Protection system and method for the protection of road users with load-dependent differentiated protective measures

Abstract

The invention relates to a system and a method for protecting a road user, in particular a pedestrian, which provide load-dependent pedestrian protection measures. According to the invention, differentiated pedestrian protection measures are proposed, particularly for the load cases "leg impact" and "head impact."

Description

[0001] The invention relates to a protection system and a method for protecting road users with load-dependent differentiated protective measures.

[0002] A method for protecting road users with vehicle-mounted protective devices is known from WO 2005 / 077 720 A1. It involves recording the road user's geometric parameters, checking whether a collision risk exists, and, if a collision risk is identified, determining the potential collision point between the vehicle and the road user. The geometric parameters of the road user and the vehicle's operating parameters are used to determine the point and time of impact of particularly sensitive body parts, particularly the road user's head. Depending on the point and time of impact, vehicle-mounted protective devices are activated to protect the road user.

[0003] The publication DE 10 2009 000 087 B4 discloses a passenger protection system for a vehicle, comprising at least one predictive sensor unit, whose signals are received by an evaluation and control unit via at least one interface and evaluated to detect an impending contact of the vehicle with an object. Depending on this evaluation result, the evaluation and control unit provides control signals that control an actuator arranged in the area of ​​an affected vehicle structure before the vehicle comes into contact with the object in such a way that the energy absorption properties of the affected vehicle structure are modified and adapted to the impending contact.

[0004] The above-mentioned publications disclose various measures to make the structures of a vehicle front more flexible so that the risk of injury to a pedestrian in a pedestrian-vehicle collision is reduced, with active bonnets, windscreen airbags and airbags in the area of ​​the bumper being proposed, in particular, for pedestrian leg impacts.

[0005] Since the beginning of 2023, consumer safety tests, such as Euro NCAP and China NCAP, have been conducting a so-called "pedestrian leg impact test" using an "advanced Pedestrian Legform Impactor (aPLI)" test device. The "advanced Pedestrian Legform Impactor" is a pedestrian crash test device that represents the 50th percentile of all male legs. The pedestrian crash test device simulates the flexibility of human leg bones and is used to assess knee, thigh, and lower leg injuries.

[0006] This pedestrian crash test device not only replicates a pedestrian's leg, but also the person's upper body mass. Compared to previous models, the pedestrian crash test device has a reduced upper body mass, allowing it to more realistically reproduce the collision scenario.

[0007] When using the pedestrian crash test device, it was found that, particularly in the test area of ​​the front edge of the bonnet, a new type of impact kinematics arises, which makes it more difficult to meet the injury criteria, i.e. the maximum permissible bending moments in a person's thigh, the maximum permissible ligament elongation in a person's knee, and the maximum permissible bending moments in a person's shin as limit values, than before.

[0008] Another aspect is that in the same test area, i.e. the front edge of the bonnet, corresponding tests are carried out with a different crash test device or test body for “pedestrian protection head impact”.

[0009] A recognized problem is that, to date, no differentiated pedestrian protection measures have been generated that take into account the load cases described above.

[0010] In other words, in the case of anticipatory pedestrian protection, that is to say in the case of a pedestrian-vehicle collision (technically regarded and referred to as a load case), no distinction is made in the area of ​​the front edge of the bonnet between a load case "head impact" or a load case "leg impact" with regard to the pedestrian protection measures to be taken, which is seen as a significant disadvantage that is to be avoided by the inventive idea.

[0011] The invention is therefore based on the object of creating a system and a method for protecting a road user, in particular a pedestrian, which provides improved pedestrian protection measures, in particular more differentiated depending on the load case.

[0012] The inventive protection system for a vehicle for persons comprises: At least one first vehicle-mounted means for recording geometric parameters of a person to be protected, which is connected to an evaluation and control unit.

[0013] At least one second vehicle-mounted means, which is connected to the evaluation and control unit, for the prognostic calculation of impact times and impact locations of the person to be protected, as recorded with regard to the geometric parameters, on the vehicle in two predicted load cases.

[0014] Advantageously, the means can be used to distinguish between two load cases.

[0015] The protection system further comprises an external vehicle component and an internal vehicle component.

[0016] In addition, the protection system comprises at least one adjustment device with an adjustment element which is arranged on the inner vehicle component, wherein the respective adjustment element can be reversibly switched relative to the inner vehicle component as a function of one or the other predicted load case by means of an actuator element of the adjustment device which is assigned to the adjustment element, wherein the actuator element is connected to the evaluation and control unit.

[0017] The protection system further comprises two deformation elements having different deformation capacities, wherein a second deformation element is arranged in a fixed position on the outer vehicle component and a first deformation element is arranged in a fixed position on the inner vehicle component independently of the adjustment device.

[0018] The first and second deformation elements form a force-transmitting surface contact.

[0019] It is further provided that the first deformation element in one of the predicted load cases rests against the adjustment element arranged in an initial state.

[0020] The protection system advantageously acts for one of the load cases in such a way that the components of the protection system interact in such a way that a slight deformation of the outer vehicle component is permitted.

[0021] In the other predicted load case, a deformation space is formed between the first deformation element and the adjustment element, which is defined by a distance between the first deformation element and the adjustment element. The distance is achieved by switching the respective adjustment element from the initial state to a displacement state using the actuator element. Advantageously, the protection system thus operates for a different load case in such a way that the components of the protection system interact in such a way that a greater deformation of the outer vehicle component is advantageously permitted.

[0022] Preferably, the first vehicle-mounted means and the second vehicle-mounted means are pre-crash sensors, in particular at least one stereo camera and / or at least one laser scanner and / or at least one lidar sensor and / or at least one video sensor and / or at least one radar sensor and / or at least one ultrasonic sensor and / or at least one infrared sensor, wherein the at least one pre-crash sensor is connected to the evaluation and control unit.

[0023] Furthermore, it is preferably provided that the protection system further comprises third vehicle-mounted means for detecting an ongoing collision, in particular at least one crash sensor, which is in particular a contact sensor, wherein the at least one crash sensor detects a collision that has occurred on the outer vehicle component, wherein the at least one crash sensor detects the collision based on a force measurement or a deformation or a light detection, in particular of piezo foils and / or strain gauges and / or light sensors and / or a contact switch, wherein the at least one crash sensor is arranged on / in the outer vehicle component, wherein the at least one crash sensor is connected to the evaluation and control unit.

[0024] It is also preferred that the protection system comprises an emergency braking assistance system which is connected to the evaluation and control unit.

[0025] It is further preferably provided that the first deformation element, which is arranged in a fixed position on the inner vehicle component independently of the adjustment device, and the inner vehicle component are formed as a single piece and materially connected to one another, or as two pieces - not materially connected to one another - wherein the deformation element in the two-piece design is fixedly positioned in the inner vehicle component, wherein the first deformation element has a deformation fracture region in the material connection or in the region in which the first deformation element is located in the vehicle component. This advantageously enables different package solutions to be implemented for different vehicles, and savings may be achieved in terms of manufacturing costs.Advantageously, the deformation fracture area can be used to specifically cause a deformation fracture of the first deformation element in order to absorb forces, thereby increasing personal safety.

[0026] In one embodiment, the protection system is characterized in that the at least one adjustment device has a horizontally adjustable adjustment element that can be switched parallel to a surface plane of the outer vehicle component. Further details can be found in the associated description of the Fig. 3A, Fig. 3B.

[0027] In another embodiment, the protection system is characterized in that the at least one adjustment device has a vertically adjustable adjustment element that can be switched orthogonally to the surface plane of the outer vehicle component. Further details can be found in the associated description of the Fig. 4A, Fig. 4B.

[0028] In yet another embodiment, the protection system is characterized in that two adjustment devices are formed, wherein a combination of a horizontally adjustable adjustment element that can be switched parallel to the surface plane of the outer vehicle component and a pivotable adjustment element that can be switched about a pivot point relative to the surface plane of the outer vehicle component is provided. Further details can be found in the associated description of the Fig. 5A, Fig. 5B.

[0029] It is preferably provided that the outer vehicle component is a hood and the inner vehicle component is a positionally fixed support element arranged on the body side in an engine compartment.

[0030] It is further provided that the first deformation element is a stop buffer and the second deformation element is a hood buffer.

[0031] An electrically driven bidirectional linear drive or an electromagnet is preferably provided as actuator elements of the respective adjustment element of the adjustment device of the protection system.

[0032] In particular, in a method for protecting persons by means of a protection system of a vehicle, the following steps are provided with regard to all embodiments of the protection systems: Recording geometric parameters of a person to be protected by means of at least one first vehicle-based means.

[0033] Predictive calculation of impact times and impact locations for at least two different load cases of the person to be protected, as determined with regard to the geometric parameters, on the vehicle by means of at least one second vehicle-based means.

[0034] Determine which of the two different load cases is likely to occur depending on the recording of the geometric parameters and the predicted calculation of the impact times and impact locations on an external vehicle component.

[0035] Check whether the protection system is preconfigured for one or the other load case predicted during the determination, by determining whether an adjustment element of at least one adjustment device is in an initial state or in a displacement state,

[0036] Decide whether the respective adjustment element of the at least one adjustment device is to be pre-activated to pre-activate the protection system for one or the other predicted load case if the protection system is not already pre-configured for the determined, likely load case.

[0037] Switching the respective actuator element of the at least one adjustment device and pre-activating the adjustment element into the pre-activated state if the protection system is not already pre-configured for one or the other predicted load case.

[0038] It is preferably provided that the respective adjustment element is preconfigured or preactivated with regard to its position state in such a way that in a predicted load case in which a leg impact or a hip impact of a person on the outer vehicle component is expected, the adjustment element rests against the first deformation element, while in a predicted load case in which a head impact of a person on the outer vehicle component is expected, the adjustment element is spaced apart from the first deformation element, so that a deformation space is formed which is defined by a distance amount between the first deformation element and the respective adjustment element, wherein the distance amount is brought about by switching the adjustment element by means of the actuator element from the initial state to the displacement state.

[0039] In particular, the solution that, in a predicted load case in which a person's leg or hip impact is expected against the outer vehicle component (hereinafter referred to as the "leg impact" load case), in which the first deformation element rests against the respective adjustment element, is surprising because, compared to the other load case, hereinafter referred to as the "head impact" load case, a "stiffening" of the components of the respective protection system results in the actual collision. This inventive technical effect, a stiffening of the protection system in the "leg impact" load case compared to the "head impact" load case, is unknown in the prior art.

[0040] The invention is explained below with reference to the accompanying drawings. They show: Fig. 1 a representation of an engine compartment of a vehicle with an open outer vehicle component FA (bonnet) in which an inner vehicle component FI (supporting element) is arranged, which carries a first deformation element D1 (stop buffer); Fig. 2 a schematic detail view as a section according to section line A - A in Fig. 1, with the outer vehicle component (FA) (bonnet) closed, wherein the first deformation element D1 (stop buffer) arranged on an inner vehicle component FI (supporting element) and the second deformation element D2 (bonnet buffer), which is arranged on an outer vehicle component FA (bonnet) and is in contact with the first deformation element, are shown; Fig. 3A, Fig. 3B shows a protection system in a first embodiment; Fig. 3A the protection system in a load case “leg impact”; Fig. 3B the protection system in a “head impact” load case; Fig. 4A, Fig. 4B shows a protection system in a second embodiment; Fig. 4A the protection system in the “leg impact” load case; Fig. 4B the protection system in the “head impact” load case; Fig. 5A, Fig. 5B shows a protection system in a third embodiment; Fig. 5A the protection system in the “leg impact” load case; Fig. 5B the protection system in the “head impact” load case.

[0041] Fig. 1 shows a representation of a front-side engine compartment 110 of a vehicle 100 in the exemplary embodiment with an open outer vehicle component FA, in particular a hood. Arranged in the engine compartment 110 is at least one inner vehicle component FI, in particular at least one support element 120, which supports a first deformation element D1, in particular a so-called stop buffer.

[0042] In the exemplary embodiment, two separate support elements 120 each carry a stop buffer independently of one another.

[0043] In Fig. 1 shows a section line A - A. The corresponding section is the basis for the schematic detail representation in Fig. 2.

[0044] In Fig. Figure 2 shows the outer openable vehicle component FA, i.e., the hood in the closed position. In the closed position, the hood rests in a conventional manner on a body surrounding the engine compartment, which is not shown in detail.

[0045] Shown again is a support element 120 which carries a stop buffer.

[0046] Shown in Fig. 2 only one of the two stop buffers, which corresponds to the first deformation element D1, and a second deformation element D2, in particular a so-called bonnet buffer, which is arranged on the outer vehicle component FA, that is to say the bonnet, in particular the inside of the bonnet.

[0047] The one in Fig. The stop buffer shown in Figure 2 is also assigned a bonnet buffer.

[0048] In the exemplary embodiment, two first deformation elements D1 (two stop buffers) and two second deformation elements D2 (two bonnet buffers) are formed, wherein one stop buffer and one bonnet buffer each belong to a protection system, which are explained below in embodiments.

[0049] The support element 120 is fixedly connected to the body of the vehicle 100, preferably to a front longitudinal member of the body or to a front longitudinal member of the body and an adjacent fender.

[0050] The following explanations apply to one stop buffer and one hood buffer. The design can be applied analogously to the other stop buffers and hood buffers.

[0051] The stop buffer and the support element 120 are preferably formed as one-piece or preferably two-piece plastic parts.

[0052] The stop buffer is preferably designed as a downwardly open cylindrical pot, the bottom of which is Fig. 1 is visible in the top view. In Fig. 2 the stop buffer is shown in a highly stylized manner.

[0053] Stop buffers and bonnet buffers can also have geometries other than those shown and described, i.e. they do not necessarily have to be cylindrical.

[0054] The stop buffer is supported by the support element 120 in the installed state (one-piece) or in the assembled state (two-piece).

[0055] In the two-part design variant, a cup edge of the stop buffer lies in a geometrically corresponding recess of the support element 120, so that the stop buffer is positioned in a fixed position in the support element 120.

[0056] The wording “carry” in relation to the “supporting element” 120 makes it clear that the stop buffer is carried by the supporting element 120 and is arranged in a specific initial position in an initial state of the respective protective system.

[0057] The hood buffer serves to contact the stop buffer when the hood is closed. This surface contact advantageously ensures that the hood sits firmly and without play on the edge of the engine compartment when the hood is locked at the body side. Additional seals located at the edge of the body ensure that the hood rests securely and cushions the edge of the engine compartment. The hood buffers are made of an elastically deformable material that returns to its original state after deformation.

[0058] However, the elastically deformable material of the hood buffer is selected such that a force acting on the hood is transferred from the hood buffer to the stop buffer.

[0059] In contrast to the hood buffer, the bump stop is significantly less elastic, meaning it is stiffer or more rigid. The bump stop is designed to be so stiff that, depending on a predefined force, a deformation fracture occurs in a deliberate manner, as will be explained below.

[0060] Based on a collision force acting on the hood, which is transmitted via the hood buffer to the bump stop, the given force causes significant plastic deformation in the bump stop material (preferably plastic), causing the bump stop to break (intentional deformation fracture). Deformation fracture is the result of plastic deformation, which occurs when the load on a material exceeds its elastic limit.

[0061] According to the design explained above, the pot edge of one of the stop buffers, which is opposite the bottom of the stop buffer, forms a desired critical deformation fracture area D1 krit , which will be discussed later, in order to specifically cause the deformation fracture.

[0062] In the following Fig. 3A to 5B of the embodiments according to the invention, the respective critical deformation fracture area D1 krit of the stop buffer, which is marked with the reference symbol D1. As explained, the stop buffer breaks at a given breaking force in the critical deformation fracture area D1 krit .

[0063] The geometric design and the material selection as well as the wall thickness of the material of the stop buffer are ensured in previous tests that the deformation fracture in the deformation fracture area D1 krit occurs at the desired predetermined breaking force.

[0064] The force acting on the bump stop via the bonnet, which is referred to as collision force in the context of vehicle-related crashes, also depends on the deformation capacity of the bonnet buffer.

[0065] It is intended that a partial force of the collision force acting on the hood, in addition to the partial force absorbed by deformation elements of the hood itself, is absorbed by the deformation capacity of the hood buffer before the corresponding residual force acts on the stop buffer. In this respect, the hood buffer represents a damping element D2, whose effect within the load path of the acting collision force acting on the stop buffer and the support element 120 connected to the stop buffer is taken into account in previous tests.

[0066] When designing the stop buffer, which at the specified breaking force in the critical deformation fracture area D1 krit is to break, i.e. the deformation fracture is to take place, the force input of the collision force in the load path into the components bonnet → bonnet buffer → stop buffer → supporting element 120 is taken into account.

[0067] As already explained, the maximum permissible bending moments in a person's thigh and the maximum permissible ligament elongation in a person's knee and the maximum permissible bending moments in a person's tibia and the limit values ​​to be complied with have recently played a special role, which - as explained above - are more difficult to meet than before.

[0068] Surprisingly, with regard to compliance with the limit values, it was found in current studies that the previously explained bending moments are reduced if, starting from a load case “head impact” II, one ensures that the bonnet has a stiff or stiffer deformation behavior in the load case “leg impact” I than in the load case “head impact” II.

[0069] It was found that a procedure can be developed that leaves the hood itself unchanged. A different approach is used to ensure that a protection system is created that is stiffer in the "leg impact" load case I and softer in the "head impact" load case II, or with increased stability in the "leg impact" load case I compared to the "head impact" load case II.

[0070] In principle, a protective system is developed that is resistant to the forces acting - head impact force - FKopf and leg impact force F Bein - reacts with a different deformation space available for the deformation of the components of the protection system, as explained below.

[0071] The following presents examples of protection systems and associated procedures based on predictive pedestrian protection.

[0072] This means that a prediction is first made as to whether a load case "head impact" II or a load case "leg impact" I is likely to occur. This advantageously differentiates between head impact and leg impact in the area of ​​the outer vehicle component FA, i.e., the bonnet, in order to set different deformation resistances of the bonnet or bonnet leading edge for the respective load case.

[0073] In principle, within the anticipatory pedestrian protection, it is provided that the deformation resistance should only be increased if the load case “head impact” II is excluded and the load case “leg impact” I, in particular a thigh impact, is confirmed.

[0074] This procedure is particularly useful in such accident scenarios, for example when an uncontrolled slip of the pedestrian occurs, in which the pedestrian's slip unexpectedly results in a load case "head impact" II and not a load case "leg impact" I.

[0075] In this case, or in cases of doubt, no increase in the deformation resistance is planned or implemented. In other words, in cases of doubt, the protection system is programmed in the associated application program in an evaluation and control unit in such a way that a "head impact" II load case is assumed.

[0076] The protection system in the embodiments and the associated procedures are therefore initially based on the ability to decide whether the load case “head impact” II or the load case “leg impact” I is likely to occur.

[0077] The protection system of the vehicle 100 for persons comprises at least one vehicle-bound means for detecting geometric characteristics of the persons to be protected, which is connected to an evaluation and control unit.

[0078] The protection system further comprises at least one vehicle-mounted means, which is connected to the evaluation and control unit, for the prognostic calculation of impact times and impact locations of the person to be protected, as recorded with regard to the geometric parameters, on the vehicle 100 in the two predicted, "expected" different load cases.

[0079] Pre-crash sensors are provided as vehicle-mounted means for recording geometric parameters of the persons to be protected and as vehicle-mounted means for the prognostic calculation of impact time and impact location of the person to be protected, such as in particular at least one stereo camera and / or at least one laser scanner and / or at least one lidar sensor and / or at least one video sensor and / or at least one radar sensor and / or at least one ultrasonic sensor and / or at least one infrared sensor, wherein the at least one pre-crash sensor is connected to the evaluation and control unit.

[0080] In order to detect that a collision, in particular a load case “head impact” II or a load case “leg impact” I, is taking place or has taken place, the protection system 1 further comprises vehicle-mounted means for detecting an occurring collision, in particular at least one crash sensor, which is in particular a contact sensor, wherein the at least one crash sensor detects a collision taking place / has taken place on the outer vehicle component FA, in particular the bonnet, wherein a crash sensor detects the collision itself based on a force measurement or a deformation or a light detection, in particular of piezo foils and / or strain gauges and / or light sensors and / or a contact switch.

[0081] The crash sensor is arranged on / in the outer vehicle component FA, in particular the bonnet, wherein the at least one crash sensor is connected to the evaluation and control unit.

[0082] The protection system also includes an emergency braking assistance system, which is also connected to the evaluation and control unit. Advantageously, the vehicle-based means are used to determine the geometric parameters of the persons to be protected, and the impact times and respective impact locations for the "head impact" II and "leg impact" I load cases of the person to be protected are determined using the vehicle-based means. A decision is made as to which load case occurs in the test area of ​​the outer vehicle component FA.

[0083] It is thus predicted whether the load case “head impact” II or load case “leg impact” I will occur and, as explained in detail below, it reacts accordingly according to the explained embodiment if the protection system is not yet in a state necessary for the respective load case.

[0084] Depending on the predicted load case and the selected design of the protection system, the protection system may already be in a “preconfigured stiffening state” or it will be brought into a “pre-activated stiffening state” by a circuit intervention, as will be explained below.

[0085] Structural measures are presented that optimize the deformation characteristics of the vehicle's front end and ensure compliance with the biomechanical load limits for the body parts of the affected occupants. The approach is based on the principle that the available deformation space is larger in the "head impact" II load case (softer system) and smaller in the "leg impact" I load case (stiffer system).

[0086] All protection systems according to the embodiments comprise at least the following components between the engine hood (outer vehicle component FA) and the support element 120 (inner vehicle component FI): First embodiment:

[0087] The first deformation element D1, the stop buffer.

[0088] The second deformation element D2, the hood buffer.

[0089] A switchable horizontally adjustable adjustment element V H . Second embodiment:

[0090] The first deformation element D1, the stop buffer.

[0091] The second deformation element D2, the hood buffer.

[0092] A switchable vertically adjustable adjustment element V V . Third embodiment:

[0093] The first deformation element D1, the stop buffer.

[0094] The second deformation element D2, the hood buffer.

[0095] A switchable horizontally adjustable adjustment element V H in combination with a pivoting adjustment element V that can be switched around a pivot point S . The embodiments in detail:First embodiment:

[0096] The Fig. 3A shows a protection system in a load case “leg impact” I. The Fig. Figure 3B shows the protection system in a load case “head impact” II.

[0097] Regarding the load path bonnet → bonnet buffer → stop buffer → support element 120, the Fig. 3A and Fig. 3B only the stop buffer and the support element 120 and the between stop buffer and support element 120 and the switchable horizontally adjustable adjustment element V H shown.

[0098] The arrows in the Fig. 3A and Fig. 3B illustrate the respective force F Bein and FKopf which, in the respective load case, start from the bonnet via the bonnet buffer D2 to the stop buffer or to the stop buffer D1 and the horizontally switchable adjustment element V H , which is movably arranged in the support element 120.

[0099] It is intended that the protection system in all embodiments is in an initial state for the load case “leg impact” I according to Fig. 3A is preconfigured. In a preconfigured state, the protection system does not need to be activated when the corresponding load case is predicted. In other words, the protection system is already prepared (active) for the load case "leg impact" I when the load case "leg impact" I finally occurs.

[0100] According to Fig. 3A, in the case of a leg impact I, a force is applied to the bonnet (in Fig. 3A not shown), where the effective collision force F Bein via the bonnet buffer D2 (in Fig. 3B not shown) acts on the stop buffer D1.

[0101] The horizontally switchable adjustment element V H is arranged parallel to the bonnet and can be moved between stop buffer D1 and support element 120.

[0102] The horizontally adjustable adjustment element V H has a depression creating a deformation space, in the embodiment in the form of a circumferential groove (compare Fig. 3A and Fig. 3B), which corresponds to the geometric shape of the explained pot edge of the stop buffer D1.

[0103] The depression is not effective in the load case “leg impact” I, since the critical deformation fracture area D1 kritof the stop buffer D1 directly without providing a deformation space or a deformation path ΔH for the stop buffer D1 on the top side of the horizontally adjustable adjustment element V H rests on.

[0104] The horizontally adjustable adjustment element V H rests movably on the support element 120 or is movably supported / mounted by the support element 120.

[0105] The protection system initially does not offer the buffer D1 any deformation path ΔH in the initial state, since the critical deformation fracture area D1 krit of the stop buffer D1 directly on the horizontally adjustable adjustment element V H rests on.

[0106] The protection system is designed to be stiff or stiffer for the “leg impact” load case I than for the “head impact” load case II, as will be explained below.

[0107] If the load case “leg impact” I occurs with a collision force that is variable in reality, the deformation fracture occurs in the deformation fracture area D1 depending on the fracture force determined and specified in the tests. krit Because the protection system does not have a deformation path ΔH available in this load case "leg impact" I, the system is stiffer, i.e., less flexible, than in the load case "head impact" II. As a safety factor for the affected person, in the load case "leg impact" I, the deformation fracture in the deformation fracture area D1 krit of the stop buffer D1 if the specified breaking force is exceeded.

[0108] The situation is different in the “head impact” II load case.

[0109] According to Fig. 3B, in the case of a load case “head impact” II, a corresponding variable force input of a collision force also acts on the bonnet (which is shown in Fig. 3A is not shown), where the effective collision force F Kopf via the bonnet buffer D2 (in Fig. 3B not shown) also acts on the stop buffer D1 analogously to the load case “leg impact” I.

[0110] The horizontally adjustable adjustment element V H is predicted, compared to the representation in Fig. 3A is displaced horizontally parallel to the bonnet and is now pre-activated between the stop buffer D1 and the support element 120. In other words, the adjustment element V H is arranged in a displacement state.

[0111] There is a possibility that the predicted collision will occur. But there is also a possibility that the collision will not occur.

[0112] If the collision does not occur, the pre-activated horizontally adjustable adjustment element V Hfrom the displacement state back to the initial state.

[0113] If a collision occurs, the following is provided: The horizontally adjustable adjustment element V H The depression that creates the deformation space (compare Fig. 3A and Fig. 3B), which now advantageously in the occurring load case "head impact" II - after the adjustment of the adjustment element V H becomes effective insofar as the critical deformation fracture area D1 krit of the stop buffer D1 into the on the top of the adjustment element V H arranged recess in the manner of the circumferential groove.

[0114] In other words, the system provides the stop buffer D1 with a deformation path ΔH, with the effect that the critical deformation failure area D1 kritof the stop buffer D1 in the load case “head impact” II, i.e. in the event of a collision, can immerse itself in the provided deformation space, whereby in the event of a collision an acceleration of the head is reduced, assuming the same impact speed as in the load case “leg impact” I.

[0115] The protection system is therefore softer for the “head impact” II load case, i.e., softer than for the “leg impact” I load case.

[0116] By generating the deformation space between stop buffer D1 and adjustment element V H - in particular, a primary peak that occurs when the head hits the hood is reduced.

[0117] The primary peak is the first acceleration impulse, which is influenced by the interaction of stiffness, inertia and deformation resistance of the hood during a head impact.

[0118] In other words, if sufficient free deformation space is provided below the hood, a lower acceleration acts on the head than on the leg or hip of a person at the same impact speed compared to the load case “leg impact” I.

[0119] After immersion, the critical deformation fracture area D1 krit on the adjustment element V H The orthogonal effective direction of the collision force of the stop buffer D1 in relation to the horizontal plane of the horizontally adjustable adjustment element V H does not allow further displacement of the stop buffer D1, since the horizontally adjustable adjustment element V, which is fixed on the support element 120, H prevents further advance of the stop buffer D1 with respect to the direction of action of the collision force.

[0120] Depending on the still acting collision force, the deformation fracture in the deformation fracture area D1 also occurs in the load case “head impact” II, depending on the fracture force determined and specified in the tests. krit , of the stop buffer D1.

[0121] Because the protection system provides a deformation path ΔH in this load case “head impact” II, the protection system is softer, i.e. more flexible, than in the load case “leg impact” I. As a safety factor for the affected person, in the load case “head impact” II, the deformation fracture in the deformation fracture area D1 krit of the stop buffer D1 if the specified breaking force is exceeded. Second embodiment:

[0122] The Fig. 4A shows the protection system in a load case “leg impact” I. The Fig. Figure 4B shows the protection system in a load case “head impact” II.

[0123] The explanations for the first embodiment apply analogously with the difference that a switchable vertically adjustable adjustment element V V (without recess) is arranged, which is not displaced and activated horizontally between stop buffer D1 and support element 120 from the initial state to the displacement state, but vertically (orthogonal to the surface of the bonnet) according to Fig. 4A from the initial state to the displacement state according to Fig. 4B is relocated.

[0124] It is understood that the switchable vertically adjustable adjustment element V V is arranged in a different manner in / on the support element 120 or is reversibly mounted so that it can carry out the corresponding vertical adjustment movement. Third embodiment:

[0125] The Fig. 5A shows the protection system in a load case “leg impact” I. The Fig. Figure 5B shows the protection system in a load case “head impact” II.

[0126] Regarding the load path bonnet → bonnet buffer → stop buffer → support element 120, the Fig. 5A and Fig. 5B again only the stop buffer D1 and the support element 120 and also a horizontally adjustable adjustment element V that can be switched between the stop buffer D1 and the support element 120 H shown, with an additional switchable pivoting adjustment element V S which is pivotally mounted on an actuator element.

[0127] In the Fig. 5A and Fig. 5B thus shows an example of an actuator element which controls the pivotable adjustment element V S switches, as will be explained.

[0128] In principle, with regard to all the embodiments explained, it is provided that the adjustment elements V H , V Voperated, i.e., switched, by actuator elements not shown. Electrically driven bidirectional linear actuators are proposed.

[0129] These linear drives require little installation space and can be advantageously installed close to the respective adjustment element V H , V V , V S according to the embodiments in the support element 120, so that the inner vehicle component FI, that is, the support element 120 in the initial state, both the stop buffer D1 and the respective adjustment element V H , V V , V S and carries the associated actuator element.

[0130] In the third embodiment, the switchable horizontally adjustable adjustment element V H in combination with the switchable pivoting adjustment element V S arranged.

[0131] The pivoting switchable adjustment element V Sis pivotally mounted on an actuator element which is designed as an electromagnet E.

[0132] The switchable pivoting adjustment element V S is preferably designed as a metallic element, in particular as a steel ring geometrically corresponding to the cylindrical pot rim.

[0133] It is intended that the critical deformation fracture area D1 krit of the stop buffer D1 in the initial state of the protection system with regard to the desired stiffness in the load case “leg impact” I rests on a particularly stiff component.

[0134] The arrows in the Fig. 5A and Fig. 5B illustrate the respective force F Bein and F Kopf which, in the respective load case, start from the bonnet via the bonnet buffer D2 to the stop buffer D1 or to the stop buffer D1 and the switchable horizontally adjustable adjustment element V Hand the switchable pivoting adjustment element V S (steel ring), which is arranged to be movable relative to the support element 120.

[0135] It is intended that the protection system in this embodiment also has an initial state for the load case “leg impact” I according to Fig. 3A is preconfigured.

[0136] In the preconfigured state, the protection system does not need to be activated when the corresponding load case is predicted. In other words, the protection system is already prepared (pre-activated) for the load case "leg impact" I when the load case "leg impact" I finally occurs.

[0137] According to Fig. 5A, in the case of a leg impact I, a force is applied to the bonnet (in Fig. 3A not shown), where the effective collision force F Bein via the bonnet buffer D2 (in Fig. 3B not shown) acts on the stop buffer D1.

[0138] The switchable horizontally adjustable adjustment element V H is arranged parallel to the bonnet and can be moved between stop buffer D1 and support element 120.

[0139] The switchable pivoting adjustment element V S is arranged pivotably opposite the engine hood between stop buffer D1 and support element 120.

[0140] The switchable pivoting adjustment element V S On the one hand, it forms a pivot point on the electromagnet E and, in the initial state, on the other hand, it lies on the horizontally switchable adjustment element V H on.

[0141] The switchable horizontally adjustable adjustment element V H rests movably on the support element 120 or is movably supported / mounted by the support element 120.

[0142] The protection system does not offer the buffer D1 any deformation path ΔH in the initial state, since the critical deformation fracture area D1 krit of the stop buffer D1 in this embodiment directly on the switchable pivoting adjustment element V S (steel ring).

[0143] The protection system is designed to be stiff or stiffer for the load case “leg impact” I than for the load case “head impact” II. Due to the design of the switchable pivoting adjustment element V S As a steel ring, the flexibility of this protection system is even lower compared to the previously explained embodiments.

[0144] If the load case “leg impact” I occurs with a collision force that is variable in reality, the deformation fracture occurs in the deformation fracture area D1 depending on the fracture force determined and specified in the tests. kritBecause the protection system has no deformation path ΔH available in this load case "leg impact" I, the system is stiff, i.e., less flexible than in the load case "head impact" II. As a safety factor for the affected person, in the load case "leg impact" I, the deformation fracture in the deformation fracture area D1 krit of the stop buffer D1 if the specified breaking force is exceeded.

[0145] The situation is different in the “head impact” II load case.

[0146] According to Fig. 5B, in the case of a load case “head impact” II, a corresponding variable force input of the collision force also acts on the bonnet (in Fig. 3A not shown), where the effective collision force F Kopf via the bonnet buffer D2 (in Fig. 5B not shown) also acts on the stop buffer D1 analogously to the load case “leg impact” I.

[0147] The horizontally switchable adjustment element V H is predicted, compared to the representation in Fig. 5A is displaced horizontally parallel to the bonnet and is pre-activated between stop buffer D1 and support element 120. In other words, the switchable horizontally adjustable adjustment element V H is pre-activated and arranged in a displacement state.

[0148] This ensures that the switchable pivoting adjustment element V S from its initial state (compare Fig. 5A) pivots around the pivot point due to gravity into the displacement state.

[0149] The movement of the switchable pivoting adjustment element V S into the displacement state towards the de-energized electromagnet E is possible because it is an electromagnet E whose repulsive effect is only caused by energization.

[0150] There is a possibility that the predicted collision will occur. But there is also a possibility that the collision will not occur.

[0151] If the collision does not occur, the switchable pivoting adjustment element V S from the displacement state back to its original state. The electromagnet E is energized accordingly, pushing the steel ring back into its horizontal position, i.e., its original state. The switchable, horizontally adjustable adjustment element V H then also returns from the displacement state to the initial state.

[0152] If a collision occurs, the following is provided: The adjustment elements V H , V Sform the deformation space below the stop buffer D1. The deformation space is now advantageously used in the occurring load case "head impact" II - after the adjustment of the adjustment elements V H , V S in the displacement state in that the critical deformation fracture area D1 krit of the stop buffer D1 can be immersed in the support element 120.

[0153] In other words, the system provides the stop buffer D1 with a deformation path ΔH, with the effect that the critical deformation failure area D1 krit of the stop buffer D1 in the load case "head impact" II, i.e. in the event of a collision it can enter the deformation space provided, whereby in the event of a collision an acceleration of the head is reduced, assuming the same impact speed as in the load case "leg impact" I, as already explained.

[0154] The protection system is therefore softer for the “head impact” II load case, i.e., softer than for the “leg impact” I load case.

[0155] By generating the deformation space between stop buffer D1 and the adjustment elements V H , V S In particular, the primary peak that occurs when the head hits the hood is reduced.

[0156] In other words, if sufficient free deformation space is provided below the hood, a lower acceleration acts on the head than on the leg or hip of a person at the same impact speed compared to the load case “leg impact” I.

[0157] After immersion, the critical deformation fracture area D1 kritin this embodiment, on the support element 120. The orthogonal effective direction of the collision force of the stop buffer with respect to the horizontal plane of the support element 120 does not allow further displacement of the stop buffer, since the support element 120 prevents further advance of the stop buffer D1 with respect to the effective direction of the collision force.

[0158] Depending on the still acting collision force, the deformation fracture in the deformation fracture area D1 also occurs in the load case “head impact” II, depending on the fracture force determined and specified in the tests. krit of the stop buffer D1.

[0159] Because the protection system provides a deformation path ΔH in this load case “head impact” II, the protection system according to this embodiment is also set softer, i.e. more flexible than in the load case “leg impact” I. As a safety measure for the affected person, in the load case “head impact” II, if the specified breaking force is exceeded, the deformation fracture in the deformation fracture area D1 krit of the stop buffer D1.

[0160] It was explained in advance that the protection systems are preconfigured in an initial state according to the embodiments with regard to the load case “leg impact” I, so that switching is not necessary in this load case.

[0161] It is disclosed that a design variant is also possible in which the protection systems are preconfigured for the load case "head impact" II, so that switching is not necessary in this load case. If the load case "leg impact" I is then predicted, the respective protection system is switched to the corresponding displacement state, which then Fig. 3A, Fig. 4A and Fig. 5A. Since the protection of the respective person in the head area is more central to the protective measures, the design of the respective protective system according to the embodiments for the "head impact" load case II ensures that the pre-activation required for the "head impact" load case is already present, without the respective protective system having to be switched (or re-switched) to the pre-activated state.

[0162] With regard to the emergency braking system integrated into the respective protection system, which in a preferred embodiment belongs to the respective protection system, it is further stated that the integration of such an emergency braking system into the protection system is also particularly advantageous, since the actual impact can be avoided regardless of the type of impact (load case "head impact" I / load case "leg impact" II). This also means, however, that if the respective load case does not occur and is avoided by the emergency braking system, the protection system can be returned to its initial state without further intervention by a workshop. The deformation fracture of the stop buffer D1 does not occur if the load case does not occur. The protection system advantageously remains completely intact and can advantageously be returned to one of the presented initial states according to the Fig. 3A, Fig. 4A, Fig. 5A or Fig. 3B, Fig. 4B, Fig. 5B can be set. List of reference symbols 100 vehicles 110 Engine compartment 120 supporting element FA external vehicle component FI internal vehicle component F Kopf Head impact force F Bein Leg impact force D1 first deformation element (stop buffer) D1 krit Deformation fracture area D1 krit D2 second deformation element (bonnet buffer) V H horizontally switchable adjustment element V V vertically switchable adjustment element V S pivoting switchable adjustment element E electromagnet ΔH Displacement stroke of the first deformation element D1 in load case II (F Kopf ) I Load case “leg impact” II load case “head impact” 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] WO 2005 / 077 720 A1

[0002] DE 10 2009 000 087 B4

[0003]

Claims

[1] Protection system of a vehicle (100) for persons comprising • at least one first vehicle-based means for recording geometric parameters of a person to be protected, which is connected to an evaluation and control unit, • at least one second vehicle-mounted means, which is connected to the evaluation and control unit, for the prognostic calculation of impact times and impact locations of the detected person to be protected on the vehicle (100) in two predicted load cases, • an external vehicle component (FA) and an internal vehicle component (FI), • at least one adjustment device with an adjustment element (V H , V V ; V H , V S ), which is arranged on the inner vehicle component (FI), wherein the respective adjusting element (V H , V V ; V H , V S) depending on one or the other predicted load case by means of an adjusting element (V H , V V ; V H , V S ) associated actuator element of the adjustment device can be reversibly switched relative to the inner vehicle component (FI), wherein the actuator element is connected to the evaluation and control unit, • two deformation elements (D1, D2) having different deformation capacities, wherein a second deformation element (D2) is arranged on the outer vehicle component (FA) and a first deformation element (D1) is arranged in a fixed position on the inner vehicle component (FI) independently of the adjustment device, wherein the deformation elements (D1, D2) form a force-transmitting surface contact, • wherein the first deformation element (D1) in one of the predicted load cases is arranged on the adjustment element (V H , V V ; V H , VS ), while in the other predicted load case between the first deformation element (D1) and the adjustment element (V H , V V ; V H , V S ) a deformation space is formed, which is defined by a distance between the first deformation element (D1) and the adjustment element (V H , V V ; V H , V S ), whereby the distance amount is adjusted by switching the respective adjustment element (V H , V V ; V H , V S ) is effected by means of the actuator element from the initial state to a displacement state. [2] Protection system according to claim 1, characterized bythat the first vehicle-mounted means and the second vehicle-mounted means are pre-crash sensors, in particular at least one stereo camera and / or at least one laser scanner and / or at least one lidar sensor and / or at least one video sensor and / or at least one radar sensor and / or at least one ultrasonic sensor and / or at least one infrared sensor, wherein the at least one pre-crash sensor is connected to the evaluation and control unit. [3] Protection system according to one of the preceding claims, characterized bythat the protection system further comprises third vehicle-mounted means for detecting an ongoing collision, in particular at least one crash sensor, which is in particular a contact sensor, wherein the at least one crash sensor detects a collision that has occurred on the outer vehicle component (FA), wherein the at least one crash sensor detects the collision based on a force measurement or a deformation or a light detection, in particular of piezo films and / or strain gauges and / or light sensors and / or a contact switch, wherein the at least one crash sensor is arranged on / in the outer vehicle component (FA), wherein the at least one crash sensor is connected to the evaluation and control unit. [4] Protection system according to one of the preceding claims, characterized by that the protection system includes an emergency braking assistance system connected to the evaluation and control unit. [5] Protection system according to one of the preceding claims, characterized by that the first deformation element (D1), which is arranged in a fixed position on the inner vehicle component (FI) independently of the adjusting device, and the inner vehicle component (FI) are designed in one piece and are materially connected to one another or in two parts - not materially connected to one another -, wherein the deformation element (D1) in the two-part design is fixedly located in the inner vehicle component (FI), wherein the first deformation element (D1) in the material connection or in the area in which the first deformation element (D1) is located in the vehicle component (FI) has a deformation fracture area (D1 krit ). [6] Protection system according to one of the preceding claims, characterized by which has at least one adjustment device - a horizontally adjustable adjustment element (V) that can be switched parallel to a surface plane of the outer vehicle component (FA) H ) or - a vertically adjustable adjustment element (V) that can be switched orthogonally to the surface plane of the outer vehicle component (FA) V ) or - a combination of the horizontally adjustable adjustment element (V) which can be switched parallel to the surface plane of the outer vehicle component (FA) H ) and a pivotable adjusting element (V S ) is. [7] Protection system according to one of the preceding claims, characterized by that the outer vehicle component (FA) is a bonnet and the inner vehicle component (FI) is a positionally fixed support element (120) arranged on the body side in an engine compartment. [8] Protection system according to claim 1, characterized bythat the first deformation element (D1) is a stop buffer and the second deformation element (D2) is a bonnet buffer. [9] Protection system according to one of the preceding claims, characterized by that the actuator element of the respective adjustment element (V H , V V ; V H , V S ) of the adjustment device is an electrically driven bidirectional linear drive or an electromagnet (E). [10] Method for protecting persons by means of a protection system of a vehicle (100) according to at least one of claims 1 to 9, comprising the steps - Recording geometric parameters of a person to be protected by means of at least one first vehicle-based means, - predictive calculation of impact times and impact locations for at least two different load cases of the person to be protected, recorded with regard to the geometric parameters, on the vehicle (100) by means of at least one second vehicle-based means, - Determine which of the two different load cases is likely to occur depending on the recording of the geometric parameters and the predicted calculation of the impact times and impact locations on an external vehicle component (FA), - Check whether the protection system is preconfigured for one or the other load case predicted during the determination, by determining whether an adjustment element (V H , V V ; V H , V S ) at least one adjustment device is in an initial state or in a displacement state, - Decide whether the respective adjustment element (V H , V V ; VH , V S ) the at least one adjustment device is pre-activated to pre-activate the protection system for one or another predicted load case, if the protection system is not already pre-configured for the determined expected load case, - Switching the respective actuator element of the at least one adjustment device and pre-activating the adjustment element (V H , V V ; V H , V S ) into the pre-activated state if the protection system is not already pre-configured for one or the other predicted load case. [11] Method according to claim 10, characterized by that the respective adjustment element (V H , V V ; V H , V S ) is preconfigured or preactivated with regard to its position status in such a way that - in a predicted load case (I) in which a leg impact or a hip impact of a person on the outer vehicle component (FA) is expected, rests against the first deformation element (D1), while - in a predicted load case (II) in which a head impact of a person on the outer vehicle component (FA) is expected, is spaced apart from the first deformation element (D1) so that a deformation space is formed which is defined by a distance amount between the first deformation element (D1) and the respective adjustment element (V H , V V ; V H , V S ), whereby the distance is adjusted by switching the adjusting element (V H , V V ; V H , V S ) is effected by means of the actuator element from the initial state to the displacement state.

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