Abstract: A motor vehicle comprising at least one driver assistance system (2) to pre-calculate future driving situations of the motor vehicle (1) for a specified time interval by evaluating ego data related to the motor vehicle (1) and environmental data related to the motor vehicle environment, wherein the motor vehicle (1) is controllable by a driver in a first operating mode of the driver assistance system (2), wherein the driver assistance system (2) is designed, upon fulfillment of one switchover condition dependent at least upon future driving situations, to be temporarily switched over into a second operating mode in which the motor vehicle (1) is autonomously controlled by the driver assistance system (2) without the possibility of intervention by the driver, wherein driving is continued in the second operating mode.

Abstract: A motor vehicle comprising at least one driver assistance system (2) to pre-calculate future driving situations of the motor vehicle (1) for a specified time interval by evaluating ego data related to the motor vehicle (1) and environmental data related to the motor vehicle environment, wherein the motor vehicle (1) is controllable by a driver in a first operating mode of the driver assistance system (2), wherein the driver assistance system (2) is designed, upon fulfillment of one switchover condition dependent at least upon future driving situations, to be temporarily switched over into a second operating mode in which the motor vehicle (1) is autonomously controlled by the driver assistance system (2) without the possibility of intervention by the driver, wherein driving is continued in the second operating mode.

Abstract: An adaptive crash structure for a vehicle includes a deformation element arranged in a region of a wheel housing of the vehicle, and an interruption system, wherein the deformation element and the interruption system are constructed so as to be able to change from a deactivated state to an activated state, wherein in the deactivated state the deformation element permits movement of a wheel housed in the wheel housing, and wherein in the activated state the deformation element causes the wheel to assume a predetermined position and the interruption system prevents a change of the position of the wheel to be transmitted to a steering wheel.

Abstract: A motor vehicle can have multiple drive modes, for example rear wheel drive, four wheel drive, front wheel drive. Here, an active chassis device is used to make different adjustments, for example with respect to the toe-in angle and the camber angle, of a wheel or else with respect to wheel loads as a function of the drive load. As a result, the driving behaviour can be matched in each case in an optimum way to the drive mode, or conversely can be configured in such a way that changing the drive mode does not have a perceptible effect for the driver.

Abstract: The invention relates to a wheel suspension system for motor vehicles having a wheel carrier, which has a wheel-side support element, which mounts in a rotatable manner a vehicle wheel, and an axle-side support element, between which is connected an actuating member, on actuation of which the wheel-side support element can be pivoted through a pivot angle (?) relative to the axle-side support element for the purpose of adjusting a track and/or camber angle (?, ?). According to the invention, the actuating member has a wheel-side rotational part and an axle-side rotational part, both of which can be rotated about their axes of rotation relative to each other, and the wheel-side rotational part can be deflected through the pivot angle (?) relative to the axle-side rotational part when the two rotational parts are rotated.

Abstract: A steering device for a wheeled vehicle having wheels includes a steering element for steering actuation with a predetermined movement path and a predetermined degree of actuation, a conversion device for converting the steering actuation to an output signal for transmission to a steering drive for steering the wheels, a connection device operatively connecting the steering element with the conversion device for transmitting the steering actuation to the conversion device, and limiting means configured to either selectively release the degree of actuation to a first maximum degree of actuation or limit the degree of actuation to a second maximum degree of actuation which is reduced compared to the first maximum degree of actuation.

Abstract: The invention relates to a wheel suspension system for motor vehicles having a wheel carrier, which has a wheel-side support element, which mounts in a rotatable manner a vehicle wheel, and an axle-side support element, between which is connected an actuating member, on actuation of which the wheel-side support element can be pivoted through a pivot angle (?) relative to the axle-side support element for the purpose of adjusting a track and/or camber angle (?, ?). According to the invention, the actuating member has a wheel-side rotational part and an axle-side rotational part, both of which can be rotated about their axes of rotation relative to each other, and the wheel-side rotational part can be deflected through the pivot angle (?) relative to the axle-side rotational part when the two rotational parts are rotated.