detected, in reality, the vehicle is not imminent or has not yet occurred. By controlling the turning angle using the coupling device, undesired steering movements of the motor vehicle can be preventively avoided or minimized in the event of a malfunction of the passenger protection device. Thus, in particular in the event of a malfunction, it is possible to actively influence the steering or turning angle, rather than waiting for the driver's reaction. This can compensate for the malfunction, so that possible consequences of the malfunction can be avoided or minimized. This can significantly increase the safety of the motor vehicle, in particular the driving safety. Furthermore, the possibilities for preventive, in particular lateral, deflections of the driver can thus be fully or completely utilized in order to increase driving safety.

[0018] For example, if the activation of a passenger protection device leads to particularly undesirable steering interventions by the driver, the turning angle can be controlled so that the vehicle wheels are prevented from turning, which means, for example, that the steering can be locked when the passenger protection device is activated.

[0019] In particular, when the occupant protection device is activated, it is possible to control the swivel angle by means of the coupling device if a specific, in particular predefined, criterion is met, and if the specific criterion is not met, no control of the swivel angle is performed when the occupant protection device is activated. This means that if the occupant protection device is activated and the criterion is met, then control of the swivel angle, in particular reduction of the swivel angle, is performed in the event of a steering intervention, in particular an undesired steering intervention, and if the criterion is not met despite the activation of the occupant protection device, control of the swivel angle, in particular reduction of the swivel angle, is not possible or is not performed. This allows control of the swivel angle, in particular reduction of the swivel angle, to be performed as required and thus, for example, only when necessary or only when particularly effective. This allows a significant increase in safety, in particular driving safety.

[0020] The criterion is, in particular, a different criterion from the passenger protection device or a different criterion from the respective position of the passenger protection device. For example, the criterion is met if the period between the current time and the activation time of the passenger protection device is shorter than a specified, in particular predefined, time threshold. This allows, for example, to only affect the turning angle caused by the driver's steering intervention within a time window in which a driver's reaction, in particular an undesired driver reaction or steering movement, is typically expected due to the activation of the passenger protection device. This allows the safety of the motor vehicle to be significantly improved. The activation time point can be understood to be, in particular, the time point at which the activation of the passenger protection device takes place or is initiated. This means, for example, that the movement of the passenger protection device from the initial position to the protection position is initiated at the activation time point.

[0021] In another configuration, it is possible or provided that the control of the turning angle is possible by making it possible, by the coupling device, to control, in particular to increase, a torque that can be applied or is applied by the driver of the motor vehicle to the steering device to effect a steering intervention, if the protection device is activated and in particular a criterion is fulfilled. This means that the steering stiffness is controllable, in particular to increase, by the coupling device. In other words, by applying a torque, in particular a torque value of the torque, to the steering device, the steering device can be rotated by a first turning angle about the turning axis if the protection device is in the initial position or the criterion is not fulfilled, and by applying a torque, in particular a torque value, the steering device can be rotated by a second turning angle different from the first turning angle about the turning axis if the protection device is activated and in particular a criterion is fulfilled. By rotating the steering device by the first turning angle, a first turning angle can be brought about, and by rotating the steering device by the second turning angle, a second turning angle can be brought about. In particular, the second rotation angle is smaller than the first rotation angle.

[0022] In a further embodiment, the motor vehicle, in particular the coupling device, has a steering assistance device, in particular a mechanical and / or hydraulic and / or electric steering assistance device, by means of which a respective support torque can be applied for turning about a turning axis during the respective steering intervention. In this case, the support torque can be controlled by the coupling device, in particular the support torque can be reduced, in order to control the turning angle, in particular the turning angle can be reduced, when the passenger protection device is activated and in particular the criterion is fulfilled. In other words, the steering assistance device can be used to control the turning angle of the vehicle wheels, which is caused by the driver's, in particular undesired, steering intervention, when the passenger protection device is activated and in particular the criterion is fulfilled. In other words, when the passenger protection device is activated and in particular the criterion is fulfilled, a smaller support torque is applied during the steering intervention than when the support device is in the initial position or the criterion is not fulfilled. This allows, for example, a very low effort for controlling the turning angle. Furthermore, for example, the costs and the construction space of the motor vehicle can be kept very low.

[0023] The steering assistance device is formed, inter alia, as a power steering device. The turning of the vehicle wheels can be effected by means of a torque applied to the steering device by the driver and by means of a support torque, where the support torque can be adjusted or is adjusted, inter alia, depending on the steering intervention or depending on the torque applied to the steering device by the driver.

[0024] In one further embodiment, at least one detection device is provided, by means of which at least one position of the driver in the motor vehicle can be detected. Alternatively or additionally, at least one detection device can be used to detect a touch position of a touch area of ​​the steering device, and during a steering intervention, the driver's hand touches the steering device in the touch area, in particular directly touches or surrounds the touch area. In other words, at least one detection device can be used to monitor or detect the driver's position and / or the touch position of the touch area. The touch position can therefore be understood to be in particular the position of the hand on the steering device, in particular on the steering wheel rim of the steering device.

[0025] In particular, the criterion is fulfilled if the detected position corresponds to a defined danger position of the driver and / or if the detected touch area corresponds to a defined danger position of the touch area. In other words, the criterion is fulfilled if the characteristic quantity characterizing the position and / or the touch position has a first value, and the criterion is not fulfilled if the characteristic quantity characterizing the position and / or the touch position has a second value different from the first value. This allows the turning angle to be particularly advantageously adapted or adjusted as required, particularly in the case of undesired steering interventions.

[0026] For example, depending on the position and / or touch position, a characteristic quantity characterizing a probability is determined, where the criterion is fulfilled, for example, if the characteristic quantity characterizing the probability is below or above a defined threshold value, in particular the probability that an undesired steering intervention is expected or not expected due to the activation of the passenger protection device.

[0027] Furthermore, depending on the detected position and / or touch position, for example the time window can be influenced, in particular with regard to its start and / or length.

[0028] In another configuration, when the protection device is activated, in particular when a criterion is met, it is possible to control the turning angle depending on the detected position and / or the detected touch position. In other words, when the protection device is activated, in a first position of the driver detected by the detection device, a second turning angle can be brought about by the driver's steering intervention, in particular by an undesired steering intervention, and when a second position of the driver different from the first position is detected, a third turning angle of the vehicle wheels different from the second turning angle can be brought about by the driver's steering intervention, in particular by an undesired steering intervention. Alternatively or additionally, when the protection device is activated, in a first touch position of the touch area detected by the driver's steering intervention, in particular by an undesired steering intervention, a second turning angle can be brought about and when a second touch position of the touch area detected by the driver's steering intervention, in particular by an undesired steering intervention, a third turning angle of the vehicle wheels different from the second turning angle can be brought about. This means that the driver's position and / or touch position can be taken into account in order to control the turning angle during a steering intervention, especially in the case of an undesired steering intervention, especially in cases where the activation of a passenger protection device leads to a movement of the driver's hands that may result in an undesired steering movement. This allows the control of the turning angle to be carried out as required, for example by adjusting the degree of steering stiffness as required. This allows the control of the turning angle to be carried out in a situation-dependent and particularly efficient manner, which can significantly increase the safety of the motor vehicle.

[0029] Preferably, the position is provided such that the upper body position of the driver's upper body, in particular the distance between the upper body and the passenger protection device, and / or the arm position of the driver's arms, in particular the distance between the arms and the passenger protection device, can be detected by means of at least one detection device. In other words, the upper body position of the driver's upper body in the motor vehicle can be detected or detected by means of at least one detection device. Alternatively or additionally, the arm position of the driver in the motor vehicle can be detected or detected by means of at least one detection device. For example, if the upper body and / or the arms are located closer to the passenger protection device, in particular if they are located very close, a larger or particularly large driver reaction, i.e. a larger or very large undesirable steering angle, can be taken into account when the passenger protection device is activated, which in these cases can affect the control of the turning angle or can particularly reduce the turning angle, in particular the steering stiffness can be made much stiffer. This allows the control of the turning angle, in particular the steering stiffness, to be adjusted according to requirements, whereby the safety of the motor vehicle can be significantly improved.

[0030] In one alternative configuration, the steering device which triggers the steering intervention can be rotated around the axis of rotation of the steering device, whereby, if the passenger protection device is activated and, in particular, if a criterion is fulfilled, the turning angle can be controlled, in particular the turning angle can be reduced, depending on the direction of rotation of the steering device which is present at the time of the steering intervention. In other words, the steering device can be rotated, in particular manually, around the axis of rotation in two opposite directions of rotation, in particular by the driver, whereby, if the driver triggers a steering intervention when the passenger protection device is activated, whereby the steering device has turned or turns in a first one of the directions of rotation, a second turning angle can be generated by the steering intervention, and if the steering device has turned or turns in a second one of the directions of rotation at the steering angle, a third turning angle can be generated. This can significantly increase the safety of the motor vehicle.

[0031] A method for operating a motor vehicle having at least one vehicle wheel and an occupant protection device, in which the occupant protection device is activated and thereby moves from an initial position to a protection position when a collision is imminent or detected in the motor vehicle, the method moving a driver or a part of the driver's body seated in a seat arrangement of the motor vehicle, the vehicle wheel being or being able to be swiveled by a steering intervention made by the driver using a steering device of the motor vehicle through a swivel angle about a swivel axis, thereby enabling or enabling cornering and / or turning.

[0032] In order to significantly increase the safety of motor vehicles, according to the invention, when an occupant protection device is activated, the turning angle of the vehicle wheels caused by the driver's steering intervention is controlled, in particular reduced, in particular by means of a coupling device for coupling the vehicle to the occupant protection device. Advantageous configurations of the first aspect of the invention can be regarded as advantageous configurations of the second aspect of the invention and vice versa.

[0033] Further advantages, features and details of the invention will become apparent from the following description based on preferred embodiments and drawings. The features and combinations of features mentioned in the above description and in the following description of the figures and / or shown only in the figures can be used not only in the respective combinations presented, but also in other combinations or alone without departing from the scope of the invention. [Brief description of the drawings]

[0034] [Figure 1] 1 shows a schematic partial cross-sectional view of a motor vehicle according to the invention which can be driven using the method according to the invention; [Diagram 2] 1 shows a schematic perspective view of a motor vehicle according to the invention which can be driven using the method according to the invention; [Diagram 3]1 shows a schematic front view of a steering device for a motor vehicle according to the present invention; [Figure 4] 1 shows a schematic partial view of the interior of a motor vehicle according to the invention; [Diagram 5] 1 shows a schematic partial view of the interior of a motor vehicle according to the invention with an activated occupant protection device; [Figure 6] 1 shows a schematic side view of a driver and an occupant protection device for a motor vehicle according to the invention; [Figure 7] 3 shows a schematic flow chart illustrating a criterion for controlling the turning angle of a vehicle wheel of a motor vehicle according to the present invention; [Figure 8] 1 shows a schematic plan view of a driver and a vehicle occupant protection device according to the invention for illustrating the respective upper body position of the driver; [Figure 9] 1 shows a schematic plan view of a driver and a steering system and passenger protection device of a motor vehicle according to the invention, for illustrating the respective arm positions of the driver; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0035] In the drawings, identical or functionally identical elements are provided with the same reference numbers.

[0036] In Fig. 1, a motor vehicle 10, which is designed inter alia as a passenger car, is shown in a schematic, partially sectional view. In Fig. 2, the motor vehicle 10 is shown in a schematic, perspective view. The motor vehicle 10 has a number of vehicle wheels 12, 14, 16, 18, in this embodiment the motor vehicle 10 has four vehicle wheels 12, 14, 16, 18. Each of the vehicle wheels 12, 14, 16, 18 is rotatable relative to the body of the motor vehicle 10 about a respective wheel rotation axis 20, 22, 24, 26. Thus, a first one of the vehicle wheels 12 is rotatable about a first one of the wheel rotation axis 20, a second one of the vehicle wheels 14 is rotatable about a second one of the wheel rotation axis 22, a third one of the vehicle wheels 16 is rotatable about a third one of the wheel rotation axis 24 and a fourth one of the vehicle wheels 18 is rotatable about a fourth one of the wheel rotation axis 26.

[0037] At least one of the vehicle wheels 12, 14, 16, 18 is pivotable about a pivot axis 28, 30 relative to the body of the motor vehicle 10. In the embodiment shown in FIG. 1, the first vehicle wheel 12 and the second vehicle wheel 14 are pivotable about respective pivot axes 28, 30 relative to the body of the motor vehicle 10. Thus, the first vehicle wheel 12 is pivotable about a first one of the pivot axes 28 and the second vehicle wheel 14 is pivotable about a second one of the pivot axes 30. The respective pivot axes 36, 38 extend, in particular at least approximately, in the height direction of the vehicle. Alternatively, the respective pivot axes 36, 38 can be twisted or rotated, for example, by a predefined angle relative to a height axis of the vehicle, in particular relative to a transverse axis of the vehicle.

[0038] The motor vehicle 10 has a steering device 32 by means of which each vehicle wheel 12, 14 can be turned around each turning axis 28, 30 by one or more steering interventions or by one or more steering interventions effected by a driver 34 of the motor vehicle 10 through a respective turning angle 36, 38, so that cornering and / or turning of the motor vehicle 10 can be performed, in particular manually. Here, the first vehicle wheel 12 can be turned through a first turning angle 36 and the second vehicle wheel 14 can be turned through a second turning angle 38, the turning angles 36, 38 being in particular equal, in particular equal in value.

[0039] FIG. 3 shows a schematic front view of the steering device 32 of the motor vehicle 10. The steering device 32 is formed, inter alia, as a steering wheel. The steering device 32 can be rotated around a rotation axis 40, in particular referred to as the steering wheel rotation axis, in order to effect a steering intervention, in particular manually. This means that in order for the driver 34 of the motor vehicle 10 to effect a steering intervention, he must apply a torque 42 to the steering device 32, which generates a rotation of the steering device 32 around the rotation axis 40. Here, the steering device 32 and the respective vehicle wheels 12, 14 are in particular mechanically and / or electrically coupled, so that a turning of the respective vehicle wheels 12, 14 can be generated as a result of the turning of the steering device 32. This means that the torque 42 applied by the driver 34 to turn the respective vehicle wheels 12, 14 can be applied to the respective vehicle wheels 12, 14, or the torque 42 is applied to the respective vehicle wheels 12, 14. Such torque flows for transmitting torque 42 to the respective vehicle wheels 12, 14 are indicated diagrammatically in FIG.

[0040] The motor vehicle 10 has an interior space 48, particularly referred to as a passenger compartment, in which the driver 34 resides while the motor vehicle 10 is traveling. The steering device 32 is disposed in the interior space 48. Figures 4 and 5 each show a schematic partial view of the interior space 48 of the motor vehicle 10.

[0041] The motor vehicle 10 has at least one passenger protection device 50 which can be activated when a collision 52 is imminent or detected and which can be moved from an initial position 54 to a protective position 56, whereby a driver 34 or a part of the body 60 of the driver 34 seated in a seat arrangement 58 of the motor vehicle 10 can be moved. In FIG. 4 the passenger protection device 50 is in the initial position 54, and in FIG. 5 the passenger protection device 50 is in the protective position 56. The passenger protection device 50 is in particular an air cushion, in particular an air bag. The air cushion is in particular configured as a side air bag. This means that in the initial position 54 the passenger protection device 50 can be spaced apart in the transverse direction from the driver seated on the seat arrangement 58, the passenger protection device 50 being arranged in particular in the transverse direction outboard of the seat arrangement 58 or the driver seated on the seat arrangement 58. By moving the occupant protection device 50 from the initial position 54 to the protection position 56, the occupant protection device 50 applies an impact, also called thrust, to the driver 34, which causes the driver 34 to move, for example, towards the center of the vehicle or to be pushed. A seat arrangement 58 is arranged in the passenger compartment 48. Figure 6 shows a schematic side view of the driver 34 and the occupant protection device 50.

[0042] An imminent collision 52 is shown diagrammatically in Fig. 2. Here, the imminent collision 52 is an imminent collision of the motor vehicle 10 with another motor vehicle 62 different from the motor vehicle 10. The motor vehicle 10 includes, among other things, at least one collision detection device 64, by means of which the imminent collision 52 or a collision can be detected. The collision detection device 64 includes, among other things, at least one sensor element, by means of which the surrounding environment of the motor vehicle 10 can be detected or observed. For example, the sensor element is formed as a radar sensor and / or a camera sensor and / or a lidar sensor. For example, the imminent collision 52 can be detected by the collision detection device 64 if another motor vehicle 62 is present within a detection area 66 of the collision detection device 64, in particular within the detection area 66 of the sensor element. In particular, the collision detection device 64 includes at least one electronic calculation device, by means of which an impending collision 52 can be calculated or detected depending on the data detected by the sensor elements, in particular by situation analysis.

[0043] In particular, the protection device 50 can be actuated by means of the collision detection device 64, in particular by means of an electronic computing device. This means, for example, that at least one actuator 68 is provided which can be driven and controlled by means of the collision detection device 64, in particular by means of an electronic computing device, thereby causing a movement of the protection device 50 from the initial position 54 to the protection position 56.

[0044] In order to significantly increase the safety of the motor vehicle 10, in particular referred to as driving safety, at least one, in particular mechanical and / or electrical and / or hydraulic, coupling device 70 is provided for coupling the respective vehicle wheel 12, 14 to the passenger protection device 50, by means of which it is possible to control, in particular reduce, the respective turning angle 36, 38 of the respective vehicle wheel 12, 14, which is caused by a steering intervention, in particular an undesired steering intervention, of the driver 34 when the passenger protection device 50 is activated. An activation or movement of the passenger protection device 50 can cause an undesired steering intervention of the driver 34, which can result in an undesired steering movement of the motor vehicle 10, i.e. an undesired cornering or undesired turning of the motor vehicle 10. By controlling the turning angle 36, 38, the undesired cornering or undesired turning can be avoided or reduced to a very low level. This can significantly improve the safety of the motor vehicle 10, especially in the event that a detected crash 52 is a false positive and thus causes a false activation of the occupant protection device 50.

[0045] For example, it is provided that the torque 42 applied to the steering device 32 by the driver 34 of the motor vehicle 10 in order to cause a steering intervention can be controlled by the coupling device 70, so that the respective turning angle 36, 38 can be controlled when the occupant protection device 50 is activated. This means that the steering of the motor vehicle 10 can be stiffened, in particular locked, when the occupant protection device 50 is activated. This makes it possible to particularly advantageously avoid undesired steering movements.

[0046] When the occupant protection device 50 is activated, it is possible to prevent the respective vehicle wheels 12, 14 from turning in the event of a steering intervention, in particular an undesired steering intervention, which can in particular be referred to as a steering lock.

[0047] The passenger protection devices 50 are, in particular, passenger protection devices that are respectively associated with the driver 34 of the motor vehicle 10. This means that the control of the respective turning angle 36, 38 or stiffening of the steering by means of the linkage device 70 is performed when the passenger protection device 50 associated with the driver 34 of the motor vehicle 10 is activated, and not when only another passenger protection device that is formed separately from the passenger protection device 50 and is associated with the passenger of the driver 34 is activated or is activated.

[0048] Preferably, the motor vehicle has a steering assistance device 72, in particular a mechanical and / or hydraulic and / or electric steering assistance device, by means of which a support torque can be provided for turning the respective vehicle wheels 12, 14 about the respective pivot axis 28, 30 in the event of a steering intervention. The steering assistance device is, for example, a power steering, which can in particular be referred to as a power assist system. Preferably, this support torque 74 is provided in such a way that it can be controlled, in particular reduced, in order to control the respective turning angle 36, 38 when the occupant protection device 50 is activated. Thus, in the event of activation of the occupant protection device 50, the steering can be made firm by means of the steering assistance device. This allows, for example, the respective turning angle 36, 38 to be controlled with very little effort and in a particularly effective manner. Alternatively or additionally, the steering can be made firm by means of means that are, for example, formed separately from the steering assistance device 72.

[0049] Alternatively, the respective pivot angles 36, 38 can be controlled by the linkage device 70 upon activation of the occupant protection device 50 if certain, in particular predefined, criteria 76 are met. The criteria 76 are illustrated in the schematic flow chart of FIG.

[0050] Preferably, if the defined criterion 76 is not met, no control of the respective turning angle 36, 38 is performed when the protection device 50 is activated. The criterion 76 allows, for example, for the coupling device 70 to control the respective turning angle 36, 38, in particular to stiffen the steering, in cases or scenarios where an undesired steering intervention by the driver 34 is likely. This means, for example, that the steering is stiffened only if control or exertion of control of the steering or steering movement of the motor vehicle can be expected due to the activation of the protection device 50.

[0051] In another configuration, at least one detection device 78 is provided, by means of which at least one position 80 of the driver 34 in the motor vehicle 10 can be detected. Preferably, the at least one detection device 78 can be used to detect an upper body position 82 of an upper body 84 of the driver 34 as the position 80. Particularly preferably, the distance 90 between the upper body 84 and the occupant protection device 50 can be detected as the position 80 or the upper body position 82. This is shown in FIG. 8, in which the driver 34 and the occupant protection device 50 are shown in two schematic plan views A, B. In the first plan view A, the upper body 84 is in a reference position. In the second plan view B, the upper body 84 is in another position different from the reference position, in which the upper body 84 is arranged closer to the occupant protection device 50 than in the reference position. As a result, in this alternative position, when the occupant protection device 50 is activated, the thrust exerted on the upper body 84 by the occupant protection device 50, and therefore the movement of the driver 34, is greater than in the reference position.

[0052] Alternatively or additionally, the detection device 78 can be used to detect an arm position 92 of the arm 94 of the driver 34. Particularly preferably, the detection device 78 can be used here to detect a distance 96 between the arm 94 and the passenger protection device 50 as position 80. This is shown in FIG. 9, in which the driver 34 and the passenger protection device 50 are respectively shown in two schematic plan views C, D. In the first plan view C, the arm 94 of the driver 34 is in a reference position, and in the second plan view D, the arm 94 of the driver 34 is in another position different from the reference position, in which the arm 94 is arranged closer to the passenger protection device 50 than in the reference position. As a result, in this other position, particularly undesirable steering movements that are higher or larger than in the reference position are expected.

[0053] Alternatively or additionally, the detection device 78 can be used to detect at least one touch location 98 of a touch area 100 of the steering device 32, in which, during a steering intervention, the hand 102 of the driver 34 touches the steering device 32 in the touch area 100, in particular directly touches it or surrounds it. This is shown in Fig. 3 and Fig. 5. In Fig. 3, three respective touch locations 98a-c are shown by way of example. In the first of the touch locations 98a, no undesired steering intervention and thus no undesired steering movement can be expected. This is in particular because the arm 94 is arranged in a particularly high position in the first touch location 98a. As a result, in particular, no interaction between the activated occupant protection device 50 and the arm 94 occurs. At the second touch location 98b of the touch locations and at the third touch location 98c of the touch locations, an undesired steering movement may occur, where the undesired steering movement at the second touch location 98b is smaller than the undesired steering movement at the third touch location 98c. This is particularly because at the second touch location 98b, the arm 94 is at an angle, and at the third touch location, the arm 94, particularly the upper arm of the driver 34, is touching the upper body 84. This leads to a greater interaction between the occupant protection device 50 and the arm 94 being expected at the third touch location 98c. The touch location 98 is particularly understood to be a position where the hand 102 of the driver 34 grips the steering device 32.

[0054] In another embodiment, the criterion 76 is fulfilled if the detected position 80, in particular the upper body position 82 and / or the arm position 92, corresponds to a respective defined critical position 104. Alternatively or additionally, the criterion 76 is fulfilled or will be fulfilled if the detected touch position 98 corresponds to a defined critical touch position 106. This makes it possible, for example, to control the respective turning angle 36, 38, in particular to stiffen the steering, only if an undesired steering movement can be expected. This can significantly increase the safety, in particular of the motor vehicle 10.

[0055] Critical location 104 and / or critical touch location 106 are, among other things, respective location regions. For example, second touch location 98b and third touch location 98c are respective critical touch locations 106. Preferably, the criterion is not met if detected location 80 does not correspond to critical location 104 and / or if detected touch location 98 does not correspond to critical touch location 106. For example, first touch location 98a does not correspond to critical touch location 106.

[0056] Preferably, when the protection device 50 is activated and in particular the criterion 76 is fulfilled, it is possible to control the respective pivot angle 36, 38 depending on the detected position 80, in particular depending on the upper body position 82 and / or the arm position 92 and / or depending on the detected touch position 98. This means that depending on the detected position 80 and / or the detected touch position 98, it is possible to stiffen the steering. Thus, for example, depending on the position of the upper body 84 and / or the arm 94 and / or the hand 102 at the steering device 32, a kinematic interaction, in particular a direct kinematic interaction, between the arm 94 or the hand 102 can be determined or estimated and the steering control or the steering stiffening can be adjusted accordingly, i.e. their strength can be adapted. Thus, depending on the expected influence of the protection device 50 on the steering angle or the steering movement, the strength of the steering stiffening can be adapted. This means, for example, that the probability of a kinematic interaction and thus of an undesired steering movement can be calculated and the steering, in particular the steering stiffness, can be adapted depending on the calculated probability, which can significantly increase the safety, in particular of the motor vehicle 10.

[0057] For example, the strength or extent of the undesired steering movement can be calculated or detected. For example, the torque 42 at the undesired steering angle or the force of the hand movement of the driver 34 can be detected or calculated. For example, depending on the detected extent and / or depending on the detected torque 42, the amount of control, in particular the strength of the stiffening, required for the steering or the respective turning angle 36, 38 can be calculated in order to prevent the undesired steering movement or at least to minimize it.

[0058] Alternatively, when the occupant protection device 50 is activated and in particular the criterion 76 is fulfilled, it is possible to control the respective turning angle 36, 38 as a function of the direction of rotation 108 of the rotation of the steering device 32 present at the time of the steering intervention. The steering can thus be made firmer as a function of the direction of rotation 108. This can significantly increase the safety, in particular of the motor vehicle 10. [Explanation of symbols]

[0059] 10 Motor Vehicles 12 First vehicle wheel 14 Second vehicle wheel 16 Third vehicle wheel 18 Fourth vehicle wheel 20 First wheel rotation axis 22 Second wheel rotation axis 24 Third wheel axle 26 Fourth wheel axle 28 First Pivot Axis 30 Second Pivot Axis 32 Steering Gear 34 Drivers 36 First turning angle 38 Second Turn Angle 40 Rotational Axis 42 Torque 46 Arrow 48 Indoor 50 Occupant protection device 52 Imminent Conflict 54 Initial position 56 Protected position 58 Seat Equipment 60 Body Parts 62 other motor vehicles 64 Collision Detection Device 66 Detection Area 68 Actuator 70 Linkage Device 72 Steering Assistance Device 74 Support Torque 76 Criteria 78 Detection Device 80 positions 82 Upper body position 84 Upper body 90 distance 92 Arm Position 94 Arm 96 distance 98 Touch Position 98a First touch position 98b Secondary touch position 98c 3rd touch position 100 touch areas 102 Hands 104 Critical Position 106 Critical Touch Position 108 Rotation Direction A First Floor Plan B Second Floor Plan C First Floor Plan D Second Floor Plan

Claims

1. A motor vehicle (10) having at least one vehicle wheel (12) and an occupant protection device (50), said vehicle wheels (12) being rotatable about a pivot axis (28) by a steering intervention provided by a driver (34) of said motor vehicle (10) by means of a steering device (32) through a turning angle (36) so as to effect cornering and / or turning of said motor vehicle (10); The vehicle (10), wherein the occupant protection device (50) is actuatable when a collision (52) is imminent or detected, and thereby movable from an initial position (54) to a protection position (56), thereby displacing a driver (34) or a body part (60) of the driver (34) seated in a seat arrangement (58) of the vehicle (10), a coupling device (70) for coupling said vehicle wheel (12) to said occupant protection device (50) and at least one detection means (78), said linking device (70) can be used to influence a turning angle (36) of said vehicle wheels (12) brought about by a steering intervention of said driver (34) when said passenger protection device (50) is activated, and said linking device (70) can be used to control said turning angle (36) when said passenger protection device (50) is activated if said prescribed criteria (76) are met, and said linking device (70) does not control said turning angle (36) when said passenger protection device (50) is activated if said prescribed criteria (76) are not met, The motor vehicle (10), wherein the detection means (78) is capable of detecting a touch position (98) of a touch area (100) of the steering device (32), and during the steering intervention, at least one hand (102) of the driver (34) touches the steering device (32) in the touch area (100), and the judgment criterion (76) is fulfilled if the detected touch position (98) corresponds to a defined critical touch position (106).

2. 3. The motor vehicle (10) of claim 1 or 2, characterized in that the torque (42) applied to the steering device (32) by the driver (34) of the motor vehicle (10) to cause the steering intervention is controllable by the linkage device (70), thereby making the turning angle (36) controllable when the occupant protection device (50) is activated.

3. 3. The motor vehicle (10) according to claim 1 or 2, characterized in that the motor vehicle (10) has a steering assist device (74) by means of which a support torque (76) can be applied for turning the vehicle wheels (12) about the turning axis (28) during the steering intervention, and the support torque (76) can be controlled in order to control the turning angle (36) during activation of the occupant protection device (50).

4. The motor vehicle (10) according to any one of claims 1 to 3, characterized in that, when the occupant protection device (50) is activated, the turning angle (36) can be controlled depending on the detected touch position (98).

5. The motor vehicle (10) according to any one of claims 1 to 4, characterized in that the steering device (32) causing the steering intervention is rotatable around a rotation axis (40) of the steering device (32), and when the occupant protection device (50) is activated, the turning angle (34) can be controlled depending on the rotation direction (108) of the rotation of the steering device (32) present at the time of the steering intervention.

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