Spring device for the chassis of a motor vehicle, accident protection device and method

Abstract

The invention relates to a spring assembly (16) for a chassis (10) of a motor vehicle (12), comprising a first component (20) having a base part (22) having a first mounting area (24) via which the first component (20) can be coupled at least indirectly to a vehicle wheel (26) of the motor vehicle (12), a second component (30) movable translationally relative to the first component (20) having a second mounting area (38) via which the second component (30) can be coupled to a body of the motor vehicle (12), and a spring element (42) via which the first and the second components (20, 30) are coupled to each other, wherein the first component (20) has a connecting part (44) held on the base part (22) to which the spring element (42) is attached.wherein the connecting part (44) is translationally movable in the axial direction (46) of the spring assembly (16) between a normal position (48) and at least one safety position (50), in which the connecting part (44) is arranged further down in the vehicle vertical direction (52) than in the normal position (48), relative to the base part (22).

Description

[0001] The invention relates to a spring device for a chassis of a motor vehicle according to the preamble of claim 1. Furthermore, the invention comprises a crash protection device for a motor vehicle with at least one such spring device and a method for operating such a spring device and / or such a crash protection device.

[0002] DE 103 37 620 A1 discloses a motor vehicle with a Pre-Safe system, which comprises at least one vehicle environment detection device and a suspension and damping device, which is arranged between a chassis and a body and can be controlled depending on the signals received by the vehicle environment detection device and evaluated in a data evaluation device, wherein the data evaluation device of the vehicle environment as a detection device is linked to a control unit of an active chassis control system that controls the suspension and damping device, by means of which a vehicle level adjustment, predefined for the respective impact situation and at least approximately lifting-like, is carried out.

[0003] Furthermore, a method for leveling a motor vehicle in accident situations is disclosed in DE 10 2004 045 092 A1. This method includes adjusting devices for influencing the vehicle's position relative to the road surface and detection devices for detecting an impending collision between the vehicle and another vehicle.

[0004] Furthermore, DE 10 2018 006 192 A1 discloses a method for reducing the severity of a collision involving a vehicle, whereby an impending collision with another vehicle is detected as the collision object.

[0005] Furthermore, a method for detecting the environment of a vehicle is known from DE 10 2006 033 743 A1, in which electromagnetic radiation is emitted and the components of this radiation reflected by the environment are detected.

[0006] Furthermore, DE 10 2013 021 485 A1 discloses a method and a device for reducing the consequences of a collision between a vehicle and another vehicle, wherein a vehicle level is set depending on a detected vehicle level of the other vehicle.

[0007] Furthermore, a method for operating a safety system of a first motor vehicle for collision avoidance and / or collision mitigation is known from DE 10 2013 021 346 A1.

[0008] Finally, DE 199 23 708 A1 discloses a motor vehicle with a suspension and damping device arranged between the chassis and the body, wherein a sensor device is provided for detecting an impending impact, and wherein, in the event of an impending impact, the sensor device sends a signal to a control unit of the motor vehicle, which then uses the suspension and damping device to adjust the position of the body at least on the impact side before the impact.

[0009] The object of the present invention is to provide a spring device for a chassis of a motor vehicle, a crash protection device for a motor vehicle, and a method for operating a spring device and / or a method for operating a crash protection device, so that the crash behavior of the motor vehicle can be particularly improved.

[0010] This problem is solved according to the invention by a spring device for the chassis of a motor vehicle with the features of claim 1, by a crash protection device for a motor vehicle with the features of claim 6, and by a method for operating a spring device and / or for operating a crash protection device with the features of claim 10. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0011] A first aspect of the invention relates to a spring assembly for the chassis of a motor vehicle, which is, for example, a passenger car. Preferably, the motor vehicle, particularly in its fully manufactured state, has the chassis. Preferably, the chassis, particularly in its fully manufactured state, has the spring assembly. Thus, the motor vehicle, in particular, has the spring assembly.

[0012] Preferably, the spring assembly is designed as a spring-damper assembly. For example, the spring assembly is designed as a shock absorber. The spring-damper assembly can also be referred to as a spring-damper unit.

[0013] The spring assembly comprises at least one first component, which has at least one base part. The base part can be formed in one piece or in multiple pieces. The base part has at least one first mounting area via which the first component, in particular the base part of the first component, can be coupled or connected, at least indirectly, and in particular directly, to a vehicle wheel of the motor vehicle, for example via a wheel carrier of the motor vehicle, particularly mechanically. This means that the first component, in particular the base part, can be coupled or connected, at least indirectly, and in particular directly, to the wheel carrier via the first mounting area. In other words, the vehicle wheel or the wheel carrier can be connected or connected to the first component, in particular the base part, at least indirectly, for example directly, via the first mounting area.The wheel carrier is designed and intended for coupling or fastening the vehicle wheel, for example to a wheel suspension of the chassis. Accordingly, the vehicle wheel attached to the wheel carrier can be coupled or connected to the first component, in particular the base part of the first component, via the first fastening area.

[0014] The term "vehicle wheel" can be understood to mean, in particular, a ground contact element of the motor vehicle. For example, the motor vehicle, and especially its superstructure, can be supported or restrained on a surface, such as a roadway, via the vehicle wheel. Preferably, the vehicle wheel is rotatable about a wheel axis. Preferably, during travel, the vehicle wheel rolls on the surface, with this rolling motion being accompanied, in particular, by the rotation of the vehicle wheel about the axis of rotation.

[0015] Furthermore, the spring assembly comprises at least one second component that is movable translationally relative to the first component, for example, along a direction of movement, and which is preferably designed separately from the first component. In other words, the first and second components are movable translationally relative to each other, particularly along the direction of movement, and are mounted relative to each other. The second component has at least one second mounting area, which is spaced apart from the first mounting area, and through which the second component can be coupled or connected to the vehicle body, particularly at least indirectly or directly. In other words, the second component can be connected or connected to the vehicle body, particularly at least indirectly or directly, via the second mounting area.The coupling of the superstructure with the second component can be understood to mean, in particular, a mechanical coupling. The superstructure can be understood to mean, in particular, the body shell of the motor vehicle, wherein the body shell is preferably designed as a, in particular, self-supporting, body.

[0016] Furthermore, the spring assembly comprises at least one spring element, in particular a mechanical one, via which the first and second components are coupled to each other, for example, at least indirectly or directly, in particular by means of a spring. This means that the components are connected to each other via the spring element. In other words, when the components are moved translationally relative to each other in a first direction of movement, the spring element compresses, and when the components are moved relative to each other in a second direction of movement opposite to the first, the spring element extends. The compression of the spring element can be described as springing in or springing movement. The extension of the spring element can be described as rebound or springing movement. The compression is, in particular, an elastic compression of the spring element.The expansion is specifically an elastic expansion of the spring element. This expansion can also be described as the expansion of the spring element.

[0017] The first component has at least one connecting element, which is held, in particular at least indirectly or directly, to the base part and is preferably designed separately from the base part. In other words, the connecting element is attached to the base part, in particular movably. The spring element is attached, in particular at least indirectly or directly, to the connecting element, whereby the spring element is attached, in particular via the connecting element, to the first component, in particular to the base part. This means that the spring element is connected, in particular directly, to the connecting element. In other words, the first and second components are coupled via the spring element through the connecting element. The connecting element is, for example, designed as a spring stop, in particular a lower stop in the upward direction of the vehicle.This means that the spring element, particularly in the upward direction of the vehicle, can be supported or braced via the connecting part on the first component, in particular the base part.

[0018] To significantly improve the vehicle's crash behavior, and in particular its safety, the invention provides that the connecting part is translationally movable in the axial direction of the spring assembly, especially the first component, for example, the base part, between at least one normal position and at least one safety position, which is different from the normal position. In other words, the connecting part is displaceable in the axial direction, that is, in particular along the aforementioned direction of movement, between the normal position and the safety position. Because the spring element is attached to the connecting part, the spring element, in particular an end of the spring element facing the connecting part, is movable along with the connecting part when the connecting part is moved between the normal position and the safety position.It is therefore specifically intended that the spring element moves together with the connecting part. In the safety position, the connecting part, particularly in the installation position of the spring assembly in the chassis or in the motor vehicle, is positioned further down in the vehicle's vertical direction than in the normal position. In other words, in the safety position, the connecting part is positioned closer to the first mounting area than in the normal position. Specifically, it is intended that to move the connecting part from the normal position to the safety position, the connecting part must be moved, or is moved, in the first direction of movement.

[0019] Furthermore, the spring assembly, in particular the first component, has at least one locking element by which, in the normal position, the connecting part is secured against movement from the normal position, especially into the safety position, particularly unintentionally. In other words, with regard to the normal position and the safety position exclusively, the locking element prevents or even prevents movement of the connecting part from the normal position, especially into the safety position, in the normal position. This means that in the normal position, when the locking element is in a first state, movement of the connecting part from the normal position, especially into the safety position, is prevented.Furthermore, the spring assembly, for example the first component, in particular the locking element, has at least one pyrotechnic release element by means of which the connecting part can be, in particular in a controlled manner, released from the locking element to move the connecting part from the normal position to the safety position. This means that by means of the pyrotechnic release element, in particular by at least one explosion caused by the release element, the connecting part can be, or is, released from the locking element in order to move the connecting part from the normal position to the safety position.In other words, it is intended that the pyrotechnic release element can be used to prevent or disable the locking of the connecting part, or to prevent its movement from the normal position, particularly in a targeted manner, for example, by means of the aforementioned explosion. Thus, it is intended, for example, that the locking element can be moved from the first state to a second state different from the first, by means of the pyrotechnic release element, and in particular by means of the aforementioned explosion, in which the aforementioned locking or the prevention of movement of the connecting part is omitted.

[0020] Moving the connecting part from the normal position to the safety position can be understood to mean, in particular, moving the connecting part from the normal position to the safety position and / or from the safety position to the normal position. The direction of movement, the first direction of movement and / or the second direction of movement, preferably runs parallel to the axial direction of the spring assembly. In particular, the first and second directions of movement run parallel to each other.

[0021] The invention is based in particular on the following findings and considerations: Most modern vehicles, for example, have a bumper, especially a bending beam, installed at both the front and rear. Thus, a motor vehicle has a front and / or a rear bumper, which, for example, includes a bending beam, also known as a cross member. The cross member is, in particular, an element of the body or body structure. In the event of an accident, also known as a crash, the cross member can ensure that the forces occurring in the accident are distributed, deflected, and / or dissipated over as much of the body structure as possible, for example, by intentionally deforming the body structure.The primary goal is to convert as much crash energy as possible into deformation energy, thereby minimizing forces and / or energy inputs onto the vehicle occupants. In a two-vehicle collision, for example, a collision between one vehicle and another (which can also be referred to as the second vehicle), the bumper, and especially its bending beam, can be particularly effective when both vehicles involved in the collision, and their bending beams, are at approximately the same height relative to the road surface. In this case, the two bending beams—that is, the bending beam of the first vehicle and the bending beam of the second vehicle—can actually meet, allowing both vehicles to fully activate their body-in-white structures.If road surface levels differ significantly, the bending cross members could, for example, misalign in height, allowing the vehicles to collide without both bodies achieving maximum deformation. In such cases, for instance, wheels or an engine block in the front of one of the vehicles might only initiate the necessary deformation process. This could leave valuable centimeters of potential crash structure body space unused. This is particularly relevant when the vehicles differ significantly only in their vertical height, as can occur, for example, in a collision between a raised SUV and a lowered sports car. Once the accident occurs, which is often unavoidable, the vehicles, i.e.,The vehicle and the other vehicle can exchange information, for example, via car-to-car communication. This allows the vehicles to exchange their height levels with each other. These height levels can refer, in particular, to the respective height of each vehicle in the vertical direction, especially the height of the respective bumper, for example, the respective bending beam. Alternatively or additionally, it is possible, for example, to detect the vehicles using cameras and / or sensors and thereby determine the height levels. Car-to-car communication is advantageous here, for example, because it is less prone to errors and can be implemented faster.Once the vehicle heights are known—that is, once the vehicles have exchanged information via car-to-car communication—the two vehicles can be adjusted so that their bumpers, and therefore their bending beams, overlap at least partially in the vertical direction. This ensures that the entire body shell of each vehicle is available for deformation work. An air suspension system could be used for this adjustment, allowing the vehicles to be leveled. However, not every vehicle has such a system. Furthermore, the speed required to adjust the height using an air suspension system may not be fast enough.Another way to adjust the vehicles is through targeted braking and / or acceleration of the wheels of both vehicles involved in the accident, i.e., the vehicle that collided with the other vehicle and / or the other vehicle. Due to the inertia of each vehicle, this can create a controlled pitching motion, allowing for adjustment of the height of the respective bumper, particularly the bending beam. For example, the vehicle that rear-ended the other vehicle might pitch forward by braking in a controlled manner. The vehicle that was struck could, if it is still moving forward in a longitudinal direction, also pitch forward by braking hard.For example, the pitching motion at the front axle simultaneously causes the bending beam at the rear of the vehicle to move further upwards in the vehicle's vertical direction, thereby achieving the aforementioned overlap, which can also be described as overhang. However, the acceleration of the vehicle ahead can only be carried out if there are no obstacles or other potential hazards, whereby issues relating to autonomous driving would have to be taken into account in particular.

[0022] In contrast, the aforementioned disadvantages can be overcome by means of the spring device according to the invention. The object of the invention is, in particular, to enable the bumpers of the vehicles involved in the crash, i.e., for example, the first vehicle and the second vehicle, to be aligned with one another in order to ensure that the bumpers can always achieve their best possible effect. This alignment includes, in particular, aligning the bending beams of the vehicles with respect to their height extending in the vertical direction of the vehicle.Moving the connecting element into the safety position can, for example, cause a pitching motion of the vehicle, particularly at the front and / or rear axle. This can cause the bumper of the vehicle facing the other vehicle in the collision to be at least partially overlapped with the bumper of the other vehicle, particularly the one facing the first vehicle, in the vertical direction. Similarly, if the spring assembly is located at the front axle of the vehicle, moving the connecting element into the safety position at the front axle can cause the vehicle body to compress, causing it to pitch, especially at the front axle. This can move the front bumper of the vehicle, and in particular its bending beam, downwards in the vertical direction.Furthermore, the rear bumper of the vehicle, in particular its bending beam, can be moved upwards in the vehicle's vertical direction. If the suspension system is located on the rear axle of the vehicle, moving the connecting element into the safety position can cause the body to compress at the rear axle. This can cause the body to dip at the rear axle and / or dip at the front axle, which can cause the rear bumper, in particular its bending beam, to move downwards in the vehicle's vertical direction and / or the front bumper, in particular its cross member, to move upwards in the vehicle's vertical direction.The pyrotechnic triggering element thus enables an adaptation of the suspension struts, so that, for example, if the vehicles' pitching is insufficient or impossible due to targeted braking or acceleration, it can be ensured that the vehicle whose bumper facing the other vehicle is higher in the vehicle's vertical direction pitches even further and / or that the bending cross member on the other vehicle's vertical direction can be deflected further upwards by the pitching of the body on the axle facing away from the other vehicle.It can therefore be ensured, in particular, that in the event of an accident the bending cross members of the vehicles, i.e., for example, of the first vehicle and the second vehicle, can collide in a controlled manner, so that in the event of a crash, for example, both vehicles can fully activate their body-in-white structure. Thus, the spring device according to the invention can be used, in particular, to achieve bending beam adaptation for improved crash adaptation.

[0023] To enable the movement of the connecting part into the safety position to be particularly reliable and / or particularly fast, a further embodiment provides that the locking element can be destroyed, at least partially, in particular predominantly or completely, by means of the pyrotechnic release element, by means of an explosion, in particular in a targeted manner, in order to release the connecting part from the locking element, thereby allowing or causing the connecting part to be moved from the normal position into the safety position. In other words, the activation of the pyrotechnic release element, in particular by explosion, is accompanied by the destruction, at least partially, of the locking element, thereby allowing or causing the connecting part to be released from the locking element, i.e., for example, allowing or causing it to be decoupled from the locking element.Thus, in the second state, the locking element is at least partially destroyed by the explosion. In the first state, the aforementioned destruction of the locking element does not occur. This means that in the first state, the locking element is not destroyed, particularly by the explosion. In other words, the locking element is intact in the first state. The explosion can be understood to mean, in particular, a preferably controlled explosion, for example, by means of at least one pyrotechnic charge in the triggering element. Thus, the pyrotechnic triggering element can contain the pyrotechnic charge, for example, in the form of explosives.

[0024] To ensure that the connecting part is held particularly securely to the base part in the normal position and that moving the connecting part into the safety position in the event of an accident is particularly reliable and / or safe, a further embodiment provides that the locking element is designed as a screw element. In other words, specifically with regard to the normal and safety positions, the connecting part is screwed to the base part, preferably directly, by means of the screw element in the normal position. This screwing is preferably omitted in the safety position, or in the second state. Accordingly, in the first state, the connecting part is screwed to the base part by means of the screw element. The locking element is thus, for example, designed as a self-tapping screw.

[0025] To enable the connecting part to be moved into the safety position with particular reliability and / or to be held in the safety position against the base part with particular reliability, especially in a defined manner, a further embodiment provides that the first component has at least one stop element, which is held against the base part, in particular at least indirectly or directly. The connecting part can be supported or rests against this stop element in the safety position, especially with regard to the safety position and the normal position, in the downward direction towards the vehicle, in particular directly. In other words, when the connecting part is moved from the normal position to the safety position, it collides with the stop element, causing the connecting part to bear against the stop element, for example directly, particularly in the safety position.The fact that the connecting part, in the safety position, can be supported or is supported downwards against the stop element in the vehicle's upward direction, can be understood in particular to mean that, in the safety position, the connecting part can be supported or is supported against the stop element in the first direction of movement. Thus, the connecting part, designed, for example, as a lower spring stop, can be released, particularly in the normal position, by means of the split screw, allowing the connecting part to move up to a defined stop in the form of the stop element. The connecting part is in the safety position, in particular, when it is in contact with the stop element.

[0026] To enable particularly advantageous, and especially targeted, adjustment of the compression and / or rebound movement of the structure during an accident, a further embodiment provides that the spring assembly comprises at least one damper unit, which has at least two chambers that can be filled with or are filled with a fluid, and at least one valve assembly by means of which the chambers can be fluidically connected to each other, for example, directly, and fluidically separated from each other. In other words, the chambers, i.e., the fluid in the first chamber and the fluid in the second chamber, can be coupled and uncoupled from each other, particularly fluidically, by means of the valve assembly.This allows, particularly in a shock absorber of the suspension system, the suspension system to be made particularly stiff if no-sagging is not required or if it would be necessary to prevent compression. This is achieved by preventing the shock absorber, i.e., for example, the first and second components, from moving relative to each other. This is particularly feasible by controlling the fluid flow, especially oil flow, within the shock absorber via a valve and / or throttle, preferably an intelligently controlled one, in the form of a valve assembly, and, for example, by completely preventing it. The fluid is preferably a liquid, especially oil. Since liquids are incompressible, the entire strut would then no longer be able to nod.For this purpose, for example, the entire structure of the strut, specifically the absorber, is designed to be particularly robust. The chambers are, for example, at least partially formed by the first and / or second component.

[0027] A second aspect of the invention relates to a crash protection device for a motor vehicle, which is, for example, a passenger car. Preferably, the motor vehicle, particularly in its fully manufactured state, has the crash protection device. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0028] The accident protection device comprises at least one spring assembly according to the first aspect of the invention. Furthermore, the accident protection device comprises at least one accident detection device for detecting an impending and / or actual accident between the motor vehicle and another motor vehicle. This means that the impending and / or actual accident between the motor vehicle and the other motor vehicle can be detected or is detected by means of the accident detection device. Detection can be understood, in particular, as determining and / or sensing.Furthermore, the accident prevention device includes at least one electronic computing unit by which, in the event of an accident detected by the accident detection device—that is, when the imminent or actual accident has been detected by the accident detection device—the pyrotechnic release element can be triggered, in particular in a targeted manner, to release the connecting part from the locking element and move it from the normal position to the safety position. This means that the release element can be triggered, or is triggered, by means of the electronic computing unit, thereby enabling or causing the movement of the connecting part from the normal position to the safety position.To trigger the pyrotechnic release element, the electronic computing device sends at least one control signal to the pyrotechnic release element.

[0029] To further improve the vehicle's crash performance, the vehicle, in a further embodiment, has at least one detection device for sensing a bumper, in particular the cross member of the bumper, located at an end of the other vehicle facing the vehicle. This means that the detection device can detect or sensing the bumper, in particular its cross member, located at the end of the other vehicle facing the vehicle, for example, the height of the bumper or its cross member extending in the vertical direction of the other vehicle. "Sensing" in this context can be understood as, in particular, determining or detecting.Because the bumper of the other vehicle is located at the end of the other vehicle facing the first vehicle, for example, if the other vehicle collides with the first vehicle in the accident, the bumper of the other vehicle is designed as a front bumper, and if, for example, the first vehicle collides with the first vehicle in the accident, the bumper of the other vehicle is designed as a rear bumper.

[0030] Preferably, it is provided that, depending on the detected bumper, in particular the detected height or the detected bending cross member, the release element can be triggered, in particular in a targeted manner, by means of the electronic computing device, whereby the pitching movement of the motor vehicle can be effected or is effected by moving the connecting part into the safety position, in order to bring a bumper of the motor vehicle facing the other motor vehicle into at least partial, in particular predominantly or completely, overlap in the vehicle's vertical direction with the bumper of the other motor vehicle.In other words, when the triggering of the release element moves the connecting part into the safety position, this movement is accompanied by a pitching motion that causes the bumper, in particular its bending beam or cross member, to move vertically in the vehicle direction, for example upwards or downwards. This movement allows the bumper to be, or is, brought into at least partial overlap with the bumper of the other vehicle in the vertical direction. This overlap can be understood, in particular, as meaning that the bumper of the vehicle is at least partially, especially with respect to the vertical direction of the vehicle and / or the other vehicle, at the same height as the bumper of the other vehicle, thus ensuring that the bumpers are, in particular, at the same height.This allows the bumpers, especially the bending cross members, to be supported against each other in the event of an accident, resulting in particularly good, and especially targeted, deformation behavior of the car body in the event of an accident.

[0031] To detect the bumper of another vehicle particularly reliably and / or with minimal effort, the detection device is designed as a camera, for example, or the detection device incorporates a camera. This means that the detection of the bumper of the other vehicle, especially its height, can be achieved, or is achieved, by means of the camera.

[0032] To detect the bumper of another vehicle particularly reliably and / or quickly, it is alternatively or additionally provided, for example, that the detection device includes a receiver or is designed as a receiver. It is provided that the receiver is capable of receiving at least one piece of information transmitted by the other vehicle, characterizing the height of the bumper, in particular its bending beam, of the other vehicle. The aforementioned detection can thus refer to receiving this information. This means that the detection of the bumper can be achieved by receiving the information. Receiving the information can be part of car-to-car communication between the vehicle and the other vehicle.

[0033] To further improve the vehicle's crash performance, the vehicle, in a further embodiment, has at least one transmitting device by means of which at least one piece of information, which can be referred to as the second piece of information, can be sent or is sent to the other vehicle, for example, to a receiving device of the other vehicle. This second piece of information characterizes the height of the bumper of the other vehicle, in particular its bending beam. This allows the other vehicle to adjust its height, in particular the height of its bumper or bending beam, to the height of the bumper of the other vehicle, thereby ensuring particularly good mutual support of the bumpers in the event of a crash.

[0034] A third aspect of the invention relates to a method for operating a spring device according to the first aspect of the invention and / or a method for operating a crash protection device according to the second aspect of the invention. Also disclosed is a method for operating a motor vehicle which has at least one spring device according to the first aspect of the invention and / or at least one crash protection device according to the second aspect of the invention. Advantages and advantageous embodiments of the first and second aspects of the invention are to be considered as advantages and advantageous embodiments of the third aspect of the invention, and vice versa.

[0035] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawings. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0036] This shows: Fig. 1 a schematic and perspective partial view of a chassis with a spring device according to the invention, which has a connecting part in a normal position; and Fig. 2 a schematic perspective view of a spring device according to the invention, which has a connecting part in a normal position; and Fig. 3 a further schematic perspective view of a spring device according to the invention, which has a connecting part in a normal position; and Fig. 4 a further schematic perspective view of a spring device according to the invention, which has a connecting part in a normal position; and Fig. 5 a schematic partial sectional view of a spring device according to the invention, which has a connecting part in a normal position; and Fig. 6 a schematic and perspective partial view of a chassis which has a spring assembly with a connecting part in a safety position; and Fig. 7 a schematic perspective view of a spring device according to the invention, which has a connecting part in a safety position; and Fig. 8 a schematic representation to illustrate a motor vehicle accident; and Fig. 9 a schematic representation of an accident protection device according to the invention; and Fig. 10 a schematic perspective view of a bumper system; and Fig. 11 a schematic representation to illustrate a further accident of the motor vehicle; and Fig. 12 a schematic perspective view of a spring device according to a further embodiment of the invention with a second connecting part in a second safety position; and Fig. 13 a schematic perspective view of a spring device according to a further embodiment of the invention, viewed obliquely from above with a second connecting part in a second safety position; and Fig. 14 a schematic partial sectional view of a shock absorber of a spring device according to a further embodiment of the invention; and Fig. 15 a further schematic partial sectional view of a shock absorber of a spring device according to a further embodiment according to the invention.

[0037] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0038] Fig. Figure 1 shows a schematic and perspective partial view of a landing gear 10 for a vehicle in Fig. 1 motor vehicle 12 (not shown). The chassis 10 has, for example, at least one wheel suspension 14, but preferably several, for example four, wheel suspensions 14. The chassis 10 has at least one spring assembly 16, but preferably several, for example four, spring assemblies 16. For example, each wheel suspension 14 has the respective spring assembly 16, that is, for example, each of the aforementioned spring assemblies 16. In the following, one of the wheel suspensions 14 or one of the spring assemblies 16 is explained by way of example. However, the described embodiments can also relate to several, in particular all, of the wheel suspensions 14 or the spring assemblies 16.

[0039] In Fig. Figure 2 shows the spring assembly 16 in a schematic perspective view from the front. Fig. 3 and in Fig. Figure 4 shows the spring assembly 16 in a further schematic perspective view. Preferably, the spring assembly 16 is designed as a spring and damper assembly. The spring assembly 16, or the spring-damper assembly, thus includes, for example, a shock absorber 18. In this case, the spring assembly 16 is designed as a strut.

[0040] The spring assembly 16, in particular the shock absorber 18, comprises at least one first component 20, which has a base part 22, which can be referred to as the first base part 22. The base part 22 has at least one first mounting area 24, via which the first component 20, in particular the base part 22, is connected at least indirectly to a not in Fig. 1, Fig. 2, Fig. 3 to Fig. The vehicle wheel 26 of the motor vehicle 12, as shown in Figure 4, can be coupled or connected to the suspension assembly 14. This coupling is achieved, in this case, via a wheel carrier 28, which is specifically designed separately from the suspension assembly 16. Preferably, the wheel suspension 14 includes the wheel carrier 28. Thus, the vehicle wheel 26 can be coupled or connected to the suspension assembly 16 via the first mounting area 24 and the wheel carrier 28, i.e., it can be attached or fastened to the suspension assembly 16. The first mounting area 24 can therefore also be referred to as the "wheel connection" or "wheel carrier connection".

[0041] Furthermore, the spring assembly 16, in particular the shock absorber 18, has at least one second component 30, which is designed separately from the first component 20 and is translationally movable relative to the first component 20. This is particularly well suited in Fig. Figure 5 shows the spring assembly 16 in a schematic and perspective partial sectional view. In this case, the first component 20, in particular the first base part 22, has at least one receiving opening 32 in which the second component 30, for example a second base part 34 of the second component 30, is received, at least partially, so as to be translationally movable relative to the first component 20. As shown in Fig. 2, Fig. 3 to Fig. As shown in Figure 4, the second base part 34 is, for example, at least partially, in particular predominantly or completely, for example entirely, covered by at least one protective element. The protective element 36 is, for example, designed as a protective rubber.

[0042] The second component 30 has at least one second mounting area 38, which is spaced apart, in particular, from the first mounting area 24. The second component 30, for example, the second base part 34, can be coupled, at least indirectly, and in particular directly, to a body of the motor vehicle 12, for example, to a strut tower 40 of the body. In the exemplary embodiment, the second mounting area 38 is formed by a mounting plate, which can also be referred to as a connecting plate. Thus, in this case, the second component 30 has a mounting device comprising the second mounting area 38, which is designed as a mounting plate. The strut tower can also simply be referred to as a spring dome.

[0043] Furthermore, the spring assembly 16 comprises at least one, in particular mechanical, spring element 42, which is designed separately from the components 20, 30. In this case, the spring element 42 is designed as a coil spring. The first and the second components 20, 30 are coupled to each other, for example directly, via the spring element 42, in particular by spring suspension. The first component 20 has at least one connecting part 44, which is held, for example directly, on the first base part 22 and which projects outwards from the base part 22 in the radial direction of the first base part 22. The spring element 42 is attached, in particular directly, to the connecting part 44, which is designed, for example, as a lower spring stop. The coupling of the spring element 42 to the first component 20 is thus effected via the connecting part 44, which can be referred to as the first connecting part 44.

[0044] In order to particularly improve the crash behavior of the motor vehicle 12, the first connecting part 44 of the spring assembly 16 is translationally movable in the axial direction 46 between a normal position 48 and at least one safety position 50 relative to the base part 22. Fig. 1, Fig. 2, Fig. 3, Fig. 4 to Fig. 5 the first connecting part 44 is in the normal position 48. In Fig. Figure 6 shows the chassis 10 in a schematic and perspective partial view. Furthermore, in Fig. Figure 7 shows the spring assembly 16 in a schematic perspective view from the front. It is located in Fig. 6 and in Fig. 7 the first connecting part 44 in the safety position 50. In the safety position 50, the first connecting part 44 is arranged further down in the vehicle's vertical direction 52 than in the normal position 48. This means that in the safety position 50, the first connecting part 44, particularly in the axial direction 46, is further away from the structure, especially the strut tower 40, than in the normal position 48. Preferably, the axial direction 46 runs at least substantially parallel to the vehicle's vertical direction 52. Furthermore, the spring assembly 16, in particular the first component 20, has at least one locking element 54 by means of which, particularly with regard to the normal position 48 and the safety position 50 exclusively, the connecting part 44 is secured in the normal position 48 against movement, in particular translational movement, from the normal position 48 to the safety position 50.Furthermore, the spring assembly 16, in particular the locking element 54, has at least one pyrotechnic release element 56 by means of which the first connecting part 44 can be released from the locking element 54, in particular in a controlled manner, to move the first connecting part 44 from the normal position 48 into the safety position 50. For example, several such locking elements 54 and / or several such pyrotechnic release elements 56 are provided.

[0045] Preferably, the locking element 54 is designed to be at least partially destroyed by means of the pyrotechnic release element 56, particularly by controlled detonation, in order to release the first connecting part 44 from the locking element 54, thereby allowing or moving the first connecting part 44 from the normal position 48 to the safety position 50. In the present case, the locking element 54 is designed as a screw element, in particular as an explosive screw.Accordingly, in the present case the locking element 54, which in the normal position 48 is held on the first connecting part 44 and / or on the base part 22, is removed from the first connecting part 44 and / or from the base part 22 in the safety position 50, i.e. detached, whereby, for example, a fastening point at which the first connecting part 44 is held on the base part 22 by means of the locking element 54 in the normal position 48, in particular fixed, i.e. immovable, is free from the locking element 54 in the safety position 50.

[0046] The term "detonating screw" refers specifically to a special fastening element that can be detonated in a controlled manner when needed. A detonating screw typically consists of a metal tube that is at least partially filled with an explosive and has a screw-like shape at one end. This explosive could be the pyrotechnic trigger element 56. The detonating screw can be deliberately detonated using an electric detonator or other detonation mechanism, thereby releasing the fastening element. Thus, the pyrotechnic trigger element 56, in particular, incorporates a detonator, such as an electric one.

[0047] In the exemplary embodiment, the first component 20 has at least one stop element 58, which is held, in particular directly, on the base part 22 and which projects, for example, outwards from the base part 22 in the radial direction of the base part 22. In the safety position 50, the first connecting part 44 can be supported or is supported, preferably directly, on the stop element 58 in the vehicle's upward direction 52, i.e., in the axial direction 46, away from the strut tower 40. The stop element 58 is thus designed to stop the translational movement of the first connecting part 44 downwards in the vehicle's upward direction 52, whereby the first connecting part 44 can be brought into the safety position 50 in a defined manner and remain there.The first connecting part 44, also referred to as the lower spring stop, can thus be released by means of the at least one detonating screw and move up to a defined further stop in the form of the stop element 58. This allows a particularly rapid pitching of the body or the vehicle 12 to occur on a vehicle axle on which the spring assembly 16 is arranged. The resulting advantages for accident protection are explained below. For example, care must be taken to ensure that a shock absorber 18 does not adversely affect the rapid pitching due to its damping properties.

[0048] In Fig. Figure 8 shows a schematic side view illustrating an accident involving motor vehicle 12. In the Fig. In the example shown in Figure 8, another vehicle 60, which can also be referred to as a second vehicle, collides with vehicle 12 from behind, specifically directly, in the longitudinal direction of vehicle 12. The Fig. The accident shown in Figure 8 is therefore a rear-end collision with respect to vehicle 12 and a head-on collision with respect to the other vehicle 60. Vehicles 12 and 60 are, for example, passenger cars. In the Fig. In the embodiment shown in Figure 8, the motor vehicle 12 is designed as a sports car, whereas the other motor vehicle 60 is designed as an SUV, which can also be described as an off-road vehicle. It is evident that the motor vehicle 12 is designed to be lower, particularly in the vertical direction, than the other motor vehicle 60, and in particular, it sits lower or flatter on the road surface than the other motor vehicle 60.

[0049] In Fig. Figure 9 shows a particularly schematic representation of a crash protection device 62. In the present case, the motor vehicle 12 has the crash protection device 62. Preferably, the other motor vehicle 60 also has such a crash protection device 62. The embodiments of the crash protection device 62 can therefore refer in the following to both the crash protection device 62 of the motor vehicle 12 and the crash protection device 62 of the other motor vehicle 60. As in Fig. As shown in Figure 9, the accident protection device 62 has at least one of the spring devices 16, preferably several or all of the spring devices 16.

[0050] In Fig. Figure 10 shows a schematic perspective view of a bumper system 64, which in particular comprises at least one bumper 66. The bumper 66 has at least one bending beam 68, which is in particular designed as a bending crossbeam. The bumper 66 can be designed as a front or rear bumper. In the present case, the motor vehicle 12 has a front bumper 66 and a rear bumper 66, that is, in particular, a front bumper system 64 and a rear bumper system 64. Furthermore, for example, the other motor vehicle 60 has a front bumper 66 and a rear bumper 66, that is, in particular, a front bumper system 64 and a rear bumper system 64.

[0051] Furthermore, the accident protection device 62 has at least one accident detection device 70 for detecting an impending or actual accident involving the motor vehicle 12 and / or the other motor vehicle 60. Thus, by means of the accident detection device 70, for example, the Fig. The accident illustrated in Figure 8 is recorded. The accident of motor vehicle 12 is, in particular, the accident of motor vehicle 12 with the other motor vehicle 60. Specifically, the accident of the other motor vehicle 60 with motor vehicle 12 can be recorded by means of the accident detection device 70 of the accident protection device 62 of the other motor vehicle 60. Furthermore, the accident protection device 62 has at least one electronic computing device 72 by means of which, in the event of the accident recorded by the accident detection device 70, the pyrotechnic release element 56 of at least one of the spring devices 16, in particular of the respective motor vehicle 12, 60, can be triggered or is triggered in order to release the first connecting part 44 from the locking element 54 in order to move the first connecting part 44 from the normal position 48 to the safety position 50.This allows, particularly in a collision area where the vehicles 12 and 60 collide during the accident, the vertical direction of the respective vehicles 12 and 60 to be adjusted to each other, thereby minimizing the consequences of the accident.

[0052] Preferably, the crash protection device 62 has a detection device 74 for detecting the bumper 66, in particular its bending beam 68, of the further motor vehicle 60, which is arranged at an end 76 of the further motor vehicle 60 facing the motor vehicle 12. In the Fig. In the embodiment shown in Figure 8, the end 76 is a front end of the further motor vehicle 60. Furthermore, it is provided, for example, that the bumper 66, in particular its bending member 68, of the motor vehicle 12, arranged at an end 78 of the motor vehicle 12 facing the further motor vehicle 60, can be detected or is detected by means of the detection device 74 of the crash protection device 62 of the further motor vehicle 60. In the embodiment shown in Figure 8, the end 76 is a front end of the motor vehicle 60. Fig. In the embodiment shown in Figure 8, the end 78 is a rear end of the motor vehicle 12. The term "capturing the respective bumper 66" can be understood to mean, in particular, capturing the respective height of the respective bumper 66, especially of the respective bending beam 68.

[0053] Furthermore, it is provided that the electronic computing unit 72 of the crash protection device 62 of the motor vehicle 12 can trigger, or is triggered, the release element 56 of at least one of the spring assemblies 16 of the motor vehicle 12, thereby causing a pitching movement 80 of the motor vehicle 12 by moving the connecting part 44 of this spring assembly 16 into the safety position 50, in order to bring the bumper 66 of the motor vehicle 12 facing the other motor vehicle 60 into at least partial overlap in the vehicle's vertical direction with the bumper 66 of the other motor vehicle 60. This pitching movement 80 is accompanied in particular by a compression of the body of the motor vehicle 12 at its front axle and a rebound of the body of the motor vehicle 12 at its rear axle, thereby moving the bumper 66, and thus in particular the bending beam 68, of the motor vehicle 12 at its rear upwards in the vehicle's vertical direction, which in Fig. 8 is illustrated by means of an arrow 81.

[0054] Preferably, it is provided that, by means of the electronic computing device 72 of the crash protection device 62 of the further motor vehicle 60, the release element 56 of at least one of the spring devices 16 of the further motor vehicle 60 can be triggered or is triggered depending on the detected bumper 66, whereby, by moving the connecting part 44 of this spring device 16 into the safety position 50, a pitching movement 84 of the further motor vehicle 60 can be effected in order to bring the bumper 66 of the further motor vehicle 60 facing the motor vehicle 12 into at least partial overlap in the vehicle's vertical direction with the bumper 66 of the motor vehicle 12. The pitching movement 82 can be referred to as the second pitching movement. In the case of the Fig. In the embodiment shown in Figure 8, the second pitching movement 82 is accompanied by a compression of the body of the other vehicle 60 at its front axle and a rebound of the body of the other vehicle 60 at its rear axle. This allows the bumper 66 of the other vehicle 60 to move downwards in the upward direction of the vehicle, which in Fig. Figure 8 illustrates this with an arrow 84. Furthermore, this allows the height of the bending beams 68 of the bumpers 66 to be adjusted to each other, so that in the event of an accident the bending beams 68 can support each other.

[0055] The respective pitching movement 80, 82 can be generated in particular by moving the respective first connecting part 44 of at least one of the spring devices 16, in particular of both spring devices 16 on the respective rear axle, into the safety position 50 on the respective front axle of the respective motor vehicle 12, 60, whereby the compression of the respective body can be caused in the respective front axle.

[0056] The respective pitching movement 80, 82 can in particular be understood as a pivoting movement of the respective body of the respective motor vehicle 12, 60 about a pivoting axis extending in the transverse direction of the respective motor vehicle 12, 60.

[0057] To further amplify the pitching motion 80, which can be referred to as the initial pitching motion 80, the vehicle 12 is braked, particularly if the accident is unavoidable and / or if the vehicle 12 is moving forward longitudinally, i.e., if it is rolling forward. This causes the body of the vehicle 12 to pitch at the front axle. As a result, for example, the rear bumper 66, and in particular the bending beam 68, rises in the direction of the vehicle's height. Before the impact of the other vehicle 60 on the vehicle 12, the braking is preferably interrupted, i.e., one of the brakes of the vehicle 12 is released.

[0058] To intensify the second pitching motion 82, the other vehicle 60 is braked, for example, especially if an accident is unavoidable, in order to minimize crash energy. During braking, the body of the other vehicle 60 pitches at the front axle, causing the bumper 66, and in particular the bending beam 68, to move further downwards at the front of the vehicle in the vertical direction.

[0059] Equivalent to the one in Fig. The illustration shown in section 8 is in Fig. Figure 11, a schematic side view, illustrates a further accident, which can also be referred to as a second accident, in which the motor vehicle 12 collides with the rear of the other motor vehicle 60 in its longitudinal direction. Thus, the further accident is a head-on collision with respect to motor vehicle 12 and a rear-end collision with respect to the other motor vehicle 60. By moving at least one of the first connecting parts 44 of motor vehicle 12 on its front axle, the bumper of motor vehicle 12, in particular the bending beam 68, can be moved upwards in the vehicle's vertical direction at one front of motor vehicle 12. This upward movement in the vehicle's vertical direction is described in Figure 11. Fig. 11 illustrated by means of an arrow 86. Furthermore, by moving at least one of the first connecting parts 44 on the rear axle of the further motor vehicle 60, the, in particular rear-side, bumper 66 or its bending beam 68, can be moved downwards at the rear in the upward direction of the vehicle, which in Fig. 11 is illustrated by means of an arrow 88.

[0060] To achieve the pitching motion 80 according to Fig. To be able to intensify the braking effect 11 particularly, it is provided, for example, that, especially when an accident is unavoidable, the vehicle 12 brakes, particularly deliberately, to minimize crash energy, causing the vehicle 12 or its body to dip at the front axle. However, the braking is preferably terminated shortly before the impact of the vehicle 12 with the other vehicle 60, meaning that one of the brakes of vehicle 60 is released before the impact. The body of the vehicle 12 then rebounds at the front axle, meaning that the body of the vehicle 12 dips backward. This causes the bumper or the bending beam 68 of the vehicle 12 to rise again in the vertical direction of the vehicle at the front axle.

[0061] To in Fig. 11 To be able to intensify the pitching motion 82 particularly, it is provided, for example, that, especially when the accident is unavoidable, the other vehicle 60 is accelerated, particularly briefly and / or impulsively, causing the other vehicle 60 at its rear axle or the body of the other vehicle 60 at the rear axle to pitch downwards in the vertical direction. This causes the bumper 66 or its bending beam 68 at the rear of the other vehicle 60 to tilt downwards in the vertical direction.

[0062] The respective dipping or deeper dipping of the suspension struts on a respective vehicle axle of the respective motor vehicle 12, 60, that is, on the front axle and / or on the rear axle of the respective motor vehicle 12, 60, can be achieved in particular as follows. The pyrotechnic triggering element 56 ensures that a spring stop for the spring element 42, in the form of the first connecting part 44, changes in the event of an accident. In this way, a change in the height of the body of the respective motor vehicle 12, 60 can be effected, which is transmitted at least in a 1:1 ratio to the respective bending beam 68 and can even reach a greater value via leverage and / or angles. During an assembly step referred to as the "marriage" in the manufacture of the respective motor vehicle 12, 60, the body of the respective motor vehicle 12, 60, for example, compresses due to its own weight.Dead weight, spring rate, and spring travel are independent of each other. They can therefore oscillate. A specific spring travel, for example, generates a specific counterforce to the dead weight through the spring constant of the spring element 42. By moving the connecting part 44 into the safety position 50, the spring travel can be extended. Then, the dead weight compresses the spring element 42 (also simply referred to as the spring) from above in the upward direction of the vehicle until the previous spring travel is reached. This spring travel can then be used for height compensation between the bending beams 68. Accordingly, the first connecting part 44, also referred to as the lower stop, is attached to the shock absorber 18 by means of split bolts.If the required pitching or further pitching occurs at the respective vehicle axle, these explosive bolts can be separated, particularly in a controlled manner, causing the first connecting part 44 to slide downwards in the vehicle's vertical direction 52, in particular to the stop element 58 located lower on a shock absorber leg. This allows the first connecting part 44 to slide, so to speak, to a second stop level.

[0063] For example, the second component 30 has a second connecting part 90, which is held, in particular directly, on the second base part 34 and which is, for example, the aforementioned mounting plate. The spring element 42 is attached, for example, directly, to the second connecting part 90. Thus, the spring element 42 is attached, for example, at one end, i.e., in particular at an end of the spring element 42 pointing downwards in the vehicle direction 52, to the first connecting part 44, and at the other end, i.e., for example at an end of the spring element 42 pointing upwards in the vehicle direction 52, the spring element 42 is attached to the second connecting part 90. Thus, the spring element 42 is held on the second component 30 via the second connecting part 90. The second connecting part 90 is therefore designed in this case as an upper spring stop for the spring element 42.

[0064] For example, the second connecting part 90 is translationally movable in the axial direction 46 between a second normal position 92 and at least a second safety position 94 relative to the strut tower 40, and in particular is held or held at least indirectly or directly on the strut tower 40. For example, the second connecting part 90 is screwed to the retaining device 96, in particular by means of screws 98, and is thereby connected to the strut tower 40, in particular by means of the retaining device 96.

[0065] In Fig. 2, Fig. 3, Fig. 4 to Fig. 5 the second connecting part 90 is in the second normal position 92. In Fig. 12 and in Fig. 13 is the second connecting part 90 in the second safety position 94. In this case, Fig. Figure 12 shows the spring assembly 16 in a schematic and perspective view from the front. Furthermore, in Fig. Figure 13 shows the spring assembly 16 in a further schematic perspective view. In the second safety position 94, the second connecting part 90 is arranged further up in the vehicle's vertical direction 52 than in the second normal position 92. This means that in the second safety position 94, the second connecting part 90 is further away from the strut tower 40 than in the second normal position 92. In particular, the second connecting part 90 is preferably arranged on the upper side of the strut tower 40 in the vehicle's vertical direction 52, both in the second normal position 92 and in the second safety position 94.

[0066] Furthermore, the spring assembly 16, in particular the second component 20, preferably comprises at least one second locking element 100, by means of which, in the second normal position 92, the second connecting part 90 is secured against movement, in particular translational or unintentional movement, from the second normal position 92, in particular into the second safety position 94. Furthermore, the spring assembly 16, in particular the second locking element 100, for example, comprises at least one second pyrotechnic release element 102, by means of which, in order to move the second connecting part 90 from the second normal position 92 into the second safety position 94, the second connecting part 90 can be released or is released by the second locking element 100, whereby, in particular, the second connecting part 90 is moved translationally from the second normal position 92 into the second safety position 94.For example, several such second locking elements 100 or several such second pyrotechnic release elements 102 are provided.

[0067] Preferably, the second locking element 100 is designed to be at least partially, and in particular predominantly or completely, destructible by means of the second pyrotechnic release element 102, particularly by a controlled explosion, in order to release the second connecting part 90 from the second locking element 100. The second locking element 100 is particularly preferably designed as a second screw element, in particular as a second explosive screw.

[0068] The spring assembly 16 can thus be integrated into the strut tower 40, into which, for example, the entire strut, particularly in the vehicle's vertical direction 52, is inserted from below. The strut tower 40 can then be used as a stop for the spring element 42. The strut, in particular the second connecting part 90, can, for example, move upwards in a defined manner through a through-hole in the strut tower 40, especially when moving into the second safety position 94. This allows for greater spring travel, thereby further intensifying the aforementioned height adjustment. For example, it is important to ensure that the accident is not a pedestrian or cyclist accident. For instance, specific deformation paths are provided in the vehicle's vertical direction below the hood, which are relevant, for example, to minimize head impacts.The second connecting part 90, also referred to as the upper stop, is, for example, securely screwed to the strut tower 40 from above, particularly with the aid of the mounting plate, also referred to as the connecting plate. This assembly can also be screwed to the strut tower 40 from above, also in the direction of the vehicle's height, using split bolts. As soon as the suspension travel is increased and the vehicle 12 or the other vehicle 60 is to dip further, the second screw elements, which are designed as split bolts, can be separated, allowing the upper stop, i.e., the second connecting part 90, of the strut to move upwards through the through-hole in the strut tower 40, in the direction of the vehicle's height.The second connecting part 90 is designed in particular such that it self-centers and / or wedges itself in the strut tower 40 during movement, or comes to a stop, in order to limit the translational movement into the second safety position 94. It is particularly preferred that the respective movement of the connecting parts 44 and 90 into their respective safety positions 50 and 94 is carried out together, i.e., in combination. Of course, this can also be done alternatively.

[0069] To effect the aforementioned respective nodding movements 80, 82, the respective pyrotechnic second release element 102 can be triggered by means of the electronic computing device 72, whereby the respective second connecting part 90 can be moved into the respective second safety position 94.

[0070] The detection device 74, for example, has at least one camera 104. Alternatively or additionally, the detection device 74 has at least one receiving device 106 by means of which at least one piece of information transmitted by the other motor vehicle 60, characterizing the height of the bumper 66, in particular the bending beam 68, of the other motor vehicle 60, can be received or is received. For example, it is provided that at least one piece of information characterizing the height of the bumper 66, in particular its bending beam 68, of the other motor vehicle 60, transmitted by the other motor vehicle 60, can be received or is received by means of the detection device 74 of the motor vehicle 12.Alternatively or additionally, it is provided, for example, that at least one piece of information characterizing the height of the bumper 66, in particular its bending beam 68, of the motor vehicle 12, transmitted by the motor vehicle 12, can be received or is received by means of the detection device 74 of the further motor vehicle 60.

[0071] For example, the crash protection device 62 of the motor vehicle 12 has at least one transmitting device 108 by means of which the information characterizing the height of the bumper 66 facing the other motor vehicle 60, in particular its bending beam 68, of the motor vehicle 12 can be transmitted to or is transmitted to the other motor vehicle 60. Furthermore, for example, the crash protection device 62 of the other motor vehicle 60 has at least one transmitting device 108 by means of which the information characterizing the height of the bumper 66 facing the other motor vehicle 12, in particular its bending beam 68, of the other motor vehicle 60, can be transmitted to or is transmitted to the motor vehicle 12.

[0072] In Fig. 14 and in Fig. Figure 15 shows the spring assembly 16, in particular the shock absorber 18, according to a further embodiment, in a schematic partial sectional view. The spring assembly 16, in particular the shock absorber 18, has at least one damper unit 110, which has two chambers 112 that can be filled with or are filled with a fluid. The chambers 112, 114 are, for example, at least partially, in particular predominantly or completely, bounded by at least one of the components 20, 30. In the present case, the chambers 112, 114 are, in particular completely, arranged within the second component 30, in particular its base part 34. A piston 116, mounted for translational movement, is arranged between the chambers 112, 114, and separates the chambers 112, 114 from each other. The piston 116 is, for example, part of the first component 20 or is formed by the first component 20, in particular its base part 22.The fluid in question is a liquid, in particular an oil.

[0073] In order to selectively adjust the damping characteristics of the spring assembly 16, in particular the shock absorber 18, the damper unit 110 has at least one valve assembly by means of which the chambers 112, 114 can be fluidically connected to and fluidically separated from each other, that is to say, in particular, fluidically connected to and fluidically separated from each other. The valve assembly 118 is in Fig. Figure 14 illustrates the direction of fluid flow with arrows. The fluid can be directed from the first chamber 112 to the second chamber 114 and vice versa via the valve assembly 118. Fig. Figure 14 illustrates a pressure load case, which is shown by an arrow 120. In Fig. Figure 15 shows a tensile load case, which is illustrated by arrow 122. For example, it is provided that the fluid flow from a first chamber 112 into the second chamber 114 and / or from the second chamber 114 into the first chamber 112 can be adjusted, in particular in a controlled manner, by means of the valve assembly 118. The fluid flow is, for example, a mass flow and / or a volume flow. For example, the valve assembly 118 has at least one valve or several valves.

[0074] For example, it is conceivable to integrate the ideas from the patent application DE 10 2008 037 803 A1 into the motor vehicle 12 and / or into the further motor vehicle 60, in order to, for example, further increase wheel loads pyrotechnically or to use recoil for a targeted alignment of the bending beams 68 to each other.

[0075] Also disclosed is a method for reducing the consequences of an accident, that is, for example, the in Fig. 8 and / or in Fig. The accident illustrated in Figure 11. The procedure envisages, for example, the operation of motor vehicle 12 and / or motor vehicle 60.

Claims

[1] Spring assembly (16) for a chassis (10) of a motor vehicle (12), comprising a first component (20) having a base part (22) having a first mounting area (24) via which the first component (20) can be coupled at least indirectly to a vehicle wheel (26) of the motor vehicle (12), a second component (30) movable translationally relative to the first component (20) having a second mounting area (38) via which the second component (30) can be coupled to a body of the motor vehicle (12), and a spring element (42) via which the first and the second component (20, 30) are coupled to each other, wherein the first component (20) has a connecting part (44) held on the base part (22) to which the spring element (42) is attached, characterized by, that the connecting part (44) is translationally movable in the axial direction (46) of the spring assembly (16) between a normal position (48) and at least one safety position (50), in which the connecting part (44) is arranged further down in the vehicle vertical direction (52) than in the normal position (48), relative to the base part (22), the spring assembly (16) has a locking element (54) by means of which the connecting part (44) is secured against movement from the normal position (48) in the normal position (48), and the spring assembly (16) has a pyrotechnic release element (56) by means of which the connecting part (44) can be released from the locking element (54) to move the connecting part (44) from the normal position (48) into the safety position (50). [2] Spring assembly (16) according to claim 1, characterized by, that the locking element (54) can be destroyed at least partially by means of an explosion using the pyrotechnic release element (56) in order to release the connecting part (44) from the locking element (54). [3] Spring assembly (16) according to claim 1 or 2 characterized by , that the locking element (54) is designed as a screw element. [4] Spring assembly (16) according to one of the preceding claims, characterized by , that the first component (20) has a stop element (58) held on the base part (22), on which the connecting part (44) can be supported downwards in the safety position (50) in the vehicle upward direction (52). [5] Spring assembly (16) according to one of the preceding claims, characterized bya damper unit (110) which has two chambers (112, 114) which can be filled with or are filled with a fluid and a valve device (118) by means of which the chambers (112, 114) can be fluidically connected to each other and fluidically separated from each other. [6] Accident protection device (62) for a motor vehicle (12), comprising at least one spring device (16) according to one of the preceding claims, comprising at least one accident detection device (70) for detecting an impending or actual accident of the motor vehicle (12) with another motor vehicle (60) and comprising at least one electronic computing device (72) by means of which, in the event of an accident detected by the accident detection device (70), the pyrotechnic release element (56) can be triggered in order to move the connecting part (44) from the normal position (48) to the safety position (50) and release the connecting part (44) from the locking element (54). [7] Accident protection device (62) according to claim 6, characterized by a detection device (74) for detecting a bumper (66) of the further motor vehicle (60) arranged at an end (76) of the further motor vehicle (60) facing the motor vehicle (12), wherein the release element (56) can be triggered by means of the electronic computing device (72) depending on the detected bumper (66), whereby a pitching movement (80) of the motor vehicle (12) can be effected by moving the connecting part (44) into the safety position (50) in order to bring a bumper (66) of the motor vehicle (12) facing the further motor vehicle (60) into at least partial overlap in the vehicle vertical direction (52) with the bumper (66) of the further motor vehicle (60). [8] Accident protection device (62) according to claim 7, characterized by, that the detection device (74) has a camera (104) and / or a receiving device (106) by means of which at least one piece of information transmitted by the other motor vehicle (60) and characterizing the height of the bumper (66) of the other motor vehicle (60) can be received. [9] Accident protection device (62) according to one of claims 6 to 8, characterized by at least one transmitting device (108) by means of which information characterizing the height of a bumper (66) of the motor vehicle (12) facing the other motor vehicle (60) can be sent to the other motor vehicle (60). [10] Method for operating a spring device (16) according to any one of claims 1 to 5 and / or for operating an accident protection device (62) according to any one of claims 6 to 9.

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