Crash protection device for a roof frame of a motor vehicle

Abstract

The invention relates to a crash protection device for a roof frame of a motor vehicle, comprising at least the following components: - a protective element for absorbing a collision load; - a joint arrangement for moving the protective element between a normal position and a protective position; and - a drive unit for actuating the joint arrangement to transfer the protective element into the protective position, wherein, when viewed in use from a design collision direction, the associated roof frame is covered by the protective element. The crash protection device proposed here represents an efficient and cost-effective measure for the protection of road users.

Description

[0001] The invention relates to a crash protection device for a roof frame of a motor vehicle, a roof frame with such a crash protection device for a motor vehicle, a motor vehicle with such a crash protection device or with such a roof frame, and a crash protection method for such a motor vehicle.

[0002] The number of cyclists in daily traffic is constantly increasing. The congestion of traffic among different road users also increases the risk of accidents. Fig. 1 to Fig. Figure 3 illustrates the high risk of injury in a side-on collision between a cyclist and a motor vehicle. The cyclist strikes the vehicle structure from the side. Due to the kinetic energy, the cyclist slides from the saddle toward the handlebars. The head strikes the side of the vehicle structure. The most dangerous area is the roof frame. Due to the roof rigidity required for occupant safety in the event of a rollover, this area is very hard and poses a high risk of head injuries to the cyclist.

[0003] Various systems are known, primarily using external airbags. These systems are very responsive and allow for a timely protective reaction (expansion and expansion of the crash bag) following an impact sensed by an impact sensor. However, these systems require subsequent repair or at least replacement of the pyrotechnics and the crash bag, even if the crash safety system was triggered incorrectly. With the increasing use of autonomous vehicles, it is assumed that the risk of collision (for example, due to a lack of eye contact communication) will increase in the early years of autonomous driving. At the same time, social acceptance of accidents involving partially or fully autonomous vehicles is currently extremely low. A cost-effective solution must be found for this.

[0004] Based on this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features of the invention are derived from the independent claims, for which advantageous embodiments are presented in the dependent claims. The features of the claims can be combined in any technically reasonable manner, whereby the explanations from the following description as well as features from the figures, which comprise additional embodiments of the invention, can also be consulted for this purpose.

[0005] The invention relates to a crash protection device for a roof frame of a motor vehicle, comprising at least the following components: - a protective element for absorbing a collision load; - a joint arrangement for moving the protective element between a normal position and a protective position; and - a drive unit for actuating the joint arrangement to transfer the protective element into the protective position, When used, the corresponding roof frame is covered by the protective element when viewed from a design collision direction.

[0006] Unless explicitly stated otherwise, ordinal numbers used in the preceding and following descriptions serve only to clearly distinguish them and do not reflect the order or ranking of the designated components. An ordinal number greater than one does not necessarily imply that another such component must be present.

[0007] The crash protection device proposed here is intended for a roof frame, which is designed, for example, as a rollover protection for vehicle occupants.

[0008] If a road user is detected on a collision course (i.e., a collision opponent is detected), a collision direction and collision load can be determined with sufficient probability. For this purpose, the protective element proposed here can be moved into a corresponding position when such a collision risk exists. In one embodiment, there is a single fixed position that represents the protective position. In another embodiment, there are multiple protective positions, which the protective element moves to and adjusts depending on the determined collision direction. Thus, with the protective element in an embodiment with multiple protective positions, a great deal of flexibility can be created with regard to an existing collision scenario.

[0009] Preferably, the protective position assumed is secured by means of a locking and / or inhibition so that an inadmissible evasive movement in the event of an impact can be safely excluded.

[0010] The protective element itself is, for example, a flat component, at least on the collision side, for example, slightly larger than the assumed size of a human head. In one embodiment, for greater flexibility with regard to the direction or type of collision, a significantly larger area is covered than that of a body part of a collision opponent that is likely to impact. In one embodiment, the protective element is a cost-effective sheet metal element (made of steel, organic sheet metal, or burst-resistant opaque plastic). The protective element is therefore a very cost-effective component that can also be easily replaced in the event of damage and can be removed and installed cost-effectively.

[0011] A joint arrangement is provided, preferably behind the protective element or outside an expected collision area, viewed from the direction of collision. This is designed, on the one hand, to transfer the protective element into the protective position, but on the other hand, also to create a distance between the protective element and the roof frame as an energy absorption section. In one embodiment, energy is absorbed by the joint arrangement itself when a collision load is introduced. In one embodiment, an energy-dissipating structure is additionally provided, for example a foam or a honeycomb structure, which is arranged between the roof frame and the protective element. Such an energy-dissipating structure is attached to the protective element, to the joint arrangement and / or to the roof frame, or is freely movable, or is attached or secured in position elsewhere.

[0012] In one embodiment, the drive unit is a pyrotechnic device by means of which, in a collision process with short reaction times, the protective element can still be moved into its protective position in a timely manner. Preferably, the drive unit is a reversible device, such as an electric, hydraulic, and / or mechanical drive. In one embodiment, a stop for the protective element or the joint arrangement is integrated into the drive unit, for example via an internal screw drive. In one embodiment, the drive unit is designed to be contactless, such that a (collision) load introduced into its provided force can be converted into an opposite movement without damage.

[0013] It is further proposed in an advantageous embodiment of the crash protection device that the drive unit comprises a rotary drive and acts on a corresponding gear of the joint arrangement by means of a worm wheel in order to move the protective element.

[0014] It is advantageous to create a self-locking mechanism by which the protective element is fixed in a desired protective position. Fixing via a self-locking mechanism is particularly advantageous for a plurality of (discrete) protective positions or a zone of seamlessly transitioning protective positions. Here, it is proposed to create such a self-locking mechanism via a worm wheel and corresponding gear, with the worm wheel being driven (rotationally) by the drive unit. Due to the small installation space required, a simple supply infrastructure, and a good performance profile, an electric motor is suitable for a rotary drive unit. However, other motors can also be used, for example a pneumatic or hydraulic drive. Alternatively, a linear drive or a spindle drive exerting an axial stroke can also be used.

[0015] It is further proposed in an advantageous embodiment of the crash protection device that the joint arrangement comprises two joint levers which can be pivoted about joint axes fixed to the vehicle and which are parallel to one another in order to move the protective element.

[0016] A joint arrangement with two articulated levers is particularly advantageous for both a defined position in the protective position and good mechanical stability. Furthermore, two articulated levers can be used to create a mimic effect, allowing a movement path adapted to a specific vehicle or the architecture of the roof frame or vehicle roof.In another aspect, several very different protective positions can be adopted using simple means, for example for an expected arrival (collision direction) of the collision load from above the vehicle (z-direction in the usual vehicle coordinate system) or from the side of the vehicle (y-direction) and / or for an impact collision (for example collision direction in the direction of a surface normal to the protective element) or for a deflecting, sliding collision (for example flatly inclined to the collision direction, leading away from a hard structure, for example the roof frame).

[0017] The articulated levers are preferably each pivotably and / or displaceably connected to the motor vehicle via their own vehicle-mounted articulated axis. In one embodiment, several (at least theoretical) vehicle-mounted articulated axes are provided, so that, for example, a linear and rotary movement can be performed in a superimposed manner, preferably especially for a variety of possible protective positions.

[0018] In one embodiment, a distance between the connection points of the two articulated levers to the protective element promotes a desired softness and / or deformation of the protective element, which is advantageous for such an impact of a collision load.

[0019] It should be noted that in one embodiment, several individual components together form an articulated lever, for example, offset from one another along a roof frame. In one embodiment, such components are mechanically connected to one another, preferably rigidly and simultaneously plastically deformable under a design collision load, or are formed separately, but are arranged so as to be movable like a single articulated lever (i.e., synchronously with one another).

[0020] It is further proposed in an advantageous embodiment of the crash protection device that the joint arrangement is designed in such a way that it can be plastically deformed by a design collision load.

[0021] While the roof frame is designed not to exhibit excessive plastic deformation even in the event of the motor vehicle rolling over, the joint arrangement is deformable even for the collision load of an average person as the collision opponent, preferably in such a way that a significant portion of the impact energy is dissipated. In one embodiment, the joint arrangement has a crash structure that converts a collision load, for example, into a long deformation path and / or into heat. In a preferred embodiment, deformation of the joint arrangement is designed for a design collision direction and collision load in such a way that the impact body is redirected away from hard structures of the roof frame and / or other areas of the motor vehicle.

[0022] It is further proposed in an advantageous embodiment of the crash protection device that the joint arrangement is connected to the drive unit via a predetermined breaking point such that the predetermined breaking point fails under a design collision load.

[0023] For example, for a particularly small number of components to be replaced after an impact in a corresponding collision between a road user (the other party involved in the collision) and the crash protection device, it is proposed here that the drive unit be protected against overload by a correspondingly designed predetermined breaking point. In an advantageous embodiment, the predetermined breaking point is also designed such that, in the event of a design overload of the predetermined breaking point, this energy is dissipated to a considerable extent by the predetermined breaking point, for example, through a honeycomb structure and / or ductile material.

[0024] According to a further aspect, a roof frame for a motor vehicle is proposed, comprising at least the following components: - a supporting structure as rollover protection for an associated motor vehicle, and - at least one crash protection device according to an embodiment as described above, wherein the joint arrangement is fixed on the vehicle side relative to the supporting structure.

[0025] The roof frame proposed here is an independent assembly or part of a bodyshell for a motor vehicle, wherein in the latter case the roof frame comprises, in one embodiment, several components, of which a (in theoretical or functional terms) common assembly is formed as a roof frame only when assembled to form a corresponding bodyshell.

[0026] The supporting structure, in its entirety, constitutes the rollover protection for the motor vehicle or is a component of such a system for the motor vehicle, whereby, for example, the pillars or even the connection nodes to a respective pillar are not part of the roof frame. However, the supporting structure exhibits a high degree of mechanical robustness in order to be able to absorb the (accelerated) vehicle mass with only minimal deformations relevant to the passenger compartment. Furthermore, the supporting structure is preferably configured to support other vehicle elements, such as a vehicle headliner, an outer skin, and / or a window frame or a door frame.

[0027] The crash protection device or at least one of its protective elements is arranged in such a way that a collision load arriving from a design collision direction is not introduced directly into the supporting structure, but is absorbed by the protective element and possibly the joint arrangement and / or other components of the crash protection device and / or is advantageously redirected by the latter, i.e. is guided out of its original collision direction directed into the supporting structure.

[0028] The joint assembly must be securely positioned relative to the support structure and is therefore preferably attached directly to the support structure. Alternatively or additionally, the joint assembly is indirectly connected to the support structure via at least one other component. Alternatively, the joint assembly is fixed elsewhere (e.g., to a pillar of the vehicle body shell) and only fixed relative to the support structure. Preferably, however, the support structure itself forms the counterbearing for the introduction of the collision load (which is assumed to be approximately ideally stiff for the load assumption).

[0029] It should be noted that, in one embodiment, a roof frame is equipped with a corresponding crash protection device in the longitudinal bar for a side impact. Alternatively or additionally, such a roof frame is equipped with a crash protection device in the transverse bar above the windshield and / or rear window (rear-end collision) for a frontal impact. It should be noted that the crash protection device comprises one or more protective elements and / or the roof frame comprises one or more crash protection devices, wherein the majority of the protective elements are movable independently of one another or are electronically and / or mechanically coupled to one another.

[0030] It is further proposed in an advantageous embodiment of the roof frame that the supporting structure is designed as a hollow beam with a cavity and the drive unit is arranged in the cavity, preferably designed as a rotary drive according to a crash protection device according to an embodiment as described above, wherein the worm wheel is arranged outside the cavity.

[0031] In this embodiment, the support structure is hollow, thus creating space available for the drive unit. Another advantage is that a drive unit, which often tends to be massive and hard, is not only protected by the protective element to protect a person (the other party in the collision) from a collision, but is also well protected from damage in the event of such a collision or if the vehicle rolls over. Furthermore, the drive unit is securely held during normal operation of the vehicle due to its arrangement in the hollow space of the hollow support and, if necessary, is insulated against sound emissions and / or protected against external heat input by means of insulating material arranged in the cavity.

[0032] In an advantageous embodiment of the roof frame, a crash protection device is provided, the drive unit of which comprises a rotary drive and acts on a corresponding gear of the joint assembly by means of a worm gear to move the protective element. Preferably, a shaft extending through the wall of the hollow support is arranged between the drive unit and the worm gear. As already described above, the worm gear is advantageous for self-locking the crash protection device in the protective position.

[0033] According to a further aspect, a motor vehicle is proposed, comprising at least the following components: - a chassis with drive train for propelling the motor vehicle; - a body shell with at least one crash protection device according to an embodiment as described above or with a roof frame according to an embodiment as described above; and - a crash protection processor and measuring sensors for monitoring a collision with the motor vehicle, wherein preferably the at least one crash protection device is reversibly movable back and forth between the normal position and the protection position triggered by the crash protection processor, and / or wherein a further function is preferably integrated into at least one of the protective elements of the crash protection device.

[0034] The motor vehicle, for example, is designed conventionally, with a transport cell for transporting people and / or goods. Propulsion is provided by a chassis comprising wheels, a prime mover, and a drive train, as well as a vehicle suspension and steering system.

[0035] A body shell is provided for the transport cell or simply for its connection to the chassis. The transport cell is usually structurally enclosed within the body shell, meaning that the forces of a rollover movement of the vehicle are absorbed by the body shell and the occupants in the transport cell are protected. A roof frame is provided above the transport cell for this purpose, as previously described. It should be noted that the crash protection device comprises one or more protective elements and / or the motor vehicle comprises one or more crash protection devices, wherein the majority of the protective elements are movable independently of one another or are electronically and / or mechanically coupled to one another.

[0036] By dispensing with an airbag, and preferably a pyrotechnic drive, the mobility of the crash protection device or protective element is reversible. This allows such a protective element to be deployed as a precautionary measure when the probability of a collision is sufficiently high. However, if such a collision does not occur, or is not severe enough to result in plastic deformation, the protective element can be returned to its normal position.

[0037] It is further proposed here that a protective element simultaneously fulfills another function in the motor vehicle, for example, as a solar panel, design element, openable roof element, glass roof, sliding element, or ventilation element for interior climate control. The joint arrangement can be used for this function and / or further mobility of the protective element is provided.

[0038] It is further proposed in an advantageous embodiment of the motor vehicle that the crash protection processor and the measuring sensors for monitoring an environment relevant for a collision risk are included, which are set up with the aid of a crash risk algorithm to determine a collision risk with a potential collision opponent and the resulting collision direction and to transfer at least one of the protective elements of the crash protection device that is relevant for the acutely determined collision direction into its protective position, wherein preferably a warning device is also provided, by means of which a human-perceptible warning signal is output to at least the potential collision opponent when a collision risk is detected.

[0039] For this mode of operation, a trigger with a measuring sensor system for monitoring the surroundings of the motor vehicle and a crash protection processor for calculating a collision course of a detected object (for example, a cyclist) and particularly preferably a collision probability calculation are preferably provided. Additionally or alternatively, an impact sensor is configured as a trigger, for example, to detect the impact of a front wheel of a bicycle, as in Fig. 1 to Fig. 3, where the protective element is then moved into its protective position before the cyclist's body can impact the relevant support structure. In such a case, for example, in addition to a reversible drive, a pyrotechnic (irreversible) drive is also provided, which, however, is only activated when the impact sensor emits a corresponding signal.

[0040] According to one aspect, the collision opponent is further alerted to a possible collision with the motor vehicle in order to encourage an appropriate response on the part of the (potential) collision opponent. In a simple embodiment, this comprises a visual and / or acoustic warning signal. In one embodiment, this includes a display, for example, a road projection, of a planned or no longer avoidable course of travel of the motor vehicle in order to encourage an adapted evasive maneuver by the collision opponent.

[0041] According to a further aspect, a crash protection method for a motor vehicle according to an embodiment as described above is proposed, comprising at least the following steps in the order mentioned: a. by means of the measuring sensors, monitoring an environment relevant to a collision risk for a possible collision opponent and issuing a measuring signal when an object on a collision course has been detected in the monitored environment; b. by means of the crash protection processor, upon receipt of a measurement signal, determining a collision direction of a potential collision opponent; and c. by means of the crash protection processor, according to the determined collision direction, issuing a command to move a corresponding one of the protection elements into its protective position, wherein preferably in step c. in a step c1. by means of a warning device of the motor vehicle, a humanly perceptible warning signal is issued at least to the potential collision opponent, and / or wherein preferably in step b. a collision probability and / or an evasive maneuver with a crash avoidance probability is calculated for the potential collision opponent, and step c. is carried out only when there is a sufficient collision probability, and wherein particularly preferably in a subsequent step d., by means of the crash protection processor, a command is issued to transfer a protective element located in its protective position back to its normal position, only when a calculated collision probability is sufficiently low.

[0042] The method proposed here can be carried out by a motor vehicle as described above. Reference is made, at least optionally, to the previous description regarding procedural aspects.

[0043] Especially in the context of (partially or fully) autonomous driving, it is known that the vehicle's surroundings are monitored using measurement sensors, not only with regard to the traffic infrastructure (e.g., traffic lights, signs, and road layout), but also with regard to other road users and their movement trajectories. Known applications include collision protection and lane change assistance. Measurement sensors are currently primarily based on electromagnetic reflection detection (cameras for the visible light spectrum, LiDAR, and radar). However, it is also already known that the measurement sensors can incorporate movement patterns from other data sources, such as tracking signals from a smartphone or external cameras at traffic lights, for example. The use of entangled ions using quantum sensors to detect hidden objects is also being considered.This allows movement trajectories to be calculated from a relatively large distance from the vehicle and thus a collision course to be determined.

[0044] A crash protection processor, for example, is a unit located in the motor vehicle or in a wirelessly connected data center. This is an independent physical unit, a physically separate component, or even just a virtually separate component of a processor for processing digital data. Due to the rapidly increasing complexity of the overall situation, a quantum computer will be ideally suited for this purpose in the foreseeable future. Currently, trained artificial intelligence based on a neural network is suitable, and in particular the use of so-called transformers (using mathematical vectors, matrices, and tensors). Based on the detection of an object and / or a related movement pattern, a collision opponent and the associated collision direction can now be determined with a reliable degree of probability.It should be noted that a highly reactive protection system is also provided, possibly redundantly or in parallel (as already mentioned), for example using a pyrotechnic drive.

[0045] If a risk of collision has been determined using the measuring sensors in step a. and the crash protection processor in step b., the protective elements are extended early into their respective appropriate protective positions in step c. In one embodiment, the extension is so early that the drive unit can complete the extension from the triggering until a collision occurs (e.g., just in time). In another embodiment, or in another situation that allows for this in terms of time, the extension is triggered even earlier, for example, as a safety measure and / or as a warning function, preferably together with the output of a warning signal by a warning device.In one embodiment, in the event of a collision event that is too sudden for the process proposed here, a further system is used to trigger and optionally to drive the protective element, preferably with the aid of an impact sensor and / or a pyrotechnic drive as described above.

[0046] A suitable warning signal is designed to encourage an appropriate response on the part of the (potential) collision opponent. In a simple embodiment, this comprises a visual and / or acoustic warning signal. In one embodiment, this includes a display, for example, a road projection emitted by an LED matrix headlight and / or a laser projector, indicating a planned or unavoidable course of travel of the motor vehicle in order to encourage an adapted evasive maneuver by the collision opponent.

[0047] In an advantageous embodiment, a collision probability is also taken into account. It should not be confused with the fact that object detection is also associated with a certain error probability. Here, a trajectory is calculated from an object (preferably one that has been detected with sufficient certainty), for example, taking into account learned, expected behavior (for example, excessive braking on the front wheel in the case of a cyclist) and / or the vehicle's own braking behavior in unsafe road conditions. In other words, the collision probability is independent of the probability of whether a collision opponent is actually present at all, or whether this is merely a measurement error or error in the interpretation of the measured data.

[0048] To ensure sufficiently safe continued travel (if necessary, even to a repair shop), it is advantageous for the protective elements to be retracted once they have been extended, even in the case of an irreversible system or irreversible operating mode. However, a reversible return of the protective elements to their normal position is particularly advantageous. This makes it possible to cost-effectively activate the crash protection device even with a lower collision probability, i.e., to move the protective elements into the protective position, thus further increasing system safety.In an extreme application, for example, in certain traffic situations, the protective elements are moved into their protective position due to a corresponding high accident statistics (known to the crash protection processor) without an object or collision opponent with a probable risk of collision having been detected, for example when turning into an alley that cannot be seen.

[0049] The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, whereby it should be noted that the drawings are not to scale and are not suitable for defining proportions. It is shown in Fig. 1: a motor vehicle in frontal view with a cyclist approaching from the side on a collision course; Fig. 2: the situation according to Fig. 1 with a protective element in its protective position; Fig. 3: the situation according to Fig. 2 with the cyclist's head hitting the protective element in its protective position; Fig. 4: a section of a cross-section through a supporting structure of a roof frame with a crash protection device; Fig. 5: the roof frame according to Fig. 4 with the protective element in its protective position; Fig. 6: a schematic plan view of a motor vehicle with several protective elements and / or crash protection devices; and Fig. 7: a flowchart of a crash protection method for a motor vehicle to protect a road user.

[0050] In Fig. 1 shows a schematic frontal view of a motor vehicle 3 with a cyclist 31 approaching from the side on a collision course 26, i.e. as a potential collision opponent 24. By means of a measuring sensor 21 (not shown here, compare Fig. 6) an environment 23 is monitored for objects 25. Here, a road user 30 (here a cyclist 31) has been detected and identified, who is on a collision course 26 with the motor vehicle 3. There is a certain probability that the cyclist 31 would collide with the roof frame 2.

[0051] In Fig. 2, the situation is as per Fig. 1 at a somewhat later point in time, whereby here, due to the sufficiently high probability of the cyclist 31 impacting the roof frame 2, a protective element 4 of a crash protection device 1 is transferred into its protective position.

[0052] In Fig. 3 the situation is according to Fig. 2 is shown at a (still) slightly later point in time, with the cyclist 31 now hitting the protective element 4 with his head in its protective position from a collision direction 8 (collision load 5) and thus being effectively protected from impact with the roof frame 2. This significantly reduces the risk of injury or the severity of an injury.

[0053] It should be noted that the text occasionally refers to a plurality of protective elements 4, which does not necessarily mean that several protective elements 4 and / or several crash protection devices 1 must be present in the context mentioned.

[0054] In Fig. 4 is a section of a cross-section through a supporting structure 14 of a roof frame 2 of a shell 19 for a motor vehicle 3 (as shown for example in Fig. 6) with a crash protection device 1 in a simple embodiment. On the right in the illustration, a supporting structure 14 of the roof frame 2 is shown, designed as a hollow beam 15 (here purely optionally formed from sheet metal). Below this, for example, a door frame 32 and a door seal 33 resting on the supporting structure 14 (indirectly via an outer skin 35) are indicated. For example, this sectional plane lies between an A-pillar and a B-pillar of a motor vehicle 3 designed as a passenger car. To the left of the hollow beam 15, a vehicle headliner 34 and a crossbar 37 between the vehicle headliner 34 and the outer skin 35 of the motor vehicle 3 are shown. In this area, a crash protection device 1 is arranged, which here (in the purely schematic illustration) comprises a flat protective element 4, two articulated levers 11 of a joint arrangement 6, and a drive unit 7 (here purely exemplary shown as a rotary electric motor).The drive unit 7 is here (purely optional) housed in the cavity 16 of the hollow support 15, with its drive shaft 36 extending out of the hollow support 15 and having a worm gear 9 at the opposite end of the drive shaft 36. The worm gear 9 engages with a gear 10 of the joint arrangement 6 (here purely optionally at the right of the joint levers 11), so that a rotation of the drive shaft 36 is converted into an erection of the joint arrangement 6 (cf. Fig. 5). In this illustration, the protective element 4 is in its normal position, for example, for optimal aerodynamics of the motor vehicle 3. For this purpose, a seal 27 is also provided purely optionally between the support structure 14 and the protective element 4.

[0055] Furthermore, a measuring sensor system 21 (shown as a camera) for monitoring the surroundings 23 of the motor vehicle 3 and a crash protection processor 20 are shown here purely schematically. The crash protection processor 20 processes the signals from the measuring sensor system 21 and, if there is a sufficient collision probability, converts them into a control command for the drive unit 7.

[0056] In Fig. 5, the roof frame 2 is according to Fig. 4 with the protective element 4 in its protective position. By means of the drive unit 7 via the worm gear 9 and corresponding gear 10, the articulated levers 11 are pivoted about their vehicle-side joint axes 12 (here indirectly connected via the crossbar 37 to the supporting structure 14 of the roof frame 2) in such a way that, from the perspective of a design collision direction 8, the roof frame 2 or its supporting structure 14 is concealed, thus providing protection for a situation such as that in Fig. 3. In one embodiment, a predetermined breaking point 13 is created on the gear 10 on the articulated lever 11 shown on the right, so that the drive unit 7 remains encapsulated from impact with the protective element 4 and / or a predetermined movement of the protective element 4 (with the joint arrangement 6) is released. Such a system is then nevertheless considered fully reversible because it is only damaged in a crash. In one embodiment, the predetermined breaking point 13 is also designed such that a not insignificant amount of energy is dissipated there upon breaking.

[0057] In Fig. 6 shows a schematic plan view of a motor vehicle 3 with a plurality of protective elements 4 and / or crash protection devices 1. The motor vehicle 3 is, for example, a passenger car with (at least) rear-wheel drive, i.e., a drive train 18 with a chassis 17, of which a left drive wheel 28 and a right drive wheel 29 are shown here, which are connected to the drive train 18 in a torque-transmitting manner for propelling the motor vehicle 3.

[0058] Here, protective elements 4 are provided on the sides (purely optionally several in each case, here by way of example three), as well as at the rear above the rear window 39 and at the front above the windshield 38 (purely optionally several in each case, here by way of example two). For example, an independent crash protection device 1 is formed in each of these regions, thus in this case with several (two or three) protective elements 4. Alternatively, a single crash protection device 1 is provided or, conversely, each protective element 4 is assigned to an independent crash protection device 1. In this case, a common measuring sensor system 21 and / or a common crash protection processor 20 is preferably used for a plurality of crash protection devices 1. In another embodiment, due to the directional dependency, a measuring sensor system 21 is assigned to each crash protection device 1.Preferably, however, the measuring sensor system 21 is also used for other functions of the motor vehicle 3, for example for tasks of autonomous driving.

[0059] Here, a single (distance) sensor on the left front door of motor vehicle 3 is schematically indicated, for example a radar sensor and / or LiDAR [Light Detection And Ranging].

[0060] In Fig. 7 shows a flowchart of a crash protection method for a motor vehicle 3 for protecting a road user 30 in an advantageous embodiment. In step a., the measuring sensor system 21 monitors an environment 23 of the motor vehicle 3 relevant to a collision risk for a possible collision opponent 24, and a measurement signal is output if an object 25 that is detected or recorded or present with sufficient probability is on a collision course 26. In one embodiment, the object detection and calculation of the collision course are carried out using the crash protection processor 20 or an integrated or other processor, wherein the measuring sensor system 21 is a simple sensor or a simple sensor arrangement that is configured solely to detect (for example, reflective) points in the environment 23. For example, such a measuring sensor system 21 is a LiDAR or radar.Alternatively or additionally, the measuring sensor system 21 already includes a processor for processing measurement points. Artificial intelligence is preferably used to detect objects 25.

[0061] In a subsequent step b., a collision direction 8 of a potential collision opponent 24 is determined by means of the crash protection processor 20 upon receipt of a measurement signal. It should be noted that the collision course 26 and the collision direction 8 (of a collision load 5) can differ significantly from each other, as in the example in Fig. 3, whereby the head of the cyclist 31 impacts the roof frame 2 (or the protective element 4) more from above than from the side. Thus, a scenario is preferably also taken into account which results, among other things, from the type of collision opponent 24, but also, for example, from its (current and / or expected speed at the time of the collision 22).

[0062] In a subsequent step c., a command for moving a corresponding one of the protective elements 4 into its protective position is issued by the crash protection processor 20 according to the determined collision direction 8. This command is then executed by the crash protection device 1 via the drive unit 7, the joint arrangement 6, and the protective element 4. It should be noted that, with a plurality of protective elements 4, in one embodiment all protective elements 4 are moved into their protective position. In another embodiment, only the required protective elements 4 are extended, whereby this is carried out, for example, depending on whether the crash protection device 1 is reversible or not.Furthermore, in one embodiment, not a single protective position can be adopted as the only alternative to the normal position, but rather, depending on the command, a protective position adapted to the expected collision direction 8 and / or collision type. In an embodiment with a plurality of protective elements 4, the respective protective positions of the protective elements 4 are not necessarily identical, but are preferably also individually adapted.

[0063] In a preferred embodiment, in step c., in a step c1., a warning device of the motor vehicle 3 outputs a humanly perceptible, i.e., acoustic and / or visible, warning signal (light flash, siren, announcement, light projection and / or similar) to at least the potential collision opponent 24 (and preferably also to the vehicle occupant(s).

[0064] In a preferred embodiment, in step b., a collision probability and / or an evasive maneuver with a crash avoidance probability for the potential collision opponent 24 is calculated. Then, step c. is only executed if the collision probability is sufficient. A permissible evasive maneuver could, for example, be an abrupt acceleration of the motor vehicle 3 to avoid a collision course 26. Extending the protective elements 4 could be detrimental to this due to a possible resulting deterioration in the aerodynamics of the motor vehicle 3 and / or lead to damage to the respective protective elements 4.

[0065] In a particularly preferred (especially reversible) embodiment of the crash protection device 1, in a final step d., a command is issued by the crash protection processor 20 to return a protective element 4 located in its protective position back to its normal position. However, this only occurs if a calculated collision probability is sufficiently low. The reason for this is, for example, the detection of a misjudgment of an object 25, a movement trajectory, and / or a successfully executed evasive maneuver.

[0066] The crash protection device proposed here represents an efficient and cost-effective measure for the protection of road users. List of reference symbols 1 crash protection device 2 roof frames 3 Motor vehicle 4 protective element 5 Collision load 6 Joint arrangement 7 Drive unit 8 Collision direction 9 Worm gear 10 gear 11 articulated lever 12 vehicle-side articulated axle 13 Predetermined breaking point 14 Supporting structure 15 hollow beams 16 cavity 17 Chassis 18 Powertrain 19 Shell 20 Crash Protection Processor 21 Measuring sensors 22 Collision 23 Environment 24 collision opponents 25 objects 26 Collision Course 27 Seal 28 left drive wheel 29 right drive wheel 30 road users 31 cyclists 32 door frames 33 Door seal 34 Vehicle headliner 35 Outer skin 36 Drive shaft 37 crossbars 38 Windshield 39 Rear window

Claims

[1] Crash protection device (1) for a roof frame (2) of a motor vehicle (3), comprising at least the following components: - a protective element (4) for absorbing a collision load (5); - a joint arrangement (6) for moving the protective element (4) between a normal position and a protective position; and - a drive unit (7) for actuating the joint arrangement (6) to move the protective element (4) into the protective position, wherein, in operation, from a design collision direction (8), the associated roof frame (2) is concealed by the protective element (4). [2] Crash protection device (1) according to claim 1, wherein the drive unit (7) comprises a rotary drive and acts on a corresponding gear (10) of the joint arrangement (6) to move the protective element (4) by means of a worm gear (9). [3] Crash protection device (1) according to claim 1 or claim 2, wherein the joint arrangement (6) comprises two joint levers (11) which are pivotable to move the protective element (4) about vehicle-fixed joint axes (12) that are parallel to each other. [4] Crash protection device (1) according to one of the preceding claims, wherein the joint arrangement (6) is designed such that it is plastically deformable by a design collision load (5). [5] Crash protection device (1) according to one of the preceding claims, wherein the joint arrangement (6) is connected to the drive unit (7) via such a predetermined breaking point (13) that the predetermined breaking point (13) fails under a design collision load (5). [6] Roof frame (2) for a motor vehicle (3), comprising at least the following components: - a supporting structure (14) as rollover protection for an associated motor vehicle (3); and - at least one crash protection device (1) according to one of the preceding claims, wherein the joint arrangement (6) is fixed on the vehicle side relative to the supporting structure (14). [7] Roof frame (2) according to claim 6, wherein the supporting structure (14) is designed as a hollow beam (15) with a cavity (16) and the drive unit (7) is arranged in the cavity (16), preferably designed as a rotary drive according to a crash protection device (1) according to claim 2, wherein the worm gear (9) is arranged outside the cavity (16). [8] Motor vehicle (3) comprising at least the following components: - a chassis (17) with drive train (18) for propelling the motor vehicle (3); - a shell structure (19) with at least one crash protection device (1) according to any one of claims 1 to 5 or with a roof frame (2) according to claim 6 or claim 7; and - a crash protection processor (20) and a measuring sensor system (21) for monitoring a collision (22) with the motor vehicle (3), wherein preferably the at least one crash protection device (1) triggered by the crash protection processor (20) is reversibly movable back and forth between the normal position and the protective position, and / or wherein preferably a further function is integrated into at least one of the protective elements (4) of the crash protection device (1). [9] Motor vehicle (3) according to claim 8, wherein the crash protection processor (20) and the measuring sensors (21) for monitoring an environment relevant to a collision hazard (23) are included, which are set up using a crash hazard algorithm to determine a collision hazard with a potential collision opponent (24) and the resulting collision direction (8) and to move at least one of the protective elements (4) of the crash protection device (1) relevant to the acutely determined collision direction (8) into its protective position, preferably a warning device is provided by means of which, in the event of a detected risk of collision, at least a humanly perceptible warning signal is issued to the potential collision opponent (24). [10] Crash protection method for a motor vehicle (3) according to claim 9, comprising at least the following steps in the order mentioned: a. by means of the measuring sensors (21), monitoring an environment relevant to a collision hazard (23) for a possible collision opponent (24) and outputting a measurement signal when an object (25) on a collision course (26) has been detected in the monitored environment (23); b. by means of the crash protection processor (20), upon receiving a measurement signal, determine a collision direction (8) of a potential collision opponent (24); and c. by means of the crash protection processor (20), according to the determined collision direction (8), issuing a command to move a corresponding protective element (4) into its protective position, wherein preferably in step c. in a step c1. a warning signal perceptible to a human is issued to at least the potential collision opponent (24) by means of a warning device of the motor vehicle (3), and / or wherein preferably in step b. a collision probability and / or an evasive maneuver with a crash avoidance probability for the potential collision opponent (24) is calculated, and step c. is executed only if there is a sufficient collision probability, and wherein in a subsequent step d., particularly preferably, by means of the crash protection processor (20) issuing a command to move a protective element (4) located in its protective position back to its normal position, only if a calculated collision probability is sufficiently low.

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