Assembly for a motor vehicle with a flap and a protective device

Abstract

The proposed solution relates to an assembly for a motor vehicle, comprising a cargo space for storing objects in the motor vehicle and a flap that can be adjusted from a closed position, in which the cargo space is sealed with the flap, to an open position, in which a user can access the cargo space via at least one access area. The assembly comprises at least one protective device with at least one protective element that is flat and restricts the at least one access area.

Description

[0001] The proposed solution relates to an assembly for a motor vehicle according to the preamble of claim 1.

[0002] In a motor vehicle with a cargo area in the form of a frunk ("front trunk") for storing objects, a front hood can be used as a flap to close the frunk. The frunk is typically accessible from several sides: frontally and laterally relative to the motor vehicle. In particular, if a user accesses the frunk from the side, the user may be operating relatively close to a hinge area where the flap is located on a motor vehicle body compared to accessing the radio from the front.

[0003] If a part of the user's body is between the body and the flap when closing the flap, there is a risk of it becoming trapped. An automatically adjustable flap can be equipped with an electronic control unit that monitors the closing process of the flap. For example, the flap can be adjustable via a spindle drive with a position sensor. The position sensor can be used to determine the adjusted position of the flap. At the same time, the electronic control unit can determine the motor current of the spindle drive, which is then specified by a control unit in order to achieve a desired adjustment movement (in terms of speed, acceleration, and adjustment time).By comparing the adjustment position and the motor current with reference values ​​(e.g., a standard curve of adjustment position and motor current values), a trapping event can be detected during a closing movement of the flap. For example, the electronic control unit can determine that a motor current is increased by the control unit in such a way that, at the current adjustment position, it differs from the reference value beyond a threshold value. The electronic control unit can be configured and provided to trigger a protective function when a trapping event is determined, by at least reducing the motor current or reversing the adjustment movement of the flap.

[0004] However, such a protective function may require a sufficiently high increase in motor current that differs from normal motor current fluctuations. In other words, the user's body part must first be clamped with sufficient adjustment force before the electronic control unit can determine whether a door has been trapped. In particular, if a user's body part is trapped in the hinge area, the motor current may not be high enough to reliably and promptly detect a trapping event before the user is injured. This is due, among other things, to the fact that the counterforce exerted by the trapped body part on the door is low due to the short length of the lever arm across the door (near the hinge area).In addition, the hinge area of ​​the flap can be stiffer and also less likely to give way than if the body part is clamped in the front of the vehicle at a greater distance from the hinge area. Compared to a vehicle's tailgate, the hinge area of ​​the frunk can also be more open and easier for the user to reach. In addition, the frunk is often loaded sideways during operation, especially when the vehicle is parked parallel to the curb.

[0005] Against this background, the proposed solution is based on the task of providing an assembly for a motor vehicle which offers greater safety when using a loading space of the motor vehicle.

[0006] According to a first aspect of the proposed solution, the object is achieved by an assembly for a motor vehicle, which assembly has a loading space for storing objects in the motor vehicle and a flap which can be adjusted from a closed position, in which the loading space is closed with the flap, to an open position in which a user can access the loading space via at least one access area, wherein at least one protective device is provided with at least one protective element which is flat and restricts the at least one access area.

[0007] A basic idea of ​​the proposed solution is to specify to the user which part of the at least one access area they can access the cargo space through, in order to prevent the user's body parts from becoming trapped in certain sections of the at least one access area. Such sections can be blocked from user access by the at least one protective element.

[0008] Several access areas can be provided for the cargo space (depending on the design of the flap). For example, the flap can comprise a front hood of a motor vehicle, which is adjusted between the closed and open positions by pivoting about at least one pivot axis. Such a flap can provide three access areas in the form of a frontal access area and (adjacent to its ends) two lateral access areas. In particular, in the case of the lateral access areas, in sections that are arranged relatively close to or adjacent to the at least one pivot axis, the risk of injury can be high if a body part becomes trapped between the body of the motor vehicle and the flap. On the one hand, a higher adjustment force can be exerted here (short lever arm) than in the frontal access area. On the other hand, the flap can be connected to the body via a multi-joint assembly with several arms.The arms may pose a particular risk of entrapment. Therefore, it may be desirable to restrict one section of the side access areas (at a time) to prevent any part of the user's body from entering these areas.

[0009] In general, the at least one access area can represent an area that the user may cross to access the cargo space, or a section of an adjustment volume that is swept over when adjusting the lid from the closed to the open position. By designing the at least one protective element as a flat component, a section of the at least one access area can be blocked in a space-saving manner. The installation space can be protected by a thin, flat component, particularly along an access route from the outside to the cargo space.

[0010] In principle, the at least one protective element can be arranged in a stowed position when the flap is closed and can be adjusted from the stowed position to a protected position when the flap is opened. In the protected position, the at least one protective element can restrict the at least one access area. In the stowed position, the at least one protective element can be stowed, for example, on a loading space assembly to which the loading space belongs. For example, the loading space assembly can have a receptacle for the at least one protective element, in which the at least one protective element is received in the stowed position. The receptacle can, for example, have the form of an indentation, in particular on the fender.

[0011] In one embodiment, the at least one protective device is coupled to the flap, so that the restriction of the at least one access area occurs together with an adjustment movement of the flap from the closed to the open position. The coupling of the at least one protective device to the flap can, for example, consist in the at least one protective element (or several protective elements indirectly above one another) being coupled to the flap. This can then be carried along by the flap when the flap is opened. Conversely, the at least one protective element can be carried along by the flap when it is adjusted (back) from the open position to the closed position. In this way, the at least one protective element can be adjusted easily and safely. An additional power supply for adjusting the protective device is not absolutely necessary, which facilitates integration into the motor vehicle.The coupling of the at least one protective element to the flap can be achieved by a fixed connection of the at least one protective element to the flap. Alternatively, the at least one protective element can be connected to the flap indirectly via a coupling means.

[0012] In principle, the at least one protective device can restrict the at least one access area in such a way that the at least one protective device extends from the (imaginary) closed position of the flap to the flap in the open position. In this case, the at least one protective device can span the entire adjustment path of the flap from the closed to the open position. For example, the protective device can be in the shape of a segment of a ring around at least one pivot axis of the flap. Transversely to the adjustment direction of the flap, the at least one protective device can at least partially restrict the at least one access area. The partial restriction enables access through the at least one access area to the cargo space through a secure section of the access area.

[0013] In one embodiment, a normal vector of a protective surface forming the at least one protective element is arranged transversely to an adjustment direction along which the flap can be adjusted from the closed position to the open position. This arrangement of the at least one protective element is based on the consideration that the user primarily accesses the cargo space transversely to the adjustment direction, so that a particularly effective and space-saving restriction of the at least one access area can be achieved in this way. In particular, the protective surface of the at least one protective element can be the largest (flat) surface formed by the at least one protective element.

[0014] In one embodiment, when adjusted from the closed to the open position, the flap sweeps over an adjustment volume, at the edge of which the at least one access area is arranged. In order to restrict the at least one access area, the at least one protective device is preferably also arranged at the edge of the adjustment volume. In this case, the edge can be formed by an envelope of the adjustment volume parallel to the adjustment direction. Alternatively, the edge can comprise a tolerance range around the envelope of the adjustment volume of up to 30% of a length of the adjustment volume (e.g. measured along a pivot axis). If the at least one protective device is arranged within the adjustment volume (offset inwards towards the cargo space), it can under certain circumstances be more easily concealed on the motor vehicle when the flap is closed.Nevertheless, the user can be effectively protected because the probability of a body part interfering with the area between the envelope of the adjustable volume and the at least one protective device is lower because access to the loading space is not possible via this.

[0015] In one embodiment, the adjusting movement comprises pivoting the flap about at least one pivot axis to which the at least one access area is arranged transversely. Alternatively or additionally, the at least one access area borders on the pivot axis. With such an access area, the risk of the user injuring themselves by getting trapped when accessing the cargo space via it can be higher than with other access areas due to the proximity to the at least one pivot axis. It is therefore desirable to restrict such an access area with the at least one protective device. This can ensure that the user does not even come close to particularly risky points on the at least one pivot axis, such as a hinge or a multi-joint assembly.

[0016] In a flap in the form of a motor vehicle's front hood, a first (frontal) access area can be arranged parallel to the at least one pivot axis, and two second (lateral) access areas can be arranged transversely to the at least one pivot axis of the flap. The first access area can be spaced apart from the at least one pivot axis, so that the risk of injury if a body part becomes trapped in the first access area is lower. The two second access areas can, in particular, be adjacent to the at least one pivot axis, so that the risk of injury if a body part becomes trapped in the second access areas is greater.

[0017] In principle, the at least one protective element can have at least one (large) protective surface corresponding to a total area over which the at least one access area is restricted when the lid is in the open position at a maximum opening angle of the lid above the cargo space. For this purpose (and also generally), the at least one protective element can be rigid. In particular, the at least one protective element can comprise a metal sheet that is fastened to the lid. When the lid is in the closed position, the at least one protective element can be stowed in the receptacle provided for stowing on the cargo space assembly or the body, in particular on a wheel arch or on a fender. Such a protective element can be manufactured simply and inexpensively.

[0018] In one embodiment, the at least one protective element is deformable and / or non-metallic. For example, the at least one protective element can comprise or consist of leather, a plastic and / or a textile. Such a design of the at least one protective element can facilitate stowing the at least one protective element when the flap is closed because a receptacle for the at least one protective element can be smaller than the protective surface. The at least one protective element can have a (large) protective surface that corresponds to the total area by which the at least one access area is restricted in the open position of the flap at a maximum opening angle of the flap above the cargo space. However, this is not necessarily the case - a protective device with at least one deformable and / or non-metallic protective element can in principle have multiple protective elements.

[0019] According to a further embodiment, the at least one protective device has a winding element from which the at least one protective element can be unwound when the flap is opened and onto which the at least one protective element can be wound when the flap is closed. The winding element is an example of a possibility for stowing a deformable and / or non-metallic protective element. The stowage takes place in the manner of an awning. The winding element can be arranged on the side of the flap or on the side of the cargo area (in the receptacle for the at least one protective element). Arranging the winding element on the side of the cargo area allows for greater flexibility in the design of the assembly, thus improving the appearance of the motor vehicle.

[0020] In a further embodiment, the winding element is conical. Additionally or alternatively, the winding element can be pretensioned for winding up the at least one protective element. In principle, the winding element can be cylindrical. When the flap is in the open position, the at least one protective element can then be arranged in the at least one access area (exactly) transversely to a winding direction along which the at least one protective element is unwound from the winding element. A conical design of the winding element, on the other hand, makes it possible to design the restriction of the at least one access area in a fan-shaped manner. This allows, in particular, an access area that is wedge-shaped in a cross-section along the adjustment direction to be more appropriately restricted.When the flap is pivoted about at least one pivot axis for opening, the winding element can be arranged transversely to the at least one pivot axis, wherein a narrower end of the (conical) winding element is arranged on the side of the at least one pivot axis and a wider end of the (conical) winding element is spaced from the pivot axis.

[0021] The winding element can unwind the at least one protective element by rotating it around a longitudinal axis along a first direction of rotation and wind it up by rotating it around the longitudinal axis along a second direction of rotation opposite to the first. The pretension of the winding element can then be provided, for example, via a torsion spring that acts in the second direction of rotation. The at least one protective element (e.g. a textile web) can be unwound from the winding element by adjusting the flap against the pretension. When adjusting the flap from the open position to the closed position, the at least one protective element can be wound up by the winding element with the aid of the pretension.

[0022] In an additional or alternative embodiment, the at least one protective element can have at least one (large) surface area corresponding to a fraction of the (total) protective surface, over which the at least one access area is restricted in the open position of the flap at a maximum opening angle of the flap above the cargo space. The protective device can have several protective elements that interact to restrict the at least one access area across the entire protective surface.

[0023] In one embodiment, the at least one protective device accordingly has at least a first and at least one second protective element, wherein the at least one first protective element is coupled to the flap and has a first driver which is designed and provided to entrain the at least one second protective element during an adjustment movement of the flap from the closed to the open position. This makes it possible to create an additional or alternative embodiment of the protective device to the protective device with a winding element just described. For example, a protective device with a winding element and with a protective element with a driver is conceivable and possible. The at least one access area can be restricted, for example, by the at least one first and at least one second protective element and by a further protective element in the form of a textile web.

[0024] The at least one first and at least one second protective element restrict the at least one access area in the manner of a fan (when the flap is in the open position). For this purpose, they can fan out in a visually appealing manner when the flap is opened. The at least one protective device can thus additionally represent a design element. The shape of the protective elements can essentially correspond to disc segments - corresponding to a fan - so that the at least two protective elements can interact to form a larger disc segment when the flap is in the open position. When the flap is in the closed position, the at least two protective elements can be stowed more easily than, for example, a single (large) protective element with which a comparable total area of ​​the at least one access area can be restricted.Easier stowability can be achieved in particular by arranging the at least two protective elements next to one another transversely to the adjustment direction. A receptacle for the at least two protective elements then requires less installation space. To this end, the at least two protective elements can be of identical construction or at least have the same dimensions (particularly with regard to their protective surfaces). In principle, the at least one first protective element can be integrally connected to the flap. Alternatively, the at least one first protective element can have a coupling element via which it is carried along by the flap during the adjustment movement.

[0025] In one embodiment, the at least one second protective element is freely rotatably mounted on a pivot axis about which the flap can be pivoted relative to the cargo space. In principle, the at least one first protective element can also be freely rotatably mounted on the pivot axis, although this freedom of rotation can be restricted by the coupling to the flap. The two protective elements can be mounted adjacent to one another on the pivot axis and / or at their narrower ends if they are designed in the form of a disc segment. This allows the two protective elements to be mounted particularly close to one another, so that less installation space is required for the stowed position on a cargo space assembly or on the body when the flap is in the closed position.

[0026] The first driver can be arranged on the at least one first protective element at the end of the at least one first protective element spaced from the pivot axis, so that the driving action exerts a lower load on the driver. Furthermore, the at least one first protective element can be coupled to the flap via the end spaced from the pivot axis. This can reduce the load on the protective elements during flap adjustment.

[0027] In one embodiment, the at least one second protective element has a first counter-element which is designed and provided to be coupled to the first driver in order for the at least one second protective element to be carried along by the at least one first protective element. Additionally or alternatively, the at least one second protective element has a second driver which is designed and provided to carry along at least one further protective element during the adjustment movement of the flap. In principle, the first driver can be coupled to the first counter-element in a form-fitting, magnetic or other manner. A form-fitting coupling can have the advantage that greater forces can be transmitted.For example, the first driver can protrude from the at least one first protective element parallel to a normal vector of the protective surface formed by the at least one first protective element. Complementary to this, the first counter element can protrude from the at least one second protective element parallel to a normal vector of the protective surface formed by the at least one second protective element. The first driver can be arranged on a section of the at least one first protective element that is located at the bottom along the adjustment direction from the closed position to the open position, while the first counter element can be arranged on an upper section of the at least one second protective element. This can ensure that the two protective elements can restrict the largest possible area of ​​the at least one access region.

[0028] In principle, any number of additional protective elements can be provided. The additional protective elements can each have a counter element via which they are carried along by a driver of the respective protective element located above them in the adjustment direction when the flap is opened. They can also each have a driver via which they can carry the respective protective element below them in the adjustment direction when the flap is opened. The protective element which is located at the very bottom in the adjustment direction cannot, under certain circumstances, carry any further protective element via its driver. However, this protective element can be coupled via the driver, for example, to a stop on the loading space assembly. When the flap is in the open position, the protective elements cannot then be pushed together by a user from below in the adjustment direction in order to remove the restriction of at least one access area.An advantage of such a design of several protective elements may be that they can be constructed identically, so that the manufacturing costs of the at least one protective device are lower.

[0029] In one embodiment, the flap is pivotably mounted relative to the cargo space about a plurality of pivot axes, with a first and at least one second protective element being provided on at least two pivot axes. The first and the at least one second protective element can each have the features and advantages described above in connection with a pivot axis (e.g., a disc segment shape). In particular, the flap can be mounted relative to the cargo space via a multi-joint assembly with a four-bar linkage. The four-bar linkage comprises four arms that are pivotally coupled to one another at four rotation points about pivot axes.In principle, a first and at least one second protective element can be provided on each of the four pivot axes, so that the at least one access area on the four-bar linkage can be restricted at four different sections, which can optionally be adjacent to one another and / or overlap one another. In particular, the respective protective elements can point away from the associated pivot axis, each with an end that is wider in the adjustment direction. The protective elements can each be arranged at two or more angles of the four-bar linkage (or a multi-bar linkage), which are acute during normal operation of the assembly. The protective elements can then point in different directions perpendicular to the pivot axes.Such an arrangement allows, for example, two groups of protective elements arranged on different pivot axes to complement each other in order to jointly restrict the at least one access area via a surface connected (along one arm of the multi-joint).

[0030] The proposed solution also relates to a motor vehicle comprising an assembly according to the first aspect of the proposed solution.

[0031] According to a second aspect, the proposed solution relates to an assembly for a motor vehicle, comprising an electronic control unit for controlling an adjustment movement of a flap of the motor vehicle, with which a cargo space of the motor vehicle can be closed, and comprising a warning unit for arrangement on the flap, wherein the warning unit has a storage unit for storing compressed air and a transmission means for transmitting the compressed air with at least one outlet through which the compressed air can escape to the outside. The electronic control unit is designed and provided to cause the storage unit to release compressed air before an adjustment movement of the flap from the open position to the closed position begins.

[0032] This aspect of the proposed solution is based on the idea that trapping a body part of a user of the cargo space can be prevented by warning the user before the flap is adjusted to the closed position. The user can then decide (or be reflexively prompted) to remove the body part from at least one access area through which the user can access the cargo space. The user can be warned by a noticeable and / or audible air stream emitted by the warning unit. For example, the air stream can touch the body part and thereby cause a reflexive withdrawal of the body part from the at least one access area.

[0033] The transmission means can be arranged on the lid. In this case, the transmission means can be arranged in particular near a pivot axis of the lid relative to the cargo area, because the risk of injury from being trapped between the lid and a section of the vehicle's body is particularly high here.

[0034] In one embodiment, the transmission means is flexible, allowing it to be easily installed on the flap. For example, the transmission means can comprise a (rubber) hose.

[0035] In one embodiment, the transmission means has a plurality of outlets. The outlets can be spaced so closely apart that an air curtain of contiguous air streams is formed in a section of the at least one access area. The user's body part can then be hit with a high probability, thus reliably warning the user. The at least one outlet can, for example, comprise a bore in the transmission means.

[0036] In one embodiment, the storage unit can be arranged on the flap. Alternatively, it is conceivable and possible for the storage unit to be arranged on the cargo area side of the motor vehicle. The storage unit can, for example, have a volume of 0.2 to 0.5 l, in particular 0.35 l. The compressed air can be stored therein at a pressure of 2 to 3 bar. The motor vehicle can have a radiator fan assembly that is designed and provided to supply the storage unit with compressed air.

[0037] In one embodiment, the electronic control unit can be configured and provided to release the compressed air over a specific period of time. For example, the period can be one to two seconds.

[0038] The proposed solution also relates to a motor vehicle comprising an assembly according to the third aspect.

[0039] Features and advantages of the proposed solution described in connection with the first aspect may also apply to the second aspect.

[0040] Further embodiments of the proposed solution are shown in the attached figures. Fig. 1 a side view of a motor vehicle with a loading space; Fig. 2 a side view of a motor vehicle with a protective device; Fig. 3 a plan view of a loading compartment of a motor vehicle and three access areas; Fig. 4 a view of a protective device in a protective position; Fig. 5 a view of the protective device of the Fig. 4 in a stowed position; Fig. 6A is a plan view of a protective element; Fig. 6B is a side view of a protective element; and Fig. 7 a side view of a motor vehicle with a warning unit.

[0041] Fig. 1 shows a side view of a motor vehicle with a cargo space 1. The cargo space 1 is arranged in a front area of ​​the motor vehicle. In particular, the motor vehicle can be an electric vehicle. Electric vehicles do not have an internal combustion engine, so that additional space is available in the front area of ​​the motor vehicle, which can be used to store objects as a cargo space 1. The figure shows a user N placing an object G in the cargo space 1. The cargo space 1 can be closed via a pivotable flap 2, which, in the illustrated open position, allows the user N to access the cargo space 1 via a front access area 31 (and two lateral access areas 32a, 32b). In the present case, the user N accesses the cargo space 1 via the front access area 31. It is also conceivable and possible for the user N to access the cargo space 1 from the side in order to place the object G therein.

[0042] Regardless of which access area 31, 32a, 32b the user N uses to access the cargo space 1, there is a risk of entrapment for the user N when closing the flap 2. A body part of the user N can become trapped between the flap 2 and a component of the motor vehicle on the cargo space side (e.g., a section of a body 6 of the motor vehicle). The risk of injury is greater if the body part becomes trapped in one of the lateral access areas 32a, 32b than in the frontal access area 31 because high adjustment forces act on sections that are arranged close to at least one pivot axis S of the flap 2.

[0043] In the present case, a drive device for adjusting the flap 2 in the form of a spindle drive 5 is provided by way of example, with which the flap 2 can be adjusted between a closed position in which the flap 2 closes the loading space 1, and an open position in which the user N can access the loading space 1 via the access areas 31, 32a, 32b. Even with an adjustment of the flap 2 controlled by the drive device, there is a risk that the user N could become trapped and injured because, particularly in the vicinity of the at least one pivot axis S, high trapping forces can act even with low drive forces.

[0044] In the Fig. In the motor vehicle shown in Figure 2, a protective device 4 is provided that restricts one of the lateral access areas 32a. The protective device 4 comprises a flat protective element 41 that is deformable and non-metallic. The protective element 41 has a protective surface defined by a normal vector V. With the protective surface, the access area 32a is restricted to a section of less than 85% of its original size without the protective device 4 (see Figure 2). Fig. 1). In particular, access to the cargo space 1 is not possible via the section of the access area 32a in a hinge area where the flap 2 is mounted on the body 6 opposite the cargo space 1. This prevents the user N from becoming trapped in the hinge area.

[0045] The protective device 4 comprises a winding element 42, from which the protective element 41 is unwound when the flap 2 is open. Unwinding occurs when the flap 2 is adjusted along the adjustment direction R. When the flap 2 is closed, the protective element 41 can be wound onto the winding element 42. The winding element 42 can be pretensioned in a winding direction, for example, with a spring element such as a torsion spring, in order to securely and quickly wind up the protective element 41 when the flap 2 is closed.

[0046] The winding element 42 is conical. This allows the protective element 41 to be fan-shaped, allowing a wedge-shaped restriction of the lateral access area 32a, which corresponds to the shape of a shear gap between the flap 2 and the cargo area 1. Furthermore, the winding element 42 is arranged on the cargo area side. This allows the winding element 42 to be concealed within the body 6 of the motor vehicle (e.g., in a recess in the wheel arch). The protective element 41, in turn, is coupled to the flap 2, so that it is wound up and unwound with the adjustment movement of the flap 2.

[0047] Fig. Figure 3 shows a top view of a cargo space 1 of a motor vehicle with three access areas 31, 32a, 32b. A user N can access the cargo space 1 via the access areas 31, 32a, 32b. A first access area 31 is arranged at the front of the motor vehicle. Two second access areas 32a, 32b are arranged at the sides of the motor vehicle, partially overlapping the wheel arches.

[0048] The loading space 1 can be closed with a flap 2, which can be pivoted about a pivot axis S. In principle, the flap 2 can be pivoted about more than one pivot axis S. The assembly has two protective devices 4a, 4b, each having a protective surface defined by a normal vector V. The normal vectors V are aligned parallel to the pivot axis S. The protective devices 4a, 4b each restrict one of the second access areas 32a, 32b. As a result, a user N can no longer reach through these sections of the access areas 32a, 32b to access the loading space 1. The risk of the user N becoming trapped in these sections is thereby reduced.

[0049] Fig. 4 and Fig. 5 each show a protective device 4 with a plurality of protective elements 411, 412, 413, 411', 412', 413'. Fig. 4 shown protective device 4 is in a protective position which the protective device 4 assumes when the flap 2 is in the open position; the Fig. The protective device 4 shown in Figure 5 is in a stowed position, which the protective device 4 assumes when the flap 2 is in the closed position. For adjusting the flap 2 between the closed and open positions, a four-bar linkage assembly is provided, which has four arms 431, 432, 433, 434 pivotally connected to one another at four pivot points 441, 442, 443, 444.

[0050] A first arm 431 is fixed on the cargo area side. A second arm 432 is fixed on the flap side. The first and second arms 431, 432 are pivotally connected to one another via a third and fourth arm 433, 434. A first group of the plurality of protective elements 411, 412, 413 is arranged, for example, at the rotation point 442 of the second and third arms 432, 433. This rotation point divides the second arm 432 into two arm sections 432a, 432b, while the remaining rotation points 441, 443, 444 are each arranged at the end of the associated arms 431, 432, 433. The arrangement of the protective elements 411, 412, 413, 411', 412', 413' is thus more compact. A second group of the plurality of protective elements 411', 412', 413' is arranged, for example, at the rotation point 441 of the first and third arms 431, 433.A first protective element 411, 411' of each of the groups is coupled to the flap-side second arm 432 at the rotation point 442 with the third arm 433.

[0051] During an adjustment movement of the flap 2 along the adjustment direction R, the first protective element 411, 411' is thereby carried along by the flap 2. Each group also has a second and a plurality of further protective elements 412, 413, 412', 413'. The respective second protective element 412, 412' is indirectly coupled to the flap 2 via the first protective element 411, 411'. The plurality of further protective elements 413, 413' are each also indirectly coupled to the flap 2 via the second protective element 412, 412'. A cargo-side protective element of the further protective elements 413, 413' can alternatively be coupled to the cargo-side first arm 431.

[0052] By coupling the second and the further protective elements 412, 413, 412', 413', these are each carried along by the adjustment movement of the flap 2, so that the respective group is fanned out to the protective position when adjusted to the open position and thus restricts the respective access area 32a, 32b.

[0053] The arrangement of the groups at rotation points 441, 442 of an arm (the third arm 433) has the advantage that, in the protective position, a closed overall protective surface is created by the protective device 4, which is formed from the individual protective surfaces of the respective protective elements 411, 412, 413, 411', 412', 413' (compare the normal vector V drawn as an example of one of the further protective elements 413 of the first group 411, 412, 413, which defines its protective surface). The protective surfaces of the protective elements of the first group and the protective elements of the second group border one another on the common arm 433.

[0054] In the Fig. In the stowed position shown in Figure 5, the protective elements 411, 412, 413, 411', 412', 413' are arranged one behind the other along the normal vectors V of their protective surfaces. The two (or more) groups of protective elements 411, 412, 413, 411', 412', 413' occupy a space with a depth that corresponds at least to the sum of the thicknesses of the protective elements 411, 412, 413, 411', 412', 413' along the normal vectors V and with an area that is smaller than the sum of two protective surfaces of the components. The arms 431, 432, 433, 434 of the four-bar linkage are also arranged one behind the other along the normal vectors V of the protective surfaces, so that in the stowed position, the protective device has a compact structure.

[0055] The coupling of the protective elements 411, 412, 413, 411', 412', 413' to each other and, if necessary, also to the flap 2 and / or the arms 431, 432, 433, 434 can be mediated by means of drivers and counter-elements, which are shown as an example for the second protective element 412 in Fig. 6A and Fig. 6B are shown.

[0056] Fig. 6A shows a top view (opposite the adjustment direction) of the second protective element 412, while Fig. 6A shows a side view. The second protective element 412 forms a protective surface defined by the normal vector V. The protective surface is greater than a thickness of the second protective element 412 along the normal vector V. A driver 45 and a counter element 46 protrude from the protective surface in opposite directions of the normal vector V. Via the driver 45, the second protective element 412 can entrain another protective element 413 via its counter element. Via the counter element 46, the second protective element 412 itself can in turn be entrained by a first protective element 411.

[0057] The second protective element 412 also has a bearing opening 47, via which the second protective element 412 can be mounted on the pivot axis S (at the rotation point between the second and third arms 442, 443). The counter element 46 and the driver 45 are arranged at an end of the second protective element 412 spaced from the bearing opening 47. The counter element 46 and the driver 45 are also arranged at opposite ends of the protective element 412 along the adjustment direction R. This arrangement enables a minimal overlap between protective surfaces of directly coupled protective elements 411, 412, 413, 411', 412', 413'.

[0058] In principle, each of the plurality of protective elements 411, 412, 413, 411', 412', 413' can be designed like the second protective element 412 shown as an example.

[0059] Fig.7 shows a side view of a motor vehicle with a frunk that can be closed with a flap 2. The flap 2 is adjustable between a closed position, in which the flap 2 closes the cargo space 1, and an open position, in which a user N can access the cargo space 1. The user N can access the cargo space 1 via several access areas 31, 32a, 32b. A first access area 31 is arranged in front of the motor vehicle, while two second access areas 32a, 32b are arranged transversely thereto. A drive device in the form of a spindle drive 5 is provided for adjusting the flap 2.

[0060] The drive device is controllable via an electronic control unit 7. For example, the electronic control unit 7 can be configured and provided to cause the flap 2 to be adjusted from the open to the closed position. The adjustment of the flap 2 can be carried out about a pivot axis S, via which the flap 2 is mounted relative to the cargo space 1. When closing the flap 2, there is a risk that a body part of the user N, which the user has arranged in one of the second access areas 32a between the flap 2 and a section of the body 6 of the motor vehicle, will become trapped. The risk of injury due to trapping is greater in one of the second access areas 32a, 32b, which are arranged transversely to the pivot axis S, than in the first access area 31, because the latter is further away from the pivot axis S.

[0061] Therefore, a warning unit 8 is provided, which is configured and intended to warn the user N when an adjustment of the flap 2 from the open to the closed position is imminent. The warning unit 8 warns the user N via a visual and / or acoustic warning signal. The warning signal is emitted at a section of one of the two second access areas 32a that borders the pivot axis S. In principle, the warning unit 8 can warn the user N with a warning signal along any section of the access areas 31, 32a, 32b or along all access areas 31, 32a, 32b.

[0062] To generate the warning signal, the warning unit 8 has a storage unit 81 in which compressed air is stored. The electronic control unit 7 is configured and provided to cause the storage unit 81 to release the compressed air before the adjustment of the flap 2 begins. The compressed air is released via a transmission means 82 (e.g., a hose) with a plurality of outlets 83. The compressed air escapes to the atmosphere via the outlets 83, thereby generating a warning signal in the form of a noise and a draft. The user N can therefore perceive the warning signal in at least two ways.

[0063] The transmission means 82 is shown, by way of example, near the pivot axis S, so that a section of one of the two second access areas 32a, 32b is passed through by the air current. In principle, it is conceivable and possible for the transmission means 82 to extend along the entire access area 32a. In addition, the transmission means 82 can extend along the first and / or the second access areas 31, 32a, 32b. It is likewise conceivable and possible for a warning unit 8 to be provided for each of the two second and / or the first access areas 31, 32a, 32b. The warning unit 8 can alternatively be arranged on the cargo space side, so that no additional components need to be added to the flap 2. List of reference symbols 1 cargo space 2 flap 31, 32a, 32b Access area 4, 4a, 4b protective device 41, 411, 412, 413, 411', 412', 413' protective element 42 winding element 431, 432, 433, 434 Arm 432a, 432b arm section 441, 442, 443, 444 rotation point 45 drivers 46 Counter element 47 Warehouse opening 5 spindle drive 6 Body 7 electronic control unit 8 warning unit 81 storage unit 82 transmission means 83 Outlet G Object N users R Adjustment direction S swivel axis V normal vector

Claims

[1] Assembly for a motor vehicle, with - a loading space (1) for storing objects in the motor vehicle, and - a flap (2) which can be adjusted from a closed position, in which the loading space (1) is closed with the flap (2), to an open position in which a user (N) can access the loading space (1) via at least one access area (31, 32a, 32b), characterized by at least one protective device (4, 4a, 4b) with at least one protective element (41, 411, 412, 413, 411', 412', 413') which is flat and restricts the at least one access area (31, 32a, 32b). [2] Assembly according to claim 1, characterized by that the at least one protective device (4, 4a, 4b) is coupled to the flap (2), so that the restriction of the at least one access area (31, 32a, 32b) takes place together with an adjustment movement of the flap (2) from the closed to the open position. [3] Assembly according to one of claims 1 and 2, characterized by that a normal vector (V) of a protective surface which forms the at least one protective element (41, 411, 412, 413, 411', 412', 413') is arranged transversely to an adjustment direction along which the flap (2) can be adjusted from the closed position to the open position. [4] Assembly according to one of claims 1 to 3, characterized by that the flap (2) sweeps over an adjustment volume when adjusted from the closed to the open position, at the edge of which the at least one access area (31, 32a, 32b) is arranged. [5] Assembly according to one of the preceding claims, characterized bythat an adjustment movement of the flap (2) from the closed to the open position comprises pivoting the flap (2) about at least one pivot axis (S) to which the at least one access area (31, 32a, 32b) is arranged transversely and / or to which the at least one access area (31, 32a, 32b) is adjacent. [6] Assembly according to one of the preceding claims, characterized by that the at least one protective element (41) is deformable and / or non-metallic. [7] Assembly according to claim 6, characterized by that the at least one protective device (4, 4a, 4b) has a winding element (42) from which the at least one protective element (41) can be unwound when the flap (2) is opened and onto which the at least one protective element (41) can be wound when the flap (2) is closed. [8] Assembly according to claim 7, characterized bythat the winding element (42) is conical and / or pre-tensioned for winding up the at least one protective element (41). [9] Assembly according to one of the preceding claims, characterized by that the at least one protective device (4, 4a, 4b) has at least one first and at least one second protective element (411, 412, 411', 412'), wherein the at least one first protective element (411, 411') is coupled to the flap (2) and has a first driver which is designed and provided to take the at least one second protective element (412, 412') along with it during an adjustment movement of the flap (2) from the closed to the open position. [10] Assembly according to claim 9, characterized by that the at least one second protective element (412, 412') is freely rotatably mounted on a pivot axis (S) about which the flap (2) can be pivoted relative to the storage space. [11] Assembly according to one of claims 9 and 10 characterized by that the at least one second protective element (412, 412') has a first counter-element (46) which is designed and provided to be coupled to the first driver in order to carry the at least one second protective element (412, 412') by the at least one first protective element (411, 411'), and / or has a second driver (45) which is designed and provided to carry at least one further protective element (413, 413') during the adjustment movement of the flap (2). [12] Assembly according to one of claims 9 to 11, characterized by that the flap (2) is mounted so as to be pivotable relative to the loading space (1) about a plurality of pivot axes (S), wherein a first and at least one second protective element (411, 412, 411', 412') are provided on at least two pivot axes (S). [13] Motor vehicle with an assembly according to one of claims 1 to 12.

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