Vehicle and method for adjusting a vehicle's windshield

Abstract

The invention relates to a vehicle with a windshield (11) and a vehicle body (1) with a first A-pillar (3), wherein the windshield (11) is attached to the first A-pillar (3). According to the invention, the windshield (11) is attached to the first A-pillar (3) in such a way that the curvature of the windshield (11) is adjustable in a defined manner.

Description

[0001] The invention relates to a vehicle according to the preamble of claim 1 and to a method for adjusting a windshield of a vehicle according to claim 10.

[0002] In a vehicle of this type, the windshield is attached to a windshield flange in the area of ​​each of the A-pillars using a windshield adhesive. In the event of a crash between the vehicle and a pedestrian, for example, a collision between the pedestrian, particularly the pedestrian's head, and the windshield poses a significant risk of injury. Since the failure behavior of the windshield is subject to strong stochastic fluctuations, it is not possible to reliably predict in advance for a defined crash situation whether the windshield will break and what accelerations will act on the pedestrian or the pedestrian's head. A disadvantage of this vehicle is that, in individual cases, unexpectedly high acceleration values ​​can occur during a collision, which can severely impair pedestrian safety.

[0003] DE 10 2004 012 374 A1 discloses a windshield frame with an over-expansion element. DE 10 2012 021 435 A1 discloses a vehicle with a pedestrian protection device. DE 10 2011 119 105 A1 discloses a motor vehicle with a flexible windshield.

[0004] An object of the invention is to provide a vehicle in which pedestrian safety is increased compared to known vehicles.

[0005] This object is achieved by the features of the independent claims. Preferred developments of the invention are disclosed in the subclaims.

[0006] According to the invention, a vehicle is proposed with a windshield and a vehicle body having a first A-pillar, wherein the windshield is connected to the first A-pillar. According to the invention, the windshield is connected to the first A-pillar in such a way that a curvature of the windshield can be adjusted in a defined manner, preferably only by elastic deformation of the windshield and / or without the windshield breaking. This has the advantage that the curvature of the windshield is reduced before the pedestrian impact, so that the accelerations acting on the pedestrian are lower and more predictable. Pedestrian safety is thus significantly increased.

[0007] In a specific embodiment, the first A-pillar may have a first windshield flange, with the windshield preferably being connected to the first windshield flange, preferably by a material bond. Due to the material bond of the windshield, the windshield contributes to the structural stability of the vehicle body.

[0008] In a specific embodiment, the windshield can be bonded to the first windshield flange via a layer of a windshield adhesive. This windshield adhesive has the advantage of providing particularly good sealing properties.

[0009] In a specific embodiment, the vehicle may have at least one first, preferably electrically controllable, actuator for the defined adjustment of the windshield curvature, and the first actuator may be connected to the first A-pillar, preferably to the first windshield flange of the first A-pillar. The curvature of the windshield can thus be actively and precisely adjusted. Different curvatures or curvature values ​​of the windshield can be set by controlling the first actuator differently, depending on the vehicle type and driving situation.

[0010] In a specific embodiment, it can be provided that the first actuator is designed and / or suitable for and / or arranged, preferably connected, to the first A-pillar, preferably to the first window flange of the first A-pillar, such that upon activation of the first actuator, the windshield can be converted from an initial curvature state to a pre-crash curvature state and / or vice versa. Because the actuator is arranged on the first A-pillar, the driver's field of vision is not obstructed.

[0011] In a specific embodiment, the first actuator may have a first rotary shaft, and the first actuator may be configured and / or adapted to rotate the first rotary shaft about a longitudinal axis of rotation of the first rotary shaft upon activation of the first actuator. The rotary shaft ensures optimal torque distribution of the first actuator to the windshield.

[0012] In a specific embodiment, it can be provided that the first rotary shaft of the first actuator extends substantially parallel to the first A-pillar, and / or that the first A-pillar and / or a second A-pillar is preferably each a sheet metal part, and / or that the first window flange is a sheet metal part, and / or that the first window flange of the first A-pillar is a uniform and / or integral component of the first A-pillar. Because the first window flange is a uniform and / or integral component of the first A-pillar, the adjustability of the curvature of the windshield can be implemented particularly cost-effectively.

[0013] In a specific embodiment, it can be provided that the first rotary shaft of the first actuator is integrally connected, preferably welded, to the first windshield flange of the first A-pillar. High torques can be transmitted from the first actuator to the windshield, particularly through the welded connection.

[0014] In a specific embodiment, it can be provided that the vehicle has a second actuator for the defined adjustment of the curvature of the windshield, which is preferably identical in construction to the first actuator and is connected to a second A-pillar of the vehicle, wherein it is preferably provided that the second actuator is designed and / or suitable for and / or is arranged, preferably connected, to the second A-pillar, preferably to a second window flange of the second A-pillar, in such a way that upon activation of the first actuator and the second actuator, the windshield can be transferred from the initial curvature state to the pre-crash curvature state and / or vice versa. Because the first actuator and the second actuator interact, the curvature of the windshield can be adjusted particularly evenly and reliably in a pre-crash situation.

[0015] Preferably, the first actuator may be formed by a bidirectional electric motor, and / or the second actuator may be formed by a bidirectional electric motor. A bidirectional electric motor represents a particularly cost-effective option with high functional integrity for providing the actuators.

[0016] The invention further proposes a method for adjusting a windshield of a vehicle, comprising a provision step in which a vehicle according to one of the preceding claims is provided, a crash detection step in which a critical driving situation or a, preferably possibly, impending crash situation is detected by means of the vehicle's pre-crash sensor system, and a windshield adjustment step in which the first actuator and / or the second actuator are activated by the pre-crash sensor system in such a way that the windshield is transferred from the initial curvature state to the pre-crash curvature state. The same advantages apply to the method as to the vehicle.

[0017] Preferably, the method can include a windshield resetting step in which the first actuator and / or the second actuator are activated by the pre-crash sensor system in such a way that the windshield is returned from the pre-crash curvature state to the initial curvature state, preferably non-destructively and / or without the windshield breaking. This has the advantage that, ideally, the driver of the vehicle is unaware of the adjustment of the windshield's curvature and therefore is not impaired in driving comfort.

[0018] Embodiments of the invention are described below with reference to the accompanying figures.

[0019] They show: Fig. 1 in a view from the front of the vehicle, a section of a vehicle body with a first A-pillar and a second A-pillar; Fig. 2 shows a sectional view of the first actuator and the second actuator in an initial curvature state of the windshield; Fig. 3 is a sectional view of the first actuator and the second actuator in a pre-crash curvature state of the windshield; Fig. 4 in a side view the windshield in the initial curvature state, and Fig. 5 shows a side view of the windshield in the pre-crash curvature state.

[0020] In the Fig. Figure 1 shows a section of a vehicle body 1 with a first A-pillar 3 and a second A-pillar 5 in a view from the front of the vehicle. The first A-pillar 3 is arranged on the right side of the vehicle and the second A-pillar 5 is arranged on the left side of the vehicle. The first A-pillar 3 and the second A-pillar 5 are connected to one another via a roof pillar 7 and a front wall pillar 9. The first A-pillar 3 and the second A-pillar 5 and the roof pillar 7 and the front wall pillar 9 together form a window receiving space for a - in the Fig. 2 to 5 and connected to the first A-pillar and the second A-pillar - windshield 11 of the vehicle. As shown in the Fig. 2 and Fig. 3 and 4 and 5, the windshield 11 is connected to the first A-pillar and to the second A-pillar in such a way that a curvature of the windshield 11 can be adjusted in a defined manner, reversibly and without the windshield 11 breaking.

[0021] The defined adjustment of the curvature of the windshield 11 is carried out by means of a first actuator 21 designed as a bidirectional electric motor and by means of a second actuator 23 designed as a bidirectional electric motor. The connection of the windshield 11 to the A-pillars 3 and 5 and the actuators 21 and 23 as well as the functioning of the defined adjustment are explained in detail below.

[0022] In the Fig. 2, the first actuator 21 and the second actuator 23 are shown in a sectional view AA in a state installed in the vehicle. The sectional view AA is the Fig. 1, which extends at least approximately parallel to a horizontal plane spanned by the vehicle's longitudinal axis x and the vehicle's transverse axis y.

[0023] As this is the case in the Fig. 2, the first A-pillar 3 has a first window flange 25. The second A-pillar 5 has a second window flange 27. The first window flange 25 is, here merely by way of example, a uniform and integral component of the first A-pillar 3, which is made of sheet metal. The second window flange 27 is, here merely by way of example, a uniform and integral component of the second A-pillar 5, which is made of sheet metal. The windshield 11 is adhesively bonded to at least the first window flange 25 and the second window flange 27 via an adhesive layer (not shown) of a window adhesive.

[0024] The first actuator 21 has a first rotary shaft 31 with a longitudinal axis of rotation 33. The longitudinal axis of rotation 33 extends substantially parallel to the first A-pillar 3. The first rotary shaft 31 is connected, specifically welded, to the first windshield flange 25. The first windshield flange 25 is arranged between the windshield 11 and the first rotary shaft 31. The first actuator 21 has a signal connection to a pre-crash sensor system (not shown) of the vehicle and is activated and / or controlled by it in such a way that the first rotary shaft 31 is rotated in a defined manner about the longitudinal rotary shaft 33.

[0025] The second actuator 23 has a second rotary shaft 35 with a longitudinal axis of rotation 37. The longitudinal axis of rotation 37 extends substantially parallel to the second A-pillar 5. The second rotary shaft 35 is connected, specifically welded, to the second windshield flange 27. The second windshield flange 27 is arranged between the windshield 11 and the second rotary shaft 35. The second actuator 23 has a signal connection to the pre-crash sensor system (not shown) of the vehicle and is activated and / or controlled by it in such a way that the second rotary shaft 35 is rotated in a defined manner about the longitudinal axis of rotation 37.

[0026] In the Fig. 2, the first actuator 21 and the second actuator 23 are in an initial adjustment position, in which the windshield 11 is in an initial curvature state. In the initial curvature state, the windshield 11 is curved by an initial curvature 41 toward the front of the vehicle, i.e., in the positive vehicle longitudinal axis direction. The positive vehicle longitudinal axis direction is in the Fig. 2 is illustrated by the arrowhead on the vehicle’s longitudinal axis x.

[0027] If, for example, an impending crash situation, in particular involving a pedestrian, is detected by the pre-crash sensor system in a crash detection step, the first actuator 21 and the second actuator 23 are controlled or activated by the pre-crash sensor system in a windshield adjustment step in such a way that the first rotary shaft 31, viewed in the negative vehicle vertical axis direction of the vehicle vertical axis z, rotates slightly counterclockwise by a predefined, first angle of rotation about the longitudinal axis of rotation 33 and the second rotary shaft 35, viewed in the negative vehicle vertical axis direction, rotates slightly clockwise by a predefined, second angle of rotation about the longitudinal axis of rotation 37. In this case, the windshield 11 is Fig. 2 and Fig. 4 shown initial curvature state in the Fig. 3 and Fig. 5. In the pre-crash curvature state, the windshield 11 is curved less toward the front of the vehicle than in the initial curvature state. The first angle of rotation has the same magnitude as the second angle of rotation, and the angles of rotation are further selected such that only the curvature of the windshield 11 changes, while the windshield 11 remains undamaged, i.e., does not break. The pre-crash curvature state has the advantage over the initial curvature state that the windshield 11 fails, i.e., breaks, significantly earlier and more predictably when the crash situation occurs.

[0028] The positive vehicle vertical axis direction is in the Fig. 1 is illustrated by the arrowhead on the vehicle's vertical axis z. The respective clockwise or counterclockwise direction is illustrated by the arrows in the rotating shafts 31 and 35.

[0029] If the crash situation ultimately does not occur, the pre-crash sensor system controls the first actuator 21 and the second actuator 23 in a windshield reset step such that the windshield 11 is returned from the pre-crash curvature state to the initial curvature state without being damaged. List of reference symbols 1 vehicle body 3 first A-pillar 5 second A-pillar 7 roof beam 9 Front wall beam 11 Windshield 21 first actuator 23 second actuator 25 first disc flange 27 second disc flange 31 first rotating shaft 33 first longitudinal axis of rotation 35 second rotating shaft 37 second longitudinal axis of rotation 41 Initial curvature state 43 Precrash curvature state AA cutting plane AA sectional view x Vehicle longitudinal axis y vehicle transverse axis z Vehicle vertical axis QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2004 012 374 A1

[0003] DE 10 2012 021 435 A1

[0003] DE 10 2011 119 105 A1

[0003]

Claims

[1] Vehicle with: a windshield (11), and a vehicle body (1) with a first A-pillar (3), wherein the windshield (11) is connected to the first A-pillar (3), characterized by that the windshield (11) is connected to the first A-pillar (3) in such a way that a curvature of the windshield (11) can be adjusted in a defined manner. [2] Vehicle according to claim 1, characterized by that the first A-pillar (3) has a first window flange (25), wherein it is preferably provided that the windshield (11) is connected to the first window flange (25), preferably in a materially bonded manner. [3] Vehicle according to claim 2, characterized by that the windshield (11) is bonded to the first windshield flange (25) via an adhesive layer of a windshield adhesive. [4] Vehicle according to one of the preceding claims, characterized bythat the vehicle has at least one first, preferably electrically controllable, actuator (21) for the defined adjustment of the curvature of the windshield (11), and that the first actuator (21) is connected to the first A-pillar (3), preferably to the first window flange (25) of the first A-pillar (3). [5] Vehicle according to claim 4, characterized by that the first actuator (21) is designed and / or suitable for and / or is arranged, preferably connected, to the first A-pillar (21), preferably to the first window flange (25) of the first A-pillar (21) in such a way that upon activation of the first actuator (21) the windshield (11) can be transferred from an initial curvature state into a pre-crash curvature state and / or vice versa. [6] Vehicle according to claim 4 or 5, characterized bythat the first actuator (21) has a first rotary shaft (31), and that the first actuator (21) is designed and / or suitable for the first rotary shaft (31) to rotate about a longitudinal axis of rotation (33) of the first rotary shaft (31) upon activation of the first actuator (21). [7] Vehicle according to claim 6, characterized by that the first rotary shaft (31) of the first actuator (21) extends substantially parallel to the first A-pillar (3), and / or that the first A-pillar (3) is a sheet metal part, and / or that the first disc flange (25) is a sheet metal part, and / or that the first disc flange (25) of the first A-pillar (3) is a uniform material and / or one-piece component of the first A-pillar (3). [8] Vehicle according to claim 6 or 7, characterized by that the first rotary shaft (31) of the first actuator (21) is in a material connection, preferably in a welded connection, with the first disc flange (25) of the first A-pillar (3). [9] Vehicle according to one of the preceding claims, characterized by in that the vehicle has a second actuator (23) for the defined adjustment of the curvature of the windshield (11), which is preferably identical in construction to the first actuator (21) and is connected to a second A-pillar (5) of the vehicle, wherein it is preferably provided that the second actuator (23) is designed and / or suitable for this purpose and / or is arranged, preferably connected, to the second A-pillar (5), preferably to a second window flange (27) of the second A-pillar (5) in such a way that upon activation of the first actuator (21) and the second actuator (23), the windshield (11) can be transferred from the initial curvature state to the pre-crash curvature state and / or vice versa. [10] Method for adjusting a windscreen of a vehicle, comprising: a provision step in which a vehicle according to one of the preceding claims is provided, a crash detection step in which a critical driving situation or, preferably, a possibly imminent crash situation is detected by means of the vehicle's pre-crash sensors, a windshield adjustment step in which the first actuator (21) and / or the second actuator (23) are activated by the pre-crash sensor system in such a way that the windshield (11) is transferred from the initial curvature state to the pre-crash curvature state.

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