Autonomous 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 present invention relates to a motor vehicle as described in the generic concept of claim 1.

Background Art

[0002] Patent Document 1 discloses a protection device for a motor vehicle. The motor vehicle includes an air cushion disposed in a seat facility for the motor vehicle. The air cushion is movable from a stationary position to at least one protection position, and at least in the protection position, it is disposed at least partially laterally adjacent to the seating surface of the backrest of the seat facility. Furthermore, from Patent Document 2, a method for operating a vehicle provided with at least one occupant protection means that is driven and controlled when a collision imminent to the vehicle is detected or when a collision is detected is known. In this method, a vehicle occupant sitting on a vehicle seat or a part of the body of the vehicle occupant is moved by the actuated occupant protection means.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] The problem of the present invention is to provide a motor vehicle that can significantly improve the safety of a motor vehicle.

Means for Solving the Problems

[0005] According to the present invention, this problem is solved by a motor vehicle having the features of claim 1. Advantageous configurations including preferred developments of the present invention are described in the other claims.

[0006] The present invention relates in particular to automobiles, especially to automatic vehicles designed as passenger cars, commercial vehicles, or trucks.

[0007] An automated vehicle has at least one vehicle wheel, which is capable of turning about a turning angle around a pivot axis by steering intervention provided or achievable by the driver of the automated vehicle using a steering system, thereby enabling the vehicle to corner and / or change direction. This means that the turning of the vehicle wheel can be caused by steering intervention. In other words, by applying torque provided or achievable by the driver of the automated vehicle, particularly manually, to the steering system, at least one vehicle wheel is capable of turning about a pivot axis, particularly relative to the chassis of the automated vehicle and / or relative to the body of the automated vehicle, thereby enabling the automated vehicle to corner and / or change direction.

[0008] The steering device can be specifically referred to as a steering handle, and is formed, for example, as a steering wheel. The steering handle is rotatably held, for example, in a holding device of an automatic vehicle, in which case the steering handle is specifically manually rotatable relative to the holding device about an axis of rotation of the steering handle (also specifically referred to as the steering wheel axis of rotation). The steering handle is linked, for example, mechanically and / or electrically, to at least one vehicle wheel, such that rotation of the steering handle about the axis of rotation, particularly by the driver, can generate rotation of the vehicle wheel. This means that rotation of the vehicle wheel is also possible in conjunction with the rotation of the steering handle. In particular, the rotation of the steering handle can be produced by torque applied to the steering handle, particularly by the driver.

[0009] Steering intervention can be understood, in particular, as the steering process of an automated vehicle brought about by the driver of the automated vehicle. Steering intervention includes, for example, the application of torque to the steering system and / or rotation of the steering system, provided by the driver.

[0010] Automobiles have at least one occupant protection device, which is activated when a collision is imminent or detected, and which can move from an initial position to a protective position. The occupant protection device is, in particular, an air cushion, especially referred to as an airbag. An air cushion can be understood as a restraint device for an automobile.

[0011] In particular, occupant protection devices or air cushions are formed as side airbags. Side airbags can move or push the driver, for example, over a very large surface area, thereby increasing the maximum displacement or maximum displacement potential.

[0012] Occupant protection devices, in particular, take an initial position when the vehicle is fully manufactured. The initial position can be understood as the standard position of the occupant protection device. The protective position differs from the initial position. For example, the volume of the air cushion is smaller in the initial position than in the protective position. In the initial position, the occupant protection device is not activated.

[0013] An imminent collision can be interpreted as an imminent collision with an automated vehicle, meaning, for example, that a collision between the automated vehicle and an object in the surrounding environment that is different from the automated vehicle is about to occur, particularly an unavoidable collision. This means that the occupant protection system is operational or can be activated before the actual time of the collision, and therefore the occupant protection system can be called a particularly preventative occupant protection measure. Alternatively, the occupant protection system is operational when a collision is detected, meaning that the occupant protection system can be activated at the time of the collision.

[0014] When an occupant protection device moves from its initial position to its protective position, it can move the driver or a part of the driver's body, particularly relative to the seat of the vehicle. This means that the driver or a part of their body is displaced by contact with the occupant protection device as it moves from its initial position to its protective position, and / or by contact with the occupant protection device already in its protective position, thereby applying force. In particular, if the protection device is a side airbag, for example, the activated occupant protection device can move the driver toward the center of the vehicle. The movement of the occupant protection device from its initial position to its protective position is performed, in particular, before the onset of a collision, and the movement of the driver or a part of the driver's body can move the driver to a particularly suitable or safe position in the face of an imminent collision, for example, so that injuries to the driver in the event of a collision can be kept to a minimum or even avoided. Thus, the air cushion can be deployed before an actual car accident occurs, and in doing so, the driver can be moved, in particular, toward the direction away from the expected point of impact. This can significantly improve the safety of the vehicle, particularly referred to as driving safety. In particular, when occupant protection devices are formed as side airbags, the driver's preventative displacement can be significantly increased, thereby dramatically improving safety.

[0015] To significantly improve safety, particularly driving safety, the present invention provides an automatic vehicle having at least one linking device for linking at least one vehicle wheel to an occupant protection device, and using this linking device, it is possible to control the turning angle of the vehicle wheel caused by driver steering intervention, particularly unwanted steering intervention, when the occupant protection device is activated, and in particular, to reduce the turning angle. In other words, when the occupant protection device is activated, or when moving from the initial position to the protection position, it is possible to control the turning angle of the vehicle wheel caused by driver steering intervention, particularly unwanted steering intervention, using the linking device, and in particular, to reduce the turning angle. This means that, when the occupant protection device is in its initial position, steering intervention may enable or make it possible for the vehicle's wheels to rotate by a first turning angle around the pivot axis, and that steering intervention, particularly unwanted steering intervention, may enable or make it possible to rotate by a second turning angle different from the first turning angle, particularly a reduced turning angle relative to the first turning angle. For example, when the occupant protection device is in its initial position, the torque applied to the steering system by the driver, particularly the torque value of that torque, can generate the first turning angle, and when the occupant protection device is activated, the torque applied to the steering system by the driver, particularly the torque value of that torque, can generate the second turning angle.

[0016] This invention is based particularly on the recognition and consideration that when an occupant protection device is activated, the driver may unintentionally or unwillingly intervene in steering, for example, by the occupant protection device directly applying force to the driver and / or by the activation of the occupant protection device startling the driver. This means that the driver may mistakenly perform an unintended steering movement. In particular, when the airbag is formed as a side airbag, for example, the driver's arm may be within the deployment space of the side airbag, which means that interaction between the side airbag and the arm may occur, for example, in a very short time, especially in extremely undesirable cases. This may cause, for example, an unintended steering movement. In principle, if a steering movement is performed unintentionally or unwillingly, it is conceivable that an intervention involving at least one lane correction may be performed. This means that, for example, the unintended steering movement can be automatically corrected again to at least maintain the lane. However, in this case, it can only react to unintended steering movements. In other words, this means that countermeasures against unintended steering movements can only be taken after they have already occurred.

[0017] In contrast, the automated vehicle according to the present invention can avoid or prevent unwanted steering movements, and consequently avoid or prevent the automated vehicle from cornering and / or changing direction, by implementing preventative countermeasures that control the turning angle. This significantly improves the safety of the automated vehicle, particularly driving safety. The present invention is particularly advantageous when the operation of the occupant protection device is malfunctioning. A malfunction means, for example, that an imminent collision is detected, but in reality, there is no imminent collision with the vehicle, or a collision has not occurred. By controlling the turning angle using a linked device, unwanted steering movements of the automated vehicle can be preventatively avoided or reduced to a very small extent when the occupant protection device malfunctions. Therefore, especially in the case of a malfunction, the steering or turning angle can be actively influenced rather than waiting for the driver's reaction. This compensates for the malfunction, thus avoiding or reducing to a very small extent the effects that may occur due to the malfunction. This significantly improves the safety of the automated vehicle, particularly driving safety. Therefore, the possibility of preventative, particularly lateral, displacement of the driver can be fully or completely utilized to improve driving safety.

[0018] For example, if the driver causes particularly unwanted steering intervention when the occupant protection system is activated, the turning angle can be controlled so that the vehicle's wheels do not turn. This means, for example, that the steering can be locked when the occupant protection system is activated.

[0019] In particular, when the prescribed, especially predefined, criteria are met, it is possible to control the turning angle using the linkage device when the occupant protection device is activated. If the prescribed criteria are not met, the turning angle will not be controlled when the occupant protection device is activated. This means that when the occupant protection device is activated and the criteria are met, the turning angle will be controlled, especially reduced, during steering intervention, especially during unwanted steering intervention. However, if the occupant protection device is activated but the criteria are not met, it is impossible or not possible to control the turning angle, especially reduce it. This allows the turning angle to be controlled, especially reduced, as needed, and therefore, for example, only when necessary or when it is particularly effective. This significantly improves safety, especially driving safety.

[0020] The criteria for activation are, in particular, different from those for the occupant protection device, or different from those for each position of the occupant protection device. For example, the criteria are met if the period between the current time and the activation time of the occupant protection device is shorter than a specified, particularly predefined, time threshold. This allows, for example, the activation of the occupant protection device to affect the turning angle resulting from driver steering intervention only within a time window in which a driver response, particularly an undesirable driver response or steering movement, is expected. This can significantly improve the safety of the automated vehicle. The activation time can be understood, in particular, as the time when the activation of the occupant protection device occurs or begins. This means, for example, that the movement of the occupant protection device from the initial position to the protective position begins at the activation time.

[0021] In another configuration, when the occupant protection device is activated and in particular when certain criteria are met, the turning angle can be controlled, or is designed to be controlled, by a coupling device, by the torque that can be applied to the steering wheel by the driver of the automated vehicle to intervene in steering, particularly by the torque that can be increased. This means that the stiffness of the steering can be controlled, particularly increased, by the coupling device. In other words, by applying torque, particularly a torque value, to the steering wheel, when the occupant protection device is in its initial position or the criteria are not met, the steering wheel can be rotated by a first angle of rotation around the axis of rotation, and when the occupant protection device is activated and in particular when certain criteria are met, the steering wheel can be rotated by torque, particularly a torque value, by a second angle of rotation around the axis of rotation, different from the first angle of rotation. By rotating the steering wheel by the first angle of rotation, a first turning angle can be obtained, and by rotating the steering wheel by the second angle of rotation, a second turning angle can be obtained. In particular, the second rotation angle is smaller than the first rotation angle.

[0022] In another embodiment, a motor vehicle, in particular an associated device, has a steering assistance device, in particular a mechanical and / or hydraulic and / or electric steering assistance device, and using this steering assistance device, at each steering intervention, it is possible to provide the corresponding support torque for the turn about the turning axis. In this case, when the occupant protection device is activated, in particular when the determination criteria are met, in order to control the turning angle, in particular to reduce the turning angle, the support torque can be controlled by the associated device, and in particular it is possible to reduce the support torque. In other words, using the steering assistance device, it is possible to control the turning angle of the vehicle wheels caused by the driver, in particular by an undesired steering intervention, when the occupant protection device is activated. In other words, when the occupant protection device is activated, in particular when the determination criteria are met, the support torque applied at the time of steering intervention is smaller than when the support device is in the initial position or when the determination criteria are not met. Thereby, for example, the effort for controlling the turning angle can be extremely reduced. Further, for example, the cost and structural space of the motor vehicle can be extremely reduced.

[0023] The steering assistance device is formed, in particular, as power steering. The turning of the vehicle wheels can be caused using the torque applied to the steering device by the driver and also using the support torque. Here, the support torque can be adjusted or is adjusted, in particular, in response to the steering intervention or in response to the torque applied to the steering device by the driver.

[0024] In another embodiment, at least one detection device is provided, and using this detection device, at least one position of the driver in the motor vehicle can be detected. Alternatively or additionally, using at least one detection device, the touch position of the touch area of the steering device can be detected, and during a steering intervention, whether the driver's hand is touching the steering device in the touch area, especially directly touching it, or surrounding the touch area. In other words, using at least one detection device, the position of the driver and / or the touch position of the touch area can be monitored or detected. Therefore, the touch position can be understood as, in particular, the position of the hand on the steering wheel rim of the steering device, especially the steering device.

[0025] In particular, when the detected position corresponds to a defined dangerous position of the driver and / or the detected touch area corresponds to a defined dangerous position of the touch area, the decision criterion is met. In other words, when the characteristic quantity characterizing the position and / or the touch position has a first value, the decision criterion is met, and when the characteristic quantity characterizing the position and / or the touch position has a second value different from the first value, the decision criterion is not met. Thereby, especially during an undesired steering intervention, the turning angle can be particularly advantageously adapted or adjusted as required.

[0026] For example, depending on the position and / or the touch position, a characteristic quantity characterizing a probability is determined, where the decision criterion is met, for example, when the characteristic quantity characterizing the probability is below or above a defined threshold value. The probability is, in particular, the probability of whether an undesired steering intervention is expected due to the activation of the occupant protection device.

[0027] Furthermore, depending on the detected position and / or the touch position, for example, it is possible to influence a time window, especially with regard to its start and / or length.

[0028] In an alternative configuration, when the occupant protection device is activated, and especially when certain criteria are met, the turning angle can be controlled according to the detected position and / or detected touch position. In other words, when the occupant protection device is activated, at a first position of the driver detected using the detection device, a second turning angle can be brought about by the driver's steering intervention, especially an unwanted 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, especially an unwanted steering intervention. Alternatively or additionally, when the occupant protection device is activated, a second turning angle can be brought about when a first touch position of the touch area is detected by the driver's steering intervention, especially an unwanted steering intervention, and a third turning angle of the vehicle wheels can be brought about when a second touch position different from the first touch position of the touch area is detected by the driver's steering intervention, especially an unwanted steering intervention. This means that the driver's position and / or touch position can be taken into consideration to control the turning angle, especially when steering intervention occurs, particularly when unintended steering intervention occurs, and especially when the driver's hand movements are anticipated due to the activation of occupant protection devices, which could result in unintended steering movements. This allows for control of the turning angle as needed. For example, the degree of steering stiffness can be adjusted as necessary. This allows for particularly efficient control of the turning angle depending on the situation, thereby significantly improving the safety of the automated vehicle.

[0029] Preferably, the position of the driver's upper body, particularly the distance between the upper body and the occupant protection device, and / or the position of the driver's arms, particularly the distance between the arms and the occupant protection device, are to be detectable using at least one sensing device. In other words, the upper body position of the driver's upper body in the automated vehicle is detectable or detectable using at least one sensing device. Alternatively or additionally, the position of the driver's arms in the automated vehicle is to be detectable or detectable using at least one sensing device. For example, when the upper body and / or arms are located closer to the occupant protection device, particularly very close, a larger or particularly larger driver response when the occupant protection device is activated, i.e., a larger or very large undesirable steering angle, can be considered, in which case the control of the turning angle can be affected, or the turning angle can be particularly reduced, and the steering stiffness can be made particularly stiff. This allows the control of the turning angle, particularly the steering stiffness, to be adjusted as required, thereby significantly improving the safety of the automated vehicle.

[0030] In one alternative configuration, the steering system that causes steering intervention is rotatable around its axis of rotation, and in this case, when the occupant protection device is activated and especially when certain criteria are met, the turning angle can be controlled according to the direction of rotation of the steering system present at the time of steering intervention, and in particular the turning angle can be reduced. In other words, the steering system can be rotated manually, especially by the driver, around its axis of rotation in two opposing directions, and when the occupant protection device is activated, if the driver causes steering intervention and the steering system rotates, or rotates, in the first direction of rotation, that steering intervention can produce a second turning angle, and if the steering system rotates, or rotates, in the second direction of rotation at that steering angle, a third turning angle can be produced. This can significantly improve the safety of the automated vehicle.

[0031] A method for operating an automated vehicle having at least one vehicle wheel and an occupant protection device, wherein when a collision is imminent or detected in the vehicle, the occupant protection device is activated, thereby moving from an initial position to a protected position, wherein the driver seated in the automated vehicle's seating equipment or a part of the driver's body moves. The vehicle wheel is capable of or becomes capable of turning by a turning angle about a turning axis through steering intervention by the driver using the automated vehicle's steering system, thereby enabling or making cornering and / or turning.

[0032] To significantly improve the safety of automated vehicles, according to the present invention, when the occupant protection device is activated, the turning angle of the vehicle wheels caused by driver steering intervention is controlled and particularly reduced by using a linking device to link the vehicle to the occupant protection device. The advantages and favorable configurations of the first embodiment of the present invention can be considered as advantages and favorable configurations of the second embodiment of the present invention, and conversely, the advantages and favorable configurations of the second embodiment of the present invention can be considered as advantages and favorable configurations of the first embodiment of the present invention.

[0033] Further advantages, features, and details of the present 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, as well as the features and combinations of features mentioned in the following descriptions relating to each figure, and / or the features and combinations of features shown only in each figure, are not limited to the combinations presented, but can also be used in other combinations or individually without departing from the scope of the present invention. [Brief explanation of the drawing]

[0034] [Figure 1] A schematic partial cross-sectional view of an automated vehicle according to the present invention, which can be driven using the method according to the present invention, is shown. [Figure 2] A schematic perspective view of an automated vehicle according to the present invention, which can be driven using the method according to the present invention, is shown. [Figure 3]A schematic front view of the steering system for an automatic vehicle according to the present invention is shown. [Figure 4] A schematic partial diagram of the interior of an automated vehicle according to the present invention is shown. [Figure 5] A schematic partial diagram of the interior of an automated vehicle according to the present invention, with the occupant protection device activated, is shown. [Figure 6] A schematic side view is shown of the driver and the occupant protection device for an automated vehicle according to the present invention. [Figure 7] A schematic flowchart illustrating the criteria for controlling the turning angle of the vehicle wheels of an automated vehicle according to the present invention is shown. [Figure 8] A schematic plan view of the driver and the occupant protection device of the automatic vehicle according to the present invention is shown to illustrate the driver's upper body position at any given time. [Figure 9] A schematic plan view of the driver and the steering and occupant protection devices of the automatic vehicle according to the present invention is shown to illustrate the driver's arm position at each moment. [Modes for carrying out the invention]

[0035] In the diagram, identical or functionally identical elements are given the same reference numeral.

[0036] Figure 1 shows a schematic partial cross-sectional view of an automatic vehicle 10, which is specifically designed as a passenger car. Figure 2 shows a schematic perspective view of the automatic vehicle 10. The automatic vehicle 10 has a plurality of vehicle wheels 12, 14, 16, and 18, and in this embodiment, the automatic vehicle 10 has four vehicle wheels 12, 14, 16, and 18. Each of the vehicle wheels 12, 14, 16, and 18 is rotatable around its respective wheel axis 20, 22, 24, and 26 relative to the body of the automatic vehicle 10. Therefore, the first vehicle wheel 12 among the vehicle wheels is rotatable around the first wheel rotation axis 20 among the wheel rotation axis, the second vehicle wheel 14 among the vehicle wheels is rotatable around the second wheel rotation axis 22 among the wheel rotation axis, the third vehicle wheel 16 among the vehicle wheels is rotatable around the third wheel rotation axis 24 among the wheel rotation axis, and the fourth vehicle wheel 18 among the vehicle wheels is rotatable around the fourth wheel rotation axis 26 among the wheel rotation axis.

[0037] At least one of the vehicle wheels 12, 14, 16, and 18 is rotatable around the pivot axes 28 and 30 relative to the body of the automatic vehicle 10. In the embodiment shown in Figure 1, the first vehicle wheel 12 and the second vehicle wheel 14 are rotatable around the pivot axes 28 and 30, respectively, relative to the body of the automatic vehicle 10. Thus, the first vehicle wheel 12 is rotatable around the first pivot axis 28 of the pivot axes, and the second vehicle wheel 14 is rotatable around the second pivot axis 30 of the pivot axes. Each of the pivot axes 36 and 38 extends, in particular, at least approximately, in the height direction of the vehicle. Alternatively, each of the pivot axes 36 and 38 can be twisted or rotated by a predetermined angle, for example, with respect to the height axis of the vehicle, and especially with respect to the transverse axis of the vehicle.

[0038] The automatic vehicle 10 has a steering device 32, and using this steering device 32, each of the vehicle wheels 12, 14 can turn by a turning angle 36, 38 about their respective pivot axes 28, 30 with one or more steering interventions, or with one or more steering interventions brought about by the driver 34 of the automatic vehicle 10, thereby enabling the automatic vehicle 10 to corner and / or change direction, particularly manually. Here, the first vehicle wheel 12 can turn by a first turning angle 36, and the second vehicle wheel 14 can turn by a second turning angle 38, and the turning angles 36, 38 are particularly equal, particularly in terms of value.

[0039] Figure 3 shows a schematic front view of the steering system 32 of the automatic vehicle 10. The steering system 32 is formed, in particular, as a steering wheel. The steering system 32 is rotatable about a rotation axis 40, specifically referred to as the steering wheel rotation axis, in order to perform manual steering intervention. This means that in order for the driver 34 of the automatic vehicle 10 to perform steering intervention, it is necessary to apply torque 42 to the steering system 32, which generates rotation of the steering system 32 about the rotation axis 40. Here, the steering system 32 and each vehicle wheel 12, 14 are linked in particular mechanically and / or electrically, so that the rotation of the steering system 32 can generate the turning of each vehicle wheel 12, 14. This means that the torque 42 that the driver 34 applies to turn each vehicle wheel 12, 14 can be applied to each vehicle wheel 12, 14, or that torque 42 is applied to each vehicle wheel 12, 14. The flow of torque of that kind, which transmits torque 42 to each of the vehicle's wheels 12 and 14, is schematically shown in Figure 1 by arrow 46.

[0040] The automated vehicle 10 has an interior 48, specifically referred to as the passenger compartment, where the driver 34 is located when the automated vehicle 10 is in motion. The steering device 32 is located in the interior 48. Figures 4 and 5 show schematic partial views of the interior 48 of the automated vehicle 10, respectively.

[0041] The automatic vehicle 10 has at least one occupant protection device 50, which is activated when a collision 52 is imminent or when a collision is detected, and is movable from an initial position 54 to a protective position 56, thereby allowing the driver 34 or a part of the driver 34's body 60 seated in the seat equipment 58 of the automatic vehicle 10 to move. In Figure 4, the occupant protection device 50 is in the initial position 54, and in Figure 5, the occupant protection device 50 is in the protective position 56. The occupant protection device 50 is, in particular, an air cushion, specifically referred to as an airbag. The air cushion is particularly formed as a side airbag. This means that in the initial position 54, the occupant protection device 50 can be at a distance from the driver on the seat equipment 58 in the transverse direction of the vehicle, and in this case, the occupant protection device 50 is positioned outside the seat equipment 58 or the driver seated on the seat equipment 58, particularly in the transverse direction of the vehicle. The movement of the occupant protection device 50 from the initial position 54 to the protective position 56 causes the occupant protection device 50 to apply an impact to the driver 34, for example, which may also be called thrust, thereby causing the driver 34 to move, for example, toward the center of the vehicle or to be pushed in. The seat equipment 58 is located in the cabin 48. Figure 6 shows a schematic side view of the driver 34 and the occupant protection device 50.

[0042] An impending collision 52 is schematically shown in Figure 2. Here, the impending collision 52 is an impending collision between an automated vehicle 10 and another automated vehicle 62 that is different from the automated vehicle 10. In particular, the automated vehicle 10 includes at least one collision detection device 64, which can be used to detect the impending collision 52 or a collision. The collision detection device 64 includes, in particular, at least one sensor element, which can be used to detect or observe the environment surrounding the automated vehicle 10. For example, the sensor element is formed as a radar sensor and / or a camera sensor and / or a lidar sensor. For example, an impending collision 52 can be detected using the collision detection device 64 when the other automated vehicle 62 is within the 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 computer, which can calculate or detect an imminent collision 52, in particular by situational analysis, in accordance with the data detected by the sensor element.

[0043] In particular, the occupant protection device 50 can be activated using the collision detection device 64, and especially using an electronic computer. This means, for example, that at least one actuator 68 is provided that can be driven and controlled using the collision detection device 64, and especially using an electronic computer, thereby causing the occupant protection device 50 to move from the initial position 54 to the protection position 56.

[0044] In order to significantly improve the safety of the automatic vehicle 10, particularly its driving safety, at least one coupling device 70, particularly mechanical and / or electrical and / or hydraulic, is provided to link each of the vehicle's wheels 12 and 14 to the occupant protection device 50. Using this coupling device 70, it is possible to control, or at least reduce, the respective turning angles 36 and 38 of each of the vehicle's wheels 12 and 14, which are caused by steering intervention by the driver 34, particularly unwanted steering intervention, when the occupant protection device 50 is activated. The activation or movement of the occupant protection device 50 may cause unwanted steering intervention by the driver 34, which may result in unwanted steering movements of the automatic vehicle 10, i.e., unwanted cornering or unwanted changes of direction of the automatic vehicle 10. By controlling the turning angles 36 and 38, unwanted cornering or unwanted changes of direction can be avoided or reduced to a very small extent. This significantly improves the safety of the automated vehicle 10, especially when the detected collision 52 is a false detection, and therefore the occupant protection device 50 malfunctions.

[0045] For example, the torque 42 applied to the steering device 32 by the driver 34 of the automatic vehicle 10 to induce steering intervention can be controlled by the coupling device 70, so that the respective turning angles 36 and 38 can be controlled when the occupant protection device 50 is activated. This means that when the occupant protection device 50 is activated, the steering of the automatic vehicle 10 can be made stiffer, in particular lockable. This allows for particularly advantageous avoidance of unwanted steering movements.

[0046] When the occupant protection device 50 is activated, the turning of the respective vehicle wheels 12 and 14 can be prevented during steering intervention, especially during unwanted steering intervention. This can be specifically referred to as steering lock.

[0047] The occupant protection devices 50 are, in particular, occupant protection devices associated with the drivers 34 of the automatic vehicle 10. This means that controlling the respective turning angles 36 and 38 using the coupling device 70, or stiffening the steering, is performed when the occupant protection device 50 associated with the driver 34 of the automatic vehicle 10 is activated, and not performed when, or when only, another occupant protection device, which is formed separately from the occupant protection device 50 and associated with the passengers of the driver 34, is activated.

[0048] Preferably, the automatic vehicle has a steering assist device 72, particularly a mechanical and / or hydraulic and / or electric steering assist device, which can be used to provide support torque to rotate each vehicle wheel 12, 14 around each pivot axis 28, 30 when steering intervention occurs. The steering assist device is, for example, power steering, which can be specifically referred to as a power assist system. Preferably, the support torque 74 is designed to be particularly reduced so that it can be controlled in order to control each turning angle 36, 38 when the occupant protection device 50 is activated. Thus, when the occupant protection device 50 is activated, the steering can be stiffened using the steering assist device. This allows the turning angles 36, 38 to be controlled, for example, with very little effort and particularly effectively. Alternatively or additionally, stiffening the steering can be done, for example, using means formed separately from the steering assist device 72.

[0049] In another configuration, the respective slewing angles 36, 38 are configured to be controllable by the coupling device 70 when the crew protection device 50 is activated, provided that the specified, and in particular, predefined, criteria 76 are met. The criteria 76 are shown in the schematic flowchart in Figure 7.

[0050] Preferably, if the specified criteria 76 are not met, the respective turning angles 36 and 38 are not controlled when the occupant protection device 50 is activated. Criterion 76 allows the linked device 70 to control the respective turning angles 36 and 38, and in particular to stiffen the steering, in cases or scenarios where, for example, the driver 34 may make an unintended steering intervention. This means, for example, that the steering is stiffened only when the control or exercise of control of the steering or steering motion of the automatic vehicle can be expected by the activation of the occupant protection device 50.

[0051] In another configuration, at least one detection device 78 is provided, which can be used to detect at least one position 80 of the driver 34 in the automatic vehicle 10. Preferably, at least one detection device 78 can be used to detect the upper body position 82 of the driver 34's upper body 84 as position 80. Particularly preferably, the distance 90 between the upper body 84 and the occupant protection device 50 can be detected as position 80 or upper body position 82. This is shown in Figure 8, in which the driver 34 and the occupant protection device 50 are shown in two schematic plan views A and 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 a different position from the reference position, in which the upper body 84 is positioned 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 acting on the upper body 84 by the occupant protection device 50, and consequently the movement of the driver 34, becomes greater than that in the reference position.

[0052] Alternatively or additionally, the arm position 92 of the driver's arm 94 can be detected using a detection device 78. Particularly preferably, the distance 96 between the arm 94 and the occupant protection device 50 can be detected as a position 80 using the detection device 78. This is shown in Figure 9, in which the driver 34 and the occupant protection device 50 are shown in two schematic plan views C and D, respectively. In the first plan view C, the driver's arm 94 is in a reference position, and in the second plan view D, the driver's arm 94 is in a different position from the reference position, in which the arm 94 is positioned closer to the occupant protection device 50 than in the reference position. This is expected to result in a higher or greater, particularly undesirable, steering movement in this different position than in the reference position.

[0053] Alternatively or additionally, the detection device 78 can be used to detect at least one touch position 98 of the touch area 100 of the steering device 32, in which case, during steering intervention, the driver's hand 102 is touching, in particular directly touching, or surrounding the touch area 100 of the steering device 32. This is shown in Figures 3 and 5. In Figure 3, three touch positions 98a-c are shown illustratively. At the first touch position 98a, unwanted steering intervention, and consequently unwanted steering movement, is not expected. This is because the arm 94 is positioned particularly high at the first touch position 98a. This, in particular, prevents interaction between the activated occupant protection device 50 and the arm 94. At the second touch position 98b and the third touch position 98c, unwanted steering motion may occur, with the unwanted steering motion at the second touch position 98b being smaller than that at the third touch position 98c. This is because, in particular, at the second touch position 98b, the arm 94 is at an angle, while at the third touch position, the arm 94, especially the upper arm of the driver 34, is in contact with the upper body 84. Consequently, a greater interaction between the occupant protection device 50 and the arm 94 is expected at the third touch position 98c. The touch position 98 is understood to be the position where the driver 34's hand 102 is gripping the steering device 32.

[0054] In an alternative configuration, criterion 76 is met if the detected positions 80, particularly the upper body position 82 and / or arm position 92, correspond to the respective specified critical positions 104. Alternatively or additionally, criterion 76 is met, or will be met, if the detected touch position 98 corresponds to the specified critical touch position 106. This makes it possible to control, for example, the respective turning angles 36, 38, in particular stiffening the steering, only when unwanted steering movements are anticipated. This significantly improves the safety of the automated vehicle 10.

[0055] Critical locations 104 and / or critical touch locations 106 are, in particular, their respective location regions. For example, the second touch location 98b and the third touch location 98c are critical touch locations 106, respectively. Preferably, the criteria are not met if the detected location 80 does not correspond to a critical location 104 and / or the detected touch location 98 does not correspond to a critical touch location 106. For example, the first touch location 98a does not correspond to a critical touch location 106.

[0056] Preferably, when the occupant protection device 50 is activated and in particular when the criteria 76 is met, it is possible to control the respective turning angles 36, 38 in accordance with the detected position 80, in particular in accordance with the upper body position 82 and / or the arm position 92, and / or the detected touch position 98. This means that it is possible to stiffen the steering in accordance with the detected position 80 and / or the detected touch position 98. Thus, for example, depending on the position of the upper body 84 and / or the arm 94 and / or the hand 102 in the steering device 32, the kinematic interaction between the arm 94 and the hand 102, in particular the direct kinematic interaction, can be determined or estimated, and the steering control or stiffening of the steering can be adjusted accordingly. That is, their strengths can be adapted. Thus, the strength of the steering stiffening can be adapted in accordance with the expected effect of the occupant protection device 50 on the steering angle or steering motion. This means, for example, that the probability of kinematic interactions, and consequently the probability of undesirable steering motions, can be calculated, and the steering, particularly the steering stiffness, can be adjusted according to these calculated probabilities. This can significantly improve the safety of the vehicle 10 in particular.

[0057] For example, the intensity or degree of an unwanted steering movement can be calculated or detected. For example, the torque 42 or the force of the driver's hand movement 34 at an unwanted steering angle can be detected or calculated. For example, depending on the detected degree and / or the detected torque 42, the magnitude of control, particularly the strength of hardening, required for the steering or each turning angle 36, 38 in order to prevent the unwanted steering movement or to reduce it to a very small degree can be calculated.

[0058] In another configuration, when the occupant protection device 50 is activated and the criteria 76 is met, it is possible to control the respective turning angles 36 and 38 according to the direction of rotation 108 of the steering device 32 present at the time of steering intervention. Thus, the steering can be made stiffer according to the direction of rotation 108. This can significantly improve the safety of the automatic vehicle 10 in particular. [Explanation of symbols]

[0059] 10 Automated 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 rotation axis 26. Fourth wheel rotation axis 28. First pivot axis 30 Second pivot axis 32 Steering gear 34 drivers 36. First turning angle 38. Second turning angle 40 Rotation axis 42 Torque 46 Arrows 48 Indoor 50 Crew protection devices 52. Imminent clash 54 Initial position 56 Protected position 58 seating facilities 60 Body parts 62 Other Automobiles 64 Collision detection device 66 detection areas 68 Actuators 70 Interconnected devices 72 Steering assist system 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 Positions 98a First touch position 98b Second touch position 98c Third touch position 100 touch area 102 Hand 104 Critical position 106 Critical Touch Positions 108 Direction of rotation A. First plan view B. Second floor plan C. First Plan View D. Second plan view

Claims

1. A motor vehicle (10) comprising at least one vehicle wheel (12) and an occupant protection device (50), The vehicle wheels (12) are capable of turning around a turning angle (36) about a turning axis (28) by steering intervention brought about by the driver (34) of the automatic vehicle (10) using a steering device (32), thereby causing the automatic vehicle (10) to corner and / or change direction. The occupant protection device (50) is activatable when a collision (52) is imminent or when a collision is detected, thereby moving from an initial position (54) to a protective position (56), thereby moving the driver (34) or a part of the driver's (34) body (60) seated in the seat equipment (58) of the automatic vehicle (10), in the automatic vehicle (10), The system is characterized by a coupling device (70) for linking the vehicle wheel (12) to the occupant protection device (50), and at least one detection means (78). The coupling device (70) can be used to influence 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. If the prescribed criteria (76) are met, the coupling device (70) can be used to control the turning angle (36) when the occupant protection device (50) is activated. If the prescribed criteria (76) are not met, the turning angle (36) will not be controlled when the occupant protection device (50) is activated. The automatic vehicle (10) is capable of detecting the touch position (98) of the touch area (100) of the steering device (32) using the detection means (78), and when steering intervention occurs, at least one hand (102) of the driver (34) is touching the steering device (32) in the touch area (100), and if the detected touch position (98) corresponds to a predetermined critical touch position (106), the determination criterion (76) is satisfied.

2. The automatic vehicle (10) according to claim 1, characterized in that the torque (42) applied to the steering device (32) by the driver (34) of the automatic vehicle (10) to cause the steering intervention is controllable by the coupling device (70), thereby allowing the turning angle (36) to be controlled when the occupant protection device (50) is activated.

3. The automatic vehicle (10) according to claim 1 or 2, wherein the automatic vehicle (10) has a steering support device (72), and the steering support device (72) is capable of providing a support torque (74) for the turning of the vehicle wheels (12) around the pivot axis (28) when steering intervention occurs, and the support torque (74) is capable of being controlled to control the turning angle (36) when the occupant protection device (50) is activated.

4. The automatic vehicle (10) according to claim 1 or 2, characterized in that when the occupant protection device (50) is activated, the turning angle (36) can be controlled according to the detected touch position (98).

5. The steering device (32) that causes the steering intervention is rotatable about a rotation axis (40) of the steering device (32), and when the occupant protection device (50) is activated, the turning angle (36) can be controlled according to the direction of rotation (108) of the steering device (32) that is present at the time of the steering intervention, as described in claim 1 or 2, for the automatic vehicle (10).

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