Mounts for sensors in vehicle structures and vehicles with such mounts.

Abstract

The present invention relates to a bracket (12) for a sensor (18) at a vehicle structure (16), comprising: - a first sub-assembly (24) which can be fixed at the vehicle structure (16); - a second sub-assembly (26) at which the sensor (18) can be fixed; and - at least one reset element (27); wherein the first sub-assembly (24) and the second sub-assembly (26) are movable relative to each other, and the reset element (27) is configured to apply a reset force (R) to the second sub-assembly (26) according to the relative movement in order to push the second sub-assembly into an initial position.

Description

Technical Field

[0001] The present invention relates to a sensor bracket for use in a vehicle structure and a vehicle having such a bracket. Background Technology

[0002] Sensors are used in vehicles for a variety of purposes. In particular, they can be configured for detecting the surrounding environment and, for example, for detecting information about the surrounding environment and, in particular, the distance of the vehicle relative to surrounding objects. Examples of such sensors are radar sensors, and more precisely, mid-range radar sensors, as they are used, for example, in passenger cars or trucks. These sensors can be configured to detect the environment ahead, for example, in the forward direction of travel, in particular to determine the approach of obstacles or general objects within it. For example, such sensors can be used to activate safety-related driver assistance systems, such as emergency braking assist systems.

[0003] In particular, sensors used for environmental detection should typically be positioned as close as possible to the outer contours or in the outermost region of the vehicle. However, there, sensors are susceptible to impact forces from external forces and / or components representing the collision situation. For example, a sensor could then act as a disruptive profile in the event of a collision with a pedestrian and potentially endanger the pedestrian's health.

[0004] Regarding the latter viewpoint, there are solutions that support the sensor via deformable elements, which can yield and absorb additional energy in the event of a collision and / or reduce the interference profile in which the sensor functions due to the corresponding deformable motion and thus the avoidance motion.

[0005] Disadvantages include the inability of the sensor to function fully when its support and / or connected deformable elements deform. For example, the sensor's position within the vehicle can be permanently altered, rendering the resulting signal meaningless for evaluation. In particular, the sensor's position relative to the vehicle's detection field, or its calibrated position and / or coordinate system, can change due to corresponding permanent positional shifts that cannot be recognized and / or compensated for by the evaluation software. Consequently, the sensor must be replaced and / or recalibrated in a costly manner.

[0006] Therefore, there is a need to improve the installation of sensors, especially in the vehicle structure, in relation to collisions. Summary of the Invention

[0007] This objective is achieved by means of the content of the present invention. It goes without saying that all of the above descriptions and features can also be set in or applied to this solution, unless otherwise stated or obvious.

[0008] According to the present invention, current solutions with deformable structures do not always achieve a sufficiently rigid connection between the sensor and the vehicle structure and / or merely unpredictable avoidance movements in the event of a collision. The latter may mean that, despite the existence of corresponding avoidance movements, the risk of injury to the collision victim is still created. This also increases the risk that permanently altering the sensor's position within the vehicle structure would render subsequently detected sensor signals meaningless for evaluation.

[0009] Therefore, a sensor bracket for use in a vehicle structure is proposed, which enables the sensor to perform limited avoidance movements, and particularly significantly linear movements (preferably only along a defined axis of motion). This allows the sensor to be pushed in in a defined manner, reducing the risk of injury. Preferably, the sensor can continue to operate as before, even if its position changes during this process, or at least can be restored to its original position or mounting location with minimal effort. For this purpose, the defined push-in is also advantageous.

[0010] In particular, a reset element is proposed that can preload or push the sensor into its initial position. For example, the sensor may be pushed in during a collision, but the reset element can be compressed and the sensor moved back to its initial position (e.g., after the force applied by the external force has been unloaded). This allows for sufficient avoidance maneuvering and thus a reduction in the risk of injury during a collision, while simultaneously increasing the likelihood that the sensor can subsequently continue to operate as it maintains its position (initial position) within the vehicle.

[0011] The initial position can be the preferred operating position (or measurement position) and / or generally preferred position of the sensor in a collision-free vehicle. In particular, the sensor can be calibrated with respect to the initial position. Calibration can achieve the following: the sensor's measurements (especially distance measurements) can be transformed with high accuracy into the desired coordinate system while occupying the initial position, for example, into the higher-level vehicle coordinate system.

[0012] Alternatively or concurrently, the initial position may be a position where the reset element generates relatively little reset force, minimum reset force, or no reset force. However, as explained below, the reset force may be generated at the latest when the sensor deflects from the initial position and then increase accordingly with the deflection.

[0013] Furthermore, or alternatively, when viewed along the axis of motion as explained below, the sensor in its initial position can be positioned as far forward as possible and / or as close as possible to the outer side of the vehicle or the surrounding environment. In other words, the sensor can be deflected to the maximum extent in an outward-pointing direction along the axis of motion.

[0014] The sensor can be displaced from its initial position under the action of an external force, particularly against the direction of travel and / or further inward into the vehicle. This can be done until it reaches the (maximum) pushed-in position, in which the sensor is pushed in as far as possible relative to its initial position. In this pushed-in position, the sensor (and components that may move with it, such as the second sub-assembly mentioned below) can be protected from further external influences.

[0015] The reset force can be measured in such a way that the sensor can provide the corresponding avoidance and reset motion even in so-called minor collision situations (such as those simulated, for example, using the so-called pendulum test according to ECE-R42). In the aforementioned pendulum test, a large mass object is moved toward the front of the vehicle at a speed of several kilometers per hour to simulate, for example, a collision during a parking process.

[0016] The invention is advantageous in that the sensor can initially be positioned relatively close to the vehicle's outer casing. This is particularly advantageous for sensors used for ambient detection, but is also desirable, partly for design reasons. For example, in the case of radar sensors, a position closer to or within the outer region of the vehicle can be accompanied by a smaller opening that should be provided in the outer layer compared to if the sensor were positioned further inside. This forward positioning is achieved according to the invention because, due to the defined displaceability and / or preferred repositioning possibility, sufficient clearance space is provided for the sensor in the event of a collision.

[0017] In particular, a bracket for a sensor at a vehicle structure is proposed, in other words, a bracket for holding a sensor at a vehicle structure, which has:

[0018] - First sub-assembly (or sub-bracket), which can be fixed to the vehicle structure;

[0019] - A second sub-assembly (or sub-support) at which the sensor can be fixed; and

[0020] - At least one reset element;

[0021] The first sub-component and the second sub-component are movable relative to each other, and the reset element is configured to apply a reset force to the second sub-component according to the relative movement, so as to push the second sub-component into the initial position.

[0022] The first and second sub-assemblies can be constructed as a single piece or in multiple pieces, respectively. In particular, at least one of the first and second sub-assemblies can be a multi-piece assembly, wherein the individual components of the assembly are preferably fixed to each other and / or immovable relative to each other. The first and / or second sub-assemblies can be made at least partially of plastic material. The vehicle structure can preferably be metal. In particular, it can be a bumper beam and / or a structure generally located near the front of the vehicle.

[0023] Generally, the bracket can be mounted on the vehicle structure in such a way that the sensor can be held or supported in a position further forward relative to the vehicle structure in the (forward) driving direction. Additionally or alternatively, the bracket can be configured to position the sensor close to or directly behind an external component and / or outer layer of the vehicle, or at a distance of less than 20 cm behind it. Here, it can be, for example, an external body component and / or lining component, such as a radiator grille (ventilation grille) or bumper.

[0024] The sensor can be a radar sensor, especially a medium-range radar sensor as mentioned above. But it can also be other sensors, especially those used to detect the environment around the vehicle.

[0025] Apart from relative motion, the bracket can generally be rigid. Therefore, the sensor can be positioned precisely and within the vehicle without collision.

[0026] However, in the event of a collision (i.e., where the force is applied from the outside), the sensor can achieve a defined pushing or evasive movement within and / or relative to the vehicle via relative mobility. Specifically, the sensor can then be pushed in or moved in the opposite direction when viewed in the forward travel direction. Preferably, the sensor can then move towards or reduce its distance from the vehicle structure relative to an initial position in which it protrudes from the vehicle structure, for example, in the (forward) travel direction. This can also be done to such an extent that the sensor overlaps with the vehicle structure and / or is positioned further inward relative to the front edge of the vehicle structure (again viewed in the (forward) travel direction).

[0027] As further explained below, movement along defined axes of motion and / or displacement and / or translation is possible, particularly due to certain design features of the sub-assemblies. In particular, single-axis relative movement between the sub-assemblies and thus single-axis relative movement of the sensors relative to the vehicle structure can be achieved.

[0028] The resetting force allows for a movement opposite to that of a collision. Therefore, this movement can again occur linearly and / or along a single axis. Furthermore, it is preferable to increase the distance from the vehicle structure, particularly by pushing the sensor further or bringing it closer to the outer layer of the vehicle in the (forward) travel direction.

[0029] The reset element is preferably elastically deformable. The reset element may be undeformed or only slightly deformed in the initial position, and, for example, undergoes increased deformation according to the relative motion, generates a reset force according to this deformation. Therefore, even when the reset element is undeformed in the initial position, it can be said that the second sub-assembly is pre-tightened into the initial position by the reset element (because an undeformed reset element can also be said to directly generate a reset force that pushes the sub-assembly back into the initial position). Alternatively, it can be configured such that the reset element already applies a force to the second sub-assembly when it is in the initial position. Then, the reset element ensures that the sub-assembly is reliably held in the initial position, for example, to avoid undesirable positional changes due to vibration, etc.

[0030] According to one embodiment, the second sub-assembly can also be configured such that it is held in its initial position (e.g., form-fitting and / or force-fitting) via a retaining structure (e.g., a locking hook). Here, it can be, for example, an engagement structure by which the second sub-assembly engages with the first sub-assembly and / or vice versa. The corresponding engagement can also be manufactured with the bracket or any other immovable part of the vehicle structure. For example, it can be a locking connection. When a threshold force is exceeded, the corresponding locking connection or engagement can be overcome and thus released, and the second sub-assembly can then move relative to the first sub-assembly. The second sub-assembly can be pushed back into its initial position by the preferred reset force induced therein, and there it is then preferably also possible to re-establish the mechanical engagement or locking connection. In this way, the second sub-assembly, and therefore the sensor, is also reliably held in its initial position. The reset element here eliminates the need to apply a separate force to hold the second sub-assembly in its initial position.

[0031] Preferably, the first and second sub-assemblies are linearly movable relative to each other. That is, the aforementioned relative mobility of these sub-assemblies may include linear mobility and / or be implemented as such. Linear mobility may be the only possible relative movement between them. In other words, the relative movement of the sub-assemblies can generally be uniaxial, along the linear axis of the respective relative mobility. Preferably, the linear axis of relative movement extends in or along the direction of travel and / or along the longitudinal axis of the vehicle. For example, it may be a horizontal axis. In this way, the anticipated collision force can be particularly effectively converted into or compensated for by the relative movement of the sub-assemblies, especially if the support is located in the area at the front of the vehicle. More precisely, the possible direction of relative movement can then substantially correspond to the direction of the forces acting in the event of a collision, thereby effectively avoiding these forces, especially where the risk of the sub-assemblies becoming stuck with each other is limited.

[0032] In particular, the first sub-component can be configured such that a guide section is included, and a second sub-component is movably guided at or within the guide section. For example, the second sub-component may be at least partially received in, accommodate, or otherwise at least partially engaged with the guide section. By sliding along and / or within the guide section, the second sub-component can then be moved relative to the first sub-component. Thus, the axis of relative motion, and especially the linear axis of movement, can be defined via the shape and / or size design of the guide section.

[0033] Additionally, in this regard, the guide section can be configured to receive the support section of the second sub-assembly, and preferably at least partially surround the support section on at least three sides. The support section can be, for example, a section of the outer contour of the second sub-assembly, such as a protrusion, and preferably a wedge-shaped or tapered section as explained below. The support section can be pushed into a corresponding guide section, which is then preferably configured as a correspondingly sized and / or shaped recess. Within the scope of relative mobility, the support section can be moved within the guide section, and particularly linearly. The guide section can surround and / or abut against the support section on a side of the support section extending substantially parallel to the axis of motion of the relative movement. Viewed along the axis of motion, the support section may also include (and thus preferably extend transversely to the axis of motion) a front section and a rear section. Optionally, the guide section may also surround at least the front section, for example, to provide a stop profile and / or define an initial position there. A corresponding stop profile for interacting with the rear section (or rear end) of the support section can also be included by the bracket, and especially the first sub-assembly. However, this stop profile can also be omitted, for example if movement in the corresponding direction from the initial position is limited by the reset force of the reset element and / or possible deformability.

[0034] According to another embodiment, the support section is movable relative to the guide section from an initial position along a movement axis (preferably a linear movement axis), wherein the cross-section of the (stationary) support section increases at least partially along the movement axis. The movement axis may be the preferred and only axis of possible relative movement between the support section and the guide section, and thus between the first sub-assembly and the second sub-assembly. As also in all other aspects described herein, the first sub-assembly may generally be fixed (e.g., fixed within a vehicle), and the second sub-assembly may be movably supported at or movably guided within the first sub-assembly.

[0035] Generally, the support section and the guide section can be shaped correspondingly to each other to achieve engagement and / or guidance. If, as is generally preferred, the support section is accommodated within the guide section, then in particular the guide section or the recess defined therein can be shaped corresponding to the support section. This means that as the described cross-section increases along the axis of movement, the cross-section of the guide section or the recess defined therein can decrease, i.e., preferably by the same extent as the cross-section of the support section increases. In this way, sufficient guiding effect is ensured during displacement along the axis of movement, for example because the gap between the guide and support sections is thus limited.

[0036] Generally, the support section can be configured to be received and / or guided within the guide section with a gap in the direction transverse to the axis of movement. However, this is preferably limited to minimize the risk of the support section getting stuck in the guide section and to prevent significant relative movement in the gap direction. For example, the gap in all spatial directions can be less than 1 mm, and preferably less than 0.5 mm.

[0037] The increase in cross-section can be achieved by changing the size of the support section in at least one dimension extending transversely to the axis of movement. Preferably, this dimension can be along a first axis extending orthogonally to the axis of movement. The axis of movement and the first axis can be axes of a Cartesian coordinate system or an unfolded Cartesian coordinate system. Additionally or alternatively, the support section can also change its size along a third axis of this coordinate system to achieve the increase in cross-section.

[0038] Preferably, the cross-section increases continuously and, in particular, linearly along the moving axis. The same applies to the size of the support section along the axis described above. Generally, the longitudinal axis of the guide section and / or support section may extend parallel to or coincide with the moving axis.

[0039] According to a variation, the cross-section of the support section (on which the moving axis is preferably generally orthogonal) is at least partially oval and / or elliptical. The other axes described above can then extend into corresponding elliptical shapes along the major and / or minor axes.

[0040] However, it can also be configured such that the cross-section includes two opposing curved end regions (or edge regions), which may, for example, be semi-circularly curved. The radius of the end regions or their semi-circular shape can increase along the axis of movement. The end regions can be connected to each other via segments with less curvature or straightness. The additional axis mentioned above can then be positioned such that it connects the two opposing curved end regions to each other and / or connects opposing regions with less pronounced curvature or straightness.

[0041] Generally, the change in cross-section can be made such that the support section increases in at least one direction transverse to the axis of movement. This can be accompanied by the support section preferably tapering and / or gradually becoming pointed in the direction of its initial position. In particular, this can result in a wedge-shaped structure or shape of the support section. If corresponding expansion is made around two axes (within the cross-section) that preferably extend transversely to the axis of movement respectively, a pyramidal structure of the support section and / or a cross-section that expands around corresponding multiple axes or on multiple sides can be achieved. Again, the guide section, and especially the recesses it includes for receiving the support section, can then correspondingly taper or expand. The magnitude of the corresponding changes in the support section around the two axes can result in a shape that may be called a double cone.

[0042] In other words, the support section can be movable in a plane extending (e.g., transverse to the cross-sectional plane). In a top view of the plane or a cross-section extending in that plane, the support section can be wedge-shaped. In particular, the support section can expand along the displacement axis and with increasing distance from the initial position. The semi-circular end region illustrated above can be constructed along the outer side of the cross-section. As the semi-circular end region moves along the displacement axis and in a direction away from the initial position, the radius of the corresponding semi-circular shape can be increased as mentioned above.

[0043] Alternatively to the linear movement axis described above, the movement of the second sub-assembly relative to the first sub-assembly can also occur on or along an arcuate segment. The tangent at this arcuate segment can correspond approximately (e.g., with an angular deviation of less than 30°) to the direction of travel at all points. In this case, the geometric relationships in the wedge-shaped or tapered regions of the guide and support segments are not defined along the linear movement axis, but rather correspondingly along the arcuate segment, i.e., extended, for example, with a corresponding curvature. The radius of the arc can be relatively large with respect to the dimensions of the guide and support segments and typically exceeds their sizes. For example, the radius can be greater than 200 mm.

[0044] It should generally be noted that the cross-sections described herein are preferably orthogonal to the axis of motion, while the cross-sections corresponding to the plane of motion may extend parallel to or include the axis of motion.

[0045] Any shape or shape variation of the support and guide sections described herein can improve the relative mobility of these sections without jamming. In particular, this can also provide a centering effect, allowing the second sub-assembly to move in a defined manner relative to the first sub-assembly. Specifically, the second sub-assembly can be precisely moved back to its corresponding initial position upon returning to its initial position or positioned in a defined manner relative to the first sub-assembly and thus within the vehicle.

[0046] In summary, the support section can therefore be configured such that, when viewed in the direction of the initial position (and, for example, from the opposite rear section or rear end), it tapers at least partially, and / or the support section is constructed in a wedge shape.

[0047] In another embodiment, at least one engagement structure extending along the axis of movement is provided between the guide section and the support section. This engagement is preferably mechanical. The engagement can result in a form fit, for example, in at least one direction transverse to the axis of movement. In particular, it can be an engagement of a guide protrusion (e.g., a guide rib) into a guide groove, wherein one of the guide protrusion and the guide groove is constructed in the guide section and / or the support section, and correspondingly, the other guide protrusion and guide groove are constructed in the corresponding other in these sections. The guide groove can extend along the axis of movement, for example, from the region of the initial position in the guide section to the desired end position and / or in the direction of the vehicle structure. The guide groove can improve the jam-free guidance of the support section in the guide section.

[0048] The guide protrusions may also extend along the axis of movement, for example, along most or all of the length of the support section. Preferably, multiple guide protrusions are provided, for example, at different sides of the guide section or support section. For example, corresponding protrusions and preferably elongated guide ribs may be constructed at at least three different sides. Preferably, the arrangement is such that no guiding effect is produced in the initial position and / or there is no contact between the guide protrusions and the guide groove. In this way, over-stability can be avoided. However, when moving from the initial position and preferably after a movement distance of a maximum of 1 mm or a maximum of 10 mm, then such a guiding effect or such contact can be established. Generally, the guide protrusions may have rounded edges and / or radii to avoid jamming, so as to facilitate engagement with the guide groove.

[0049] Additionally, it can generally be configured such that the guide protrusion and at least one outwardly pointing face do not follow the conical shape depicted above, particularly the double-conical shape of the support section and / or the recess of the guide section. Instead, the guide protrusion may extend parallel to the displacement axis and / or the plane of motion described above. The guide groove can also be constructed similarly, i.e., with a base plane of corresponding orientation (at the bottom of the groove). It has been shown that this can reduce jamming, since the contact between the guide groove and the guide protrusion then takes place substantially in a plane parallel to the axis of motion.

[0050] According to another approach, the reset element is, for example, an elongated tension spring. This reset element can be fixed at a first end to a first sub-assembly and at a second end (opposite to it) to a second sub-assembly. Depending on the degree of relative displacement, and particularly the movement of the second sub-assembly from its initial position, preferably in the direction of the vehicle structure, the tension spring can be stretched (i.e., extended). This is synonymous with the elastic deformation of a tension spring and can be accompanied by a corresponding reset force. The arrangement of the tension spring allows for a compact structural size of the bracket, for example, because the second sub-assembly to be pushed back does not need to be supported on another component of the bracket to compress alternative pressure springs, etc.

[0051] Specifically, it can be configured with at least two tension springs, which preferably surround and / or are arranged on both sides of the support section of the second sub-assembly. For example, the tension springs can accommodate a guide section and a support section between them. In this way, the centering of the support section in the guide section and therefore the unobstructed guidance can be improved, since the tension springs extend substantially similarly when the support section moves. Thus, undesirable torques acting on the support section can be limited.

[0052] Alternatively, a single tension spring may be centrally arranged within the interior space of the described double cone. The end faces of the double cones then preferably have corresponding through holes for the spring to pass through to its connection point at the first sub-assembly.

[0053] The present invention also proposes a bracket for a vehicle sensor at a vehicle structure, which has:

[0054] - A first sub-component, which can be fixed to the vehicle structure and includes a guide section;

[0055] - Second sub-assembly, where the sensor can be fixed and the second sub-assembly includes a support section that is movably guided at or in a guide section;

[0056] The support section can move from its initial position relative to the guide section along the moving axis, wherein the cross-section of the support section increases at least partially along the moving axis.

[0057] Any of the improvements, variations, and implementations of the features described herein can also be configured in this regard. It can be seen that the difference from the aspects discussed above is that a restoring force is not mandatory in this variation. Instead, the support is characterized by the preferred, reliable, and jam-free relative mobility of the first and second sub-assemblies. This is achieved by the guide and support sections of these sub-assemblies interacting with each other in a defined manner, particularly enabling the mobility and / or generally jam-free movement along the defined (linear) axis as illustrated above.

[0058] This is advantageous because it allows for better control and / or prediction of the movement of supports, and especially sensors, in the event of a collision. This simplifies the design of the front of the vehicle to reliably reduce the risk of injury in the event of a collision with a pedestrian or cyclist. Furthermore, sensors can be designed such that they still provide an evaluable signal even when their position changes along a defined displacement axis, and / or the correction process required for sensor recalibration after a collision can be less demanding than if the sensor could move in any direction due to arbitrary degrees of freedom of deformation, since its position changes in only one spatial direction (or along a spatial axis).

[0059] The present invention also relates to a vehicle, particularly a passenger car or freight vehicle, having components according to any of the aspects described herein. Generally, it can be a motor vehicle.

[0060] In this regard, the vehicle structure to which the bracket is fixed can be a structural member, particularly a bumper beam, and / or the sensor can be a radar sensor. The sensor can also generally be positioned near the rear or side of the vehicle. Any reference to the direction of travel herein may be synonymous with or can be replaced by a direction that points in a straight line from the sensor through the outer layer of the vehicle into the surrounding environment (i.e., also, for example, a rearward or lateral direction). Attached Figure Description

[0061] The embodiments of the present invention are illustrated below with the aid of the attached schematic diagrams.

[0062] Figure 1 A schematic overview of a vehicle having a sensor mount according to a first embodiment is shown.

[0063] Figure 2 Shown in detailed view Figure 1 A perspective view of the sensor bracket in the image.

[0064] Figure 3 It shows Figure 2 A cross-sectional view of the sensor bracket in the image.

[0065] Figure 4 A single-piece view of the support section of the sensor bracket shown in the aforementioned figures is illustrated.

[0066] Figure 5 A single-piece view of the guide section of the sensor bracket shown in the aforementioned figures is illustrated.

[0067] Figure 6 The sensor bracket shown in the foregoing figure is in a collision situation with... Figure 3 Similar sectional views.

[0068] Figure 7 A detailed cross-sectional view of a sensor bracket according to another embodiment is shown.

[0069] Figure 8 A partial view of the sensor bracket according to an alternative implementation is shown. Detailed Implementation

[0070] Figure 1 The image shows a vehicle 10, which includes a bracket (hereinafter referred to as a sensor bracket) 12 according to an embodiment of the present invention. The sensor bracket 12 is only exemplarily located in the front region of the vehicle 10. Unless otherwise stated or obvious, all directional markings below refer to forward travel in the direction F, as it is in Figure 1As shown in the diagram. More precisely, the sensor bracket 12 is arranged at and screwed onto the bumper beam 16. The bumper beam 16 connects to the parallel struts of the vehicle body, and in particular to the parallel longitudinal beams, in a manner generally known.

[0071] The sensor mount 12 is used to position the sensor 18, which is configured here as an ambient environment detection sensor, and more precisely, a radar sensor for detecting the vehicle's surroundings, as close as possible to the outer casing or outer layer of the vehicle 10. To this end, the sensor mount ensures that the sensor 18 occupies a distance relative to the bumper beam 16, allowing the sensor 18 to be further forward-positioned in the driving direction F. The sensor is thus preferably located behind the radiator grille, and particularly behind the exposed section of the radiator grille (i.e., behind the openings or holes in the radiator grille). Thus, the sensor 18 can detect the surrounding environment without passing through a significant obstructing profile of the vehicle 10. Furthermore, this results in a relatively small opening cross-section because the radar radiation emitted by the sensor 18 is cone-shaped, meaning the radiation is initially emitted within a spatial volume with a finite cross-section.

[0072] On the other hand, this also means that in the event of a collision between the front of the vehicle and the surrounding environment (such as parked vehicles or pedestrians), the sensor 18 can directly form an interference profile or be significantly affected by the collision force. Therefore, the present invention provides the sensor 18 or the bracket 12 with the motion possibilities described below.

[0073] Figure 2 The image shows the sensor bracket 12 along with a housing area 22 for the sensor 18 (not visible there). The connection of the sensor bracket 12 to the vehicle 10 and its positioning within the vehicle are also discussed below. Figure 3 and Figure 6 This is illustrated in the view.

[0074] Back Figure 2 As can be seen, the sensor bracket 12 is generally constructed in multiple parts. The sensor bracket includes a first sub-assembly 24, which is generally fixed relative to and also fixed to the vehicle 10. A second sub-assembly 26 is movably supported in the first sub-assembly 24. The two sub-assemblies 24, 26 are constructed in multiple parts and are generally made of plastic material and sheet metal semi-finished products. Alternatively, it is possible to structurally merge (or construct as a common part) the corresponding individual components of sub-assemblies 24, 26, either partially or completely.

[0075] The first sub-assembly 24 includes a connecting element 28 that can be screwed onto and / or otherwise mechanically secured to the bumper beam 16 (see below). Figure 3 and Figure 6 (View in the middle).

[0076] Additionally, the first sub-assembly 24 also includes a guide section 30, which is configured, for example, as a component separate from the fixing element 28 and held at the fixing element, for example, via a plug-in connection and / or a threaded connection.

[0077] The second subassembly 26 includes a support section 32, also constructed as a separate component, which is secured to the carrier member 34 of the second subassembly 26, for example, via a clamping connection, a plug-in connection, and / or a threaded connection. A receiving area 22 for the sensor 18 and, optionally shown, a shielding element or stop frame 36 are also constructed on the generally angled carrier member 34. The stop frame absorbs forces because it forms the area of ​​the second subassembly 26 furthest forward in the direction of travel F. The sensor 18 is further positioned rearward relative to the stop frame 36 in the direction of travel F, or pushed in relative to the stop frame 36 in the direction of the bumper beam 16.

[0078] The first sub-assembly 24 and the second sub-assembly 26 are interconnected via a reset element 27 in the form of a tension spring. Here, only two tension springs 27 are provided, by way of example only. These tension springs extend along a longitudinal axis Z, which is generally parallel to the following... Figure 3 The linear displacement axis L is extended. The tension spring 27 is a single piece. The tension spring 27 is arranged on either side of or between the support section 32 to accommodate the support section. During the displacement described below along the linear displacement axis L, the tension spring 27 thus extends substantially to the same degree, and therefore also substantially generates a restoring force R acting in the displacement direction. These restoring forces act in the travel direction F and push the second sub-assembly 26 back to its original position. Figure 3 In the initial position shown.

[0079] The structure and function of the stent 12 are additionally derived from Figure 3 This is explained in the text. Figure 3 The bracket 12 is shown in its mounted position on the bumper beam 16. As explained, the connecting element 28 is mechanically fixed here to the bumper beam 16, which is exemplary constructed as a hollow beam and preferably of general metal. Figure 3 (but there are still) Figure 6 The diagram shows a cross-sectional view, where the cross-sectional plane corresponds to the vertical space plane and includes the axis of the travel direction F. In other words, it is a partial longitudinal sectional view through the vehicle 10.

[0080] The radiator grille 100 is shown as another vehicle component, forming the outer layer of the vehicle 10 and the front section of the vehicle 10 on the outside. It can be seen that the radiator grille 100 is provided with openings 102, in which sensor brackets 12, and more precisely, sensors 18 held therein, are positioned behind one of these openings.

[0081] First, it can be seen that the bracket 12 is positioned relative to the bumper beam 16 such that the sensor 18 held therein is displaced forward relative to the sensor beam 16 in the driving direction F. In other words, in the initial position shown (which is occupied during normal operation in the absence of a collision), there is a distance A0 between the sensor 18 and the bumper beam 16. This distance can be, for example, between 30 mm and 200 mm, and preferably between 50 mm and 100 mm.

[0082] In the initial position shown, the support section 32 is accommodated in the guide section 30 to the maximum extent, and especially completely. More precisely, the support section is pushed in or positioned forward to the maximum extent in the direction of travel F. The position of the support section 32, viewed in the direction of travel F, can be structurally fixed. Thus, the initial position can be defined and further displacement of the support section 32 in the direction of travel F can be prevented. An exemplary structural feature for achieving this is the abutment surface, such as the following... Figure 4 The fixed contact surface between the guide section 30 and the end side of the edge 323.

[0083] It should be noted that the support section 32 is immovably coupled to other components of the second subassembly 26, i.e., its displacement causes a corresponding displacement of the entire second subassembly 26, and in particular the sensor 18.

[0084] The support section 32 is movably supported within the guide section 30 along the linear displacement axis L. In particular, this support section can be observed in the opposite direction of travel F. Figure 3 The center is shifted to the right, that is, shifted backward relative to the bumper crossbeam 16. For example... Figure 6 As shown, this could result in sensor 18 being positioned either below or slightly further back relative to the bumper beam 16. Displacement occurs if forces act externally on the second sub-assembly 26 and, in particular, the stop frame 36. Consequently, a force is expected to exist that extends substantially parallel to the linear displacement axis L and extends against the driving direction F. However, because the described displacement possibility is provided in this direction, sensor 18 can avoid these forces with a corresponding linear movement, without the increased risk of the support section 32 getting stuck in the guide section 30.

[0085] exist Figure 4The support section 32 of the second sub-assembly 26 is shown in a single-piece view. This perspective view is relative to... Figure 3 It is a mirror image. Therefore, the front end 300 of the support section 32 can be seen, which is in... Figure 3 The support section 32 is positioned opposite and / or abuts against the stop region 31 of the guide section 30. Furthermore, the orientation of the linear displacement axis L is shown. This displacement axis, together with two mutually orthogonal axes X and Y extending from it, is deployed in a Cartesian coordinate system. Axes X and Y here, for example, form a horizontal spatial plane, where axis Y corresponds to the vertical spatial direction. Additionally, axes X and Y form a plane of cross-section of the support section 32 orthogonal to the linear displacement axis L. The X-axis and L-axis define the plane of motion in which the support section 32 can be displaced.

[0086] As can be seen, the cross-section of the support section 32 increases in the reverse direction of travel F (i.e., from the front end 300 to the rear end 302), that is, it increases continuously. Here, the cross-section is also understood as the surface surrounded by the outer contour, even though the support section 32 can be hollowly constructed. This hollow area can therefore also contribute to the cross-section. In the example shown, the cross-section expands thus, that is, it increases in size towards the end 302 along the two axes X and Y. More precisely, the support section 32 gradually expands along these two axes. Therefore, the support section has two opposing side regions that converge in the direction of the front end 300, and more precisely, converge in a pointed manner. Here, it is a rounded outer edge or edge 304 (or outer end region) extending substantially along the linear axis of travel L, and a larger, substantially linearly extending outer surface 306 that is also opposing each other. The latter connects the rounded edge regions 304 to each other and has a larger area. Because of the presence of two converging or tapering lateral regions, the support section 32 can be said to have a shape according to a double cone and / or pyramidal form. Furthermore, only the angular section 308 is shown as an example, which implements the support section 32 with... Figure 2 The connection of the carrier element 34 in the middle.

[0087] The shape of the support section 32 can also be described as follows: In the described cross-section, two of the end regions 304 define semicircles. Their radii continuously expand along the axis of movement L toward the rear end 302 of the support section 32. Figure 4 An exemplary radius RR is input for the left edge region 304. Furthermore, the shape of the support section 32 is thus determined, i.e., the end regions 304 extend at an angle to each other in the previously explained plane of motion. In other words, the support section 32 is wedge-shaped in the corresponding top view. This wedge shape, together with the increase in the radius RR (which, for example, increases continuously in size in the Y direction), results in a double-conical shape for the support section 32.

[0088] Multiple guide protrusions in the form of guide ribs 320 can be considered another feature of the support section 32. These guide ribs are located at three different sides, namely at the edge region 304 and at the upward or outward-pointing outer surface 306. The outermost edges of these guide ribs 320 extend linearly and parallel to the axis of movement L. Therefore, the guide ribs do not follow the outer contour of the support section 32 and do not depict the double-conical shape of the support section. At the front end of the support section 32 facing the observer, the guide ribs 320 each have edges 321 with a radius or rounded edges. Generally, the guide ribs 320 extend along the axis of movement L and are constructed in a straight line.

[0089] Figure 5 The diagram shows a view of the first sub-assembly 24, and more precisely, a view of the lower side of the guide section 30. This guide section generally defines a recess or receiving area in which the support section 32 is received and, in particular, movably supported. By way of example only, this receiving area is limited by a plurality of individual ribs 321, only a few of which are provided with corresponding reference numerals. Some of the ribs 321 have an upper radius 322 that vertically limits the position of the support section 32 upwards. Others of the ribs 321 have a lower radius 324 that downwards limits the vertical position of the support section 32. This achieves functional separation and reduces the risk of double mating.

[0090] Furthermore, guide grooves 330 are shown. These guide grooves extend along the movement axis L and through the respective ribs 321. The guide grooves 330 thus define rows of perforations in the ribs 321. Generally, the guide grooves 330 are configured to receive the guide ribs 320 of the support section 32 so that the guide ribs are guided along the movement axis L during movement. The guide ribs 320 and guide grooves 330 thus form a joint structure between the first sub-assembly 24 and the second sub-assembly 26. Figure 5 As shown, it goes without saying that the guide groove is arranged at a position corresponding to the guide rib 320, wherein one of the guide grooves 330 is in Figure 5 It is not visible in the middle.

[0091] One or adjacent ribs 321, with their opposing sections, respectively define the input width B and height H of the accommodating area 30. Width B and height H are defined here along... Figure 4The X and Y axes extend (width B along the X axis and height H along the Y axis). Viewed along the linear movement axis L (and against the direction of travel F), the cross-section of the recess defined by the guide section 30 is similar to the continuously expanding cross-section of the support section 32. This is achieved by correspondingly increasing the width B and height H (see the corresponding variable positioning of radii 322, 324 along the movement axis L). As the support section moves along axis L and against the direction of travel F, it is thus linearly guided laterally, which is further improved by the optional engagement structure described.

[0092] When the sensor is reversed and returned to its initial position (i.e., in the direction of travel F), the subsequently reduced cross-section of the recess 30 and the support section 32 work together in a centering manner, causing the sensor 18 to be repositioned relative to the crossbeam 16 and / or generally positioned within the vehicle 10. The sensor thus does not need to be recalibrated despite at least a temporary change in position, or the calibration cost is at least significantly reduced.

[0093] exist Figure 6 The image shows that sensor 18 has been removed from its... Figure 3 The initial position is pushed out in the corresponding state. It can be seen that most, even more than half, of the support section 32 is pushed out from the guide section 30 and moves significantly relative to the stop area 31. The distance of the sensor 18 relative to the bumper beam 16, and more precisely its front edge, has decreased significantly and even has a negative sign (see the corresponding distance A1). Due to the combined action of the guide section 30 and the support section 32, the displacement movement proceeds along a defined linear displacement axis (i.e., axis L). This guide is supported by the protruding engagement structures 320, 330. Because Figure 2 The reset element 27 is also elastically deformed here, so that when withdrawn from an externally applied force, the corresponding reset force R of the second sub-assembly 26 can be immediately applied. Figure 3 The initial position of the reset motion.

[0094] Therefore, it is possible to avoid collisions in a limited manner, which reduces the risk of damage to sensor 18 but also the risk of injury to the object being collided with. However, after the collision, the sensor can automatically and precisely return to its desired initial position, thus allowing it to potentially continue operating without the need for maintenance or repair.

[0095] However, as mentioned in the general description section, the advantage can also be achieved if the sensor 18 is provided with displaceability along a preferably unique linear displacement axis L without generating a reset force R. In this example, this occurs due to the described shape and size of the guide section 30 and the support section 32, and their accompanying mutual engagement.

[0096] Figure 7 A detailed cross-sectional view of the bracket 12 according to another embodiment is shown. The cutting plane here corresponds to, for example, Figure 3 The cutting plane in the middle, however the line of sight is mirror-reversed and points towards the front end 300 of the support section 32.

[0097] As an extension of the previous embodiment, in this variant, the support section 32 and the guide section 30 are held in their depicted initial positions by means of an engagement structure having at least one locking hook 332. The locking hook 332 is connected to the support section 30 via a connector 334 (a solid connector in the illustrated case). When the locking hook is released from the guide section 30, it can spring into a cavity 336 inside the support section 32.

[0098] This achieves reliable and vibration-free holding in the initial position and consequently, reliable sensor positioning. Because the increased limiting force must first be overcome to displace the sensor 18 due to the form-fitting locking connection, the risk of unwanted movement of the sensor 18 (e.g., in the absence of a practical collision) is also reduced.

[0099] Figure 8 A sub-assembly 26 in an embodiment different from the one illustrated above is shown, in which the stop frame 36 is an integral or mounted component of the cooler protection grille 100. The line-of-sight direction here corresponds to the view of the cooler protection grille 100 from a rearward angle in the driving direction F. The stop frame 36 is preferably engaged in the carrier member 34 of the sub-assembly 26 via a guide pin 400 in a recess in the form of an elongated hole 402. Here, tolerance compensation is preferably performed in all directions through the lateral and vertical distances between the guide pin 400 at the stop frame 36 and the flanks of the elongated hole 402 in the carrier member 34, and through the distance between the rear edge 404 of the stop frame 36 and the carrier member 34.

[0100] In all embodiments (but also independently as a general aspect of the invention), a cleaning device may be provided for generating a fluid stream directed toward sensor 18. This allows contaminants to be removed from the sensor surface. For example, the fluid stream may be an air stream or a liquid stream.

[0101] List of reference numerals

[0102] 10 vehicles

[0103] 12 (sensor) bracket

[0104] 16 Bumper crossbeams

[0105] 18 sensors

[0106] 22 Accommodation Area

[0107] 24 First child component

[0108] 26 Second Sub-component

[0109] 27 Reset element

[0110] 28 Connecting elements

[0111] 30. Guiding Section

[0112] 31 Stopping area

[0113] 32 Support Section

[0114] 34. Carrier components

[0115] 36 Stop frame

[0116] 100 Cooler Protective Grille

[0117] 102 Opening

[0118] 300 front-end

[0119] 302 Backend

[0120] 304 Curved edge area

[0121] 306 Opposite faces

[0122] 308 Angle Section

[0123] 320 guide rib

[0124] 321 Ribs

[0125] 322 upper radius

[0126] 323 Edge

[0127] 324 lower radius

[0128] 330 guide slot

[0129] 332 Locking Hook

[0130] 334 connector

[0131] 400 Guide Pin

[0132] 402 Long Hole

[0133] 404 back edge

[0134] AO, A1 distance

[0135] L Linear shift axis

[0136] B width

[0137] H height

[0138] F (forward) indicates the direction of travel.

Claims

1. A holder (12) for a sensor (18) at a vehicle structure, having: - a first subassembly (24) which can be fixed at the vehicle structure; - a second subassembly (26) at which the sensor (18) can be fixed; and - at least one reset element (27); the first subassembly (24) and the second subassembly (26) can be moved relative to one another, and the reset element (27) is designed to exert a reset force (R) onto the second subassembly (26) in accordance with the relative movement in order to urge the second subassembly into an initial position, wherein the first subassembly (24) and the second subassembly (26) can be moved linearly relative to one another, wherein the first subassembly (24) comprises a guide section (30) at which or in which the second subassembly (26) is movably guided, wherein the guide section (30) accommodates a bearing section (32) of the second subassembly (26), characterized in that the bearing section (32) can be moved relative to the guide section (30) along a movement axis (L) from the initial position, wherein a cross section of the bearing section (32) tapers at least partially along the movement axis (L) in the direction of the initial position, so that the second subassembly moves precisely into the corresponding initial position again when returning into the initial position. The bearing section (32) tapers at least partially in the direction of the initial position and / or the bearing section (32) is configured wedge-shaped. At least one engagement structure (320, 330) between the guide section (30) and the bearing section (32) extends along the movement axis (L). The reset element (27) is a tension spring. wherein The guide section (30) at least partially surrounds the bearing section at at least three sides.

6. A holder (12) for a sensor (18) at a vehicle structure, having: - a first subassembly (24) which can be fixed at the vehicle structure and which comprises a guide section (30); - a second subassembly (26) at which the sensor (18) can be fixed and which comprises a bearing section (32) which is movably guided at or in the guide section (30); 2. The support (12) according to claim 1, characterized in that ​ 3. The support (12) according to claim 1 or 2, characterized in that ​ 4. The support (12) according to claim 1 or 2, characterized in that ​ 5. The support (12) according to claim 1, characterized in that ​ ​ ​ ​ wherein The support section (32) is movable from an initial position relative to the guide section (30) along a movement axis (L), wherein the cross section of the support section (32) has a tapering in the direction of the initial position, which varies in its size at least partially along the movement axis (L), thereby providing a centering effect, so that the second subassembly can move in a defined manner relative to the first subassembly, wherein the second subassembly moves again positionally precisely into the respective initial position or in a defined manner relative to the first subassembly and thus is positioned within the vehicle when returning into the initial position.

7. A vehicle (10) comprising a holder (12) according to any one of claims 1 to 6, wherein, The vehicle structure is a bumper beam (16), and / or wherein the sensor (18) is a radar sensor.

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