Crash protection device for the roof frame of a motor vehicle

Abstract

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, where, in operation, from a design-related collision direction (8), the associated roof frame (2) is obscured by the protective element (4). characterized by the fact that the joint arrangement (6) is designed such that it is plastically deformable by a design collision load (5).

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] DE 198 40 698 A1 relates to an impact protection device for a motor vehicle, comprising a first device that detects an approach between the motor vehicle and an obstacle and issues a control signal when the approach suggests an impact is likely, and a second device that, upon receiving the control signal, deploys or exposes an airbag on the outside of the motor vehicle shortly before the impact, at least where the impact is expected. This airbag is rapidly inflated shortly after deployment or exposure and mitigates the impact. The invention consists in providing an airbag in the roof area of ​​the vehicle, which mitigates an impact of the vehicle with the roof.

[0003] DE 10 2019 001 260 A1 relates to a safety device for a vehicle with at least one airbag module, which includes at least one gas-filled airbag. In the roof area of ​​each longitudinal side of the vehicle, an airbag module with an airbag for deployment in the event of a detected impending side impact is arranged externally, wherein the respective airbag, when inflated, extends at least partially over the roof area of ​​the vehicle and over a section of the vehicle body that defines a side area of ​​a passenger compartment.

[0004] German patent DE 10 2021 118 306 A1 relates to an inflatable airbag for a safety device for motor vehicles. The airbag comprises two layers of a flexible material defining an inner chamber between them for receiving the filling gas, and includes internal deflector plates provided within the inner chamber so that they extend across the inner chamber when the airbag is inflated. Each deflector plate has an elongated and tapered configuration with a first end and a second end that is wider than the first end, and includes a pair of diverging side edges extending between the first and second ends. The side edges of each deflector plate are connected to the respective layers of the airbag. The internal deflector plates are arranged in two pairs, with the deflector plates of each pair positioned such that their first ends point towards each other and their second ends point away from each other.

[0005] The number of cyclists in daily road traffic is constantly increasing. The increased density of traffic from different road users also increases the risk of accidents. Fig. 1 to Fig. Section 3 illustrates the high risk of injury in a side-impact collision between a cyclist and a motor vehicle. The cyclist impacts the side of the vehicle structure. Due to the kinetic energy, the cyclist slides from the saddle towards the handlebars. The head then strikes the side of the vehicle structure. The area of ​​the roof frame is the most dangerous. Because of the roof's rigidity, which is necessary for occupant safety in the event of a rollover, this area is very hard and poses a significant risk of head injury to the cyclist.

[0006] Several systems are known, primarily those utilizing external airbags. These systems are highly responsive and allow for a timely protective reaction (deployment and expansion of the crash bag) following an impact detected by an impact sensor. However, a disadvantage is that these systems require subsequent repair or at least replacement of the pyrotechnics and the crash bag, even if the crash safety system was triggered unnecessarily. With the increasing autonomy of motor vehicles, it can be assumed that the risk of collisions (for example, due to a lack of eye contact communication) will increase in the early years of autonomous driving. At the same time, public acceptance of accidents involving semi-autonomous or fully autonomous vehicles is currently extremely low. A cost-effective solution must be found to address this.

[0007] DE 101 38 253 C1 relates to a safety device for a motor vehicle designed to reduce the severity of injuries to a pedestrian in a frontal collision. The device comprises two glare shields arranged in the area of ​​the roof pillars adjacent to the windshield. Upon activation by a sensor device detecting a pedestrian's frontal collision, each glare shield can be moved from a fixed rest position to a spring-loaded active position. The proposed design achieves this by cushioning the rigid roof pillars of the motor vehicle, thereby significantly reducing the risk of injury to a pedestrian.

[0008] DE 10 2010 021 358 A1 relates to a vehicle with at least one pedestrian protection device, comprising a disc, a roof cross member adjacent to it and at least one pedestrian protection device, wherein an extendable buffer strip is arranged above and / or below the roof cross member as a pedestrian protection device.

[0009] DE 10 2018 111 226 B3 relates to a crash structure for a motor vehicle, a method for manufacturing such a crash structure, and a motor vehicle with such a crash structure. The crash structure is designed for a motor vehicle and is configured with a support body from whose support surface at least one deformation unit, formed integrally with the support body, projects. This deformation unit is formed by at least two superimposed and interconnected deformation elements and an impact surface. A longitudinal section of each deformation element has two opposing longitudinal sections following an odd curve, and the impact surface is spaced apart from the support surface by the deformation elements.

[0010] Based on this, the present invention aims to overcome, at least partially, the disadvantages known from the prior art. The features of the invention are defined in the independent claims, for which advantageous embodiments are shown in the dependent claims. The features of the claims can be combined in any technically meaningful way, whereby the explanations in the following description and features from the figures, which comprise supplementary embodiments of the invention, can also be used.

[0011] 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 move the protective element into the protective position, whereby, viewed in operation from a design collision direction, the associated roof frame is concealed by the protective element.

[0012] Unless explicitly stated otherwise, ordinal numbers used in the preceding and following descriptions serve solely for unambiguous differentiation and do not indicate any order or ranking of the components referred to. An ordinal number greater than one does not necessarily imply the presence of another such component.

[0013] The proposed crash protection device is designed for a roof frame, which is, for example, configured as rollover protection for vehicle occupants.

[0014] When a road user is registered on a collision course (i.e., a collision partner is detected), the direction and force of the collision can be determined with sufficient probability. In such a collision risk, the protective element proposed here can be moved into a corresponding position. In one embodiment, there is a single fixed position, which represents the protective position. In another embodiment, there are several protective positions, which the protective element moves to and adjusts depending on the determined collision direction. Thus, in an embodiment with multiple protective positions, the protective element offers a high degree of flexibility regarding the specific collision scenario.

[0015] Preferably, the adopted protective position is secured by means of a locking mechanism and / or a stop, so that an impermissible evasive movement upon impact can be reliably excluded.

[0016] The protective element itself is, for example, a flat component, at least on the collision side, and perhaps slightly larger than the assumed head size of a person. In one embodiment, for greater flexibility regarding the direction or type of collision, a significantly larger area is covered than that of a presumably impacting body part of a collision partner. In another embodiment, the protective element is a cost-effective sheet metal component (made of steel, organosheet, or burst-resistant opaque plastic). The protective element is thus a very cost-effective component that, in the event of damage, can be easily replaced and inexpensively removed and reinstalled.

[0017] Preferably, a hinge arrangement is provided behind the protective element or outside an expected collision area when viewed from the direction of collision. This hinge arrangement is designed, on the one hand, to move the protective element into the protective position, and on the other hand, to create a gap between the protective element and the roof frame, acting as an energy absorption zone. In one embodiment, energy is absorbed by the hinge arrangement itself when a collision load is introduced. In another embodiment, an energy-dissipating structure, for example, a foam or a honeycomb structure, is additionally provided, which is arranged between the roof frame and the protective element. Such an energy-dissipating structure is attached to the protective element, the hinge arrangement, and / or the roof frame, or it may be freely movable or attached or secured elsewhere.

[0018] In one embodiment, the drive unit is a pyrotechnic device by which, in a collision with short reaction times, the protective element can still be moved into its protective position in time. 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 threaded drive. In another embodiment, the drive unit is designed to be contactless, such that a (collision) load introduced by the force it provides can be converted into a counter-movement without damage.

[0019] It is further proposed that the joint arrangement be designed in such a way that it is plastically deformable by a design-compliant collision load.

[0020] While the roof frame is designed to avoid excessive plastic deformation even if the vehicle rolls over it, the joint assembly here is deformable even under the collision load of an average person as the collision partner, preferably in such a way that a significant portion of the impact energy is dissipated. In one embodiment, the joint assembly incorporates a crash structure that converts a collision load, for example, into a long deformation path and / or heat. In a preferred embodiment, the deformation of the joint assembly for a design collision direction and load is such that the impact body is diverted away from the rigid structures of the roof frame and / or other areas of the vehicle.

[0021] In a further advantageous embodiment of the crash protection device, it is proposed that the drive unit comprises a rotary drive and acts on a corresponding gear of the joint arrangement by means of a worm gear to move the protective element.

[0022] It is advantageous to create a self-locking mechanism that fixes the protective element in a desired protective position. This is particularly beneficial for multiple (discrete) protective positions or a zone of smoothly transitioning protective positions. Here, it is proposed to create such a self-locking mechanism using a worm gear and corresponding gear, with the worm gear being driven (rotatically) by the drive unit. Due to its small footprint, simple power supply infrastructure, and good performance profile, an electric motor is suitable for a rotary drive unit. However, other motors can also be used, such as a pneumatic or hydraulic drive. Alternatively, a linear drive or a spindle drive with axial stroke can also be employed.

[0023] In a further advantageous embodiment of the crash protection device, it is proposed that the joint arrangement comprises two joint levers which can be pivoted to move the protective element about joint axes fixed to the vehicle that are parallel to each other.

[0024] For both a defined position in the protective position and good mechanical stability, a joint arrangement with two articulated levers is particularly advantageous. Furthermore, two articulated levers allow for a range of motion, enabling a movement path adapted to the specific vehicle or roof frame / roof design.In another aspect, several very different protective positions can be adopted with 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, inclined at a shallow angle to the collision direction, leading away from a hard structure, for example, the roof frame).

[0025] The articulated levers are preferably each connected to the vehicle via their own vehicle-side articulated axis, allowing them to pivot and / or slide. In one embodiment, several (at least theoretical) vehicle-side articulated axes are provided, so that, for example, a linear and rotational movement can be superimposed, preferably for a multitude of possible protective positions.

[0026] In one embodiment, a desired softness and / or deformation of the protective element is favored by a distance between the attachment points of the two articulated levers to the protective element, which is advantageous for such an impact of a collision load.

[0027] It should be noted that in one embodiment, several individual components together form a lever arm, 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 in a way that allows them to move like a single lever arm (i.e., synchronously with one another).

[0028] In an advantageous embodiment of the crash protection device, it is further proposed 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.

[0029] For example, in cases where a particularly small number of components need to be replaced after an impact in a 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 suitably designed predetermined breaking point. In an advantageous embodiment, the predetermined breaking point is also designed such that, in the event of a design-constrained overload of the predetermined breaking point, this energy is dissipated to a considerable extent by the predetermined breaking point, for example by a honeycomb structure and / or a tough-deforming material.

[0030] According to another 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.

[0031] The roof frame proposed here is an independent assembly or part of a body shell for a motor vehicle, whereby in the latter case the roof frame in one embodiment comprises several components, of which only in assembly to a corresponding body shell is a common assembly formed as a roof frame (in theoretical or functional consideration).

[0032] The supporting structure, considered in its entirety, serves as the rollover protection system for the vehicle or as part of such a system. For example, the pillars or even the connection points to a particular pillar are not part of the roof frame. The supporting structure exhibits high mechanical robustness to absorb the (accelerated) vehicle mass with only minimal deformation relevant to the passenger compartment. Furthermore, the supporting structure is preferably designed to accommodate other vehicle components, such as the headliner, the outer skin, and / or window or door frames.

[0033] 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, if applicable, the joint arrangement and / or other components of the crash protection device and / or advantageously redirected by it, i.e., led out of its original collision direction directed into the supporting structure.

[0034] The joint assembly must be securely positioned relative to the supporting structure and is therefore preferably attached directly to it. Alternatively or additionally, the joint assembly is indirectly connected to the supporting structure via at least one other component. A further alternative is the joint assembly being fixed elsewhere (for example, to a column of the vehicle's body shell) and only fixed relative to the supporting structure. Preferably, however, the supporting structure itself forms the counter bearing (which is assumed to be approximately ideally rigid for the load assumptions) for introducing the collision load.

[0035] It should be noted that in one embodiment, a roof frame is equipped with a corresponding crash protection device in the longitudinal member for a side impact. Alternatively or additionally, such a roof frame is equipped with a crash protection device in the transverse member above the windshield and / or rear window for a frontal impact (rear-end collision). 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, the majority of which are independently movable or electronically and / or mechanically coupled to one another.

[0036] In an advantageous embodiment of the roof frame, it is further proposed that the supporting structure be designed as a hollow beam with a cavity and that the drive unit be 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 gear is arranged outside the cavity.

[0037] In this embodiment, the supporting structure is hollow, thus providing installation space for the drive unit. An additional advantage is that the often heavy and rigid drive unit is protected from a collision by the protective element, thus safeguarding a person (the other party in the collision), and is itself well protected from damage in such a collision or if the vehicle is run over. Furthermore, during normal operation of the vehicle, the drive unit is securely held within the hollow beam and, if necessary, insulated against noise emissions and / or protected from external heat input by means of insulating material arranged within the cavity.

[0038] In an advantageous embodiment of the roof frame, a crash protection device is provided, the drive unit of which comprises a rotary drive and, by means of a worm gear, acts on a corresponding gear of the joint assembly to move the protective element. Preferably, a shaft extending through the wall of the hollow beam 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.

[0039] According to another aspect, a motor vehicle is proposed that has at least the following components: - a chassis with drivetrain for propelling the motor vehicle; - a shell structure 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 a motor vehicle, wherein preferably at least one crash protection device triggered by the crash protection processor is reversibly movable back and forth between the normal position and the protection position, and / or wherein preferably at least one of the protective elements of the crash protection device incorporates a further function.

[0040] The vehicle is, for example, of conventional design, using a transport cell for the transport of people and / or goods. Propulsion is provided by a chassis comprising wheels, engine and drivetrain, as well as vehicle suspension and steering.

[0041] 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 are absorbed by the body shell, protecting the occupants inside the transport cell. A roof frame is provided above the transport cell, as previously described. It should be noted that the crash protection system comprises one or more protective elements, and / or the vehicle includes one or more crash protection systems. The majority of these protective elements are either independently movable or electronically and / or mechanically coupled.

[0042] By foregoing an airbag, and preferably a pyrotechnic actuator, the reversibility of the crash protection device or element's movement is achieved. This allows such a protective element to be deployed as a precaution even with a sufficiently high probability of collision. If such a collision does not occur, or is not of a severity that would result in plastic deformation, then the protective element can be returned to its normal position.

[0043] It is further proposed that a protective element simultaneously fulfills another function in the vehicle, for example as a solar panel, design element, opening roof element, glass roof, sliding element, or ventilation element for interior air conditioning. The articulated arrangement can be used for this function and / or further movement of the protective element is provided.

[0044] In an advantageous embodiment of the motor vehicle, it is further proposed that the crash protection processor and the measuring sensors for monitoring an environment relevant to a collision hazard are included, which are configured using a crash hazard algorithm to determine a collision hazard with a potential collision opponent and the resulting collision direction, and to move at least one of the protective elements of the crash protection device relevant to the acutely determined collision direction into its protective position, wherein preferably a warning device is further provided by means of which, in the event of a detected collision hazard, a humanly perceptible warning signal is issued to at least the potential collision opponent.

[0045] Preferably, this operating mode incorporates a trigger with measuring sensors for monitoring the vehicle's surroundings and a crash protection processor for calculating the collision course of a detected object (e.g., a cyclist) and, particularly preferably, a collision probability. Additionally or alternatively, an impact sensor is configured as a trigger, for example, to detect the impact of a bicycle's front wheel, as described in [reference to example]. Fig. 1 to Fig. Figure 3 shows how the protective element is moved into its protective position before the cyclist's body can strike the supporting structure. In such a case, for example, in addition to a reversible drive, a pyrotechnic (irreversible) drive is also provided, which is only activated when the impact sensor sends a corresponding signal.

[0046] According to one aspect, the system also alerts the other party to a potential collision with the motor vehicle in order to encourage an appropriate reaction. In a simple embodiment, this includes a visual and / or audible warning signal. In another embodiment, it includes a display, for example, a road projection, showing the planned or unavoidable trajectory of the motor vehicle, in order to facilitate an appropriate evasive maneuver by the other party.

[0047] According to another aspect, a crash protection method for a motor vehicle is proposed according to an embodiment as described above, comprising at least the following steps in the order mentioned: a. by means of measuring sensors, monitoring an environment relevant to a collision risk for a possible collision opponent and outputting a measurement signal when an object on a collision course has been detected in the monitored environment; b. by means of the crash protection processor, upon receiving a measurement signal, determining the 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 protective element 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 by means of a warning device of the motor vehicle, 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 is calculated, and step c. is only executed if there is a sufficient collision probability, and wherein, particularly preferably in a subsequent step d., issuing a command by means of the crash protection processor to move a protective element located in its protective position back to its normal position, only if a calculated collision probability is sufficiently low.

[0048] The procedure proposed here can be carried out by a motor vehicle as described above. Reference is made, at least optionally, to the preceding description regarding procedural aspects.

[0049] Especially in the context of (partially or fully) autonomous driving, it is well known that the vehicle's surroundings are monitored using sensors, not only with regard to traffic infrastructure (such as traffic lights, signs, and road layout), but also other road users and their movement trajectories. Known applications include collision avoidance and lane change assist. Currently, these sensors primarily rely on the detection of electromagnetic reflections (cameras for the visible light spectrum, LiDAR, and radar). However, it is also known to incorporate movement patterns from other data sources, such as tracking signals from a smartphone or external cameras at traffic lights, into the sensor system. There are also plans to use entangled ions via quantum sensors to detect hidden objects.From this, motion trajectories can be calculated even from a relatively great distance to the vehicle, and thus a collision course can be determined.

[0050] A crash protection processor, for example, is a unit located within a vehicle or in a wirelessly connected data center. This can be a self-contained 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 likely be the optimal solution for this in the foreseeable future. Currently, a trained artificial intelligence based on a neural network is a viable option, particularly the use of so-called transformers (using mathematical vectors, matrices, and tensors). Based on the recognition of an object and / or a coherent movement pattern, a collision opponent and the associated direction of collision can now be determined with a high degree of reliability.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.

[0051] If a collision hazard is detected using the measuring sensors in step a. and the crash protection processor in step b., the protective elements are extended into their or an appropriate protective position in step c. In one embodiment, the extension occurs so early that the drive unit can complete the extension in time between triggering and a collision (for example, just in time). In another embodiment or in other situations where time permits, the extension is triggered even earlier, for example, as a safety measure and / or as a warning function, preferably in conjunction with the output of a warning signal via a warning device.In one embodiment, in the event of a sudden collision that is too severe for the process proposed here, a further system is used to trigger and, if necessary, to drive the protective element, preferably by means of an impact sensor and / or a pyrotechnic drive as described above.

[0052] A suitable warning signal is designed to encourage an appropriate reaction from the (potential) collision partner. In a simple embodiment, this includes a visual and / or audible warning signal. In another embodiment, this includes a display, for example, a road projection emitted by an LED matrix headlight and / or a laser projector, showing a planned or unavoidable trajectory of the vehicle, in order to encourage an appropriate evasive maneuver by the collision partner.

[0053] In an advantageous embodiment, a collision probability is taken into account. It is important not to confuse this with the fact that object detection itself is also subject to a certain probability of error. Here, a trajectory is calculated for an object (preferably one detected with sufficient certainty), for example, considering learned expected behavior (such as excessive front-wheel braking by a cyclist) and / or the vehicle's own braking behavior under unsafe road conditions. In other words, the collision probability is independent of the probability of whether a collision partner is actually present, or whether this is merely a measurement error or an error in the interpretation of measurement data.

[0054] For sufficiently safe continuation of the journey (possibly to a repair shop), it is advantageous that the extended protective elements can be retracted, even in the case of an irreversible system or operating mode. However, a reversible retraction of the protective elements to their normal position is particularly beneficial. This makes it possible to activate the crash protection system cost-effectively even with a lower probability of collision, i.e., to move the protective elements into their protective position and thus further increase system safety.In an extreme application, for example, in certain traffic situations, the protective elements are moved into their protective position due to a correspondingly high accident statistic (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 is not visible.

[0055] 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, although it should be noted that the drawings are not dimensionally accurate and are not suitable for defining size relationships. It is illustrated 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. impacting the protective element with the cyclist's head 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 top view of a motor vehicle with several protective elements and / or crash protection devices; and Fig. 7: A flowchart of a crash protection procedure for a motor vehicle to protect a road user.

[0056] In Fig. Figure 1 schematically shows a motor vehicle 3 in a frontal view with a cyclist 31 approaching from the side on a collision course 26, i.e., as a potential collision partner 24. A measuring sensor 21 (not shown here, compare Figure 1) is used to detect the collision. Fig. 6) An environment 23 is monitored for objects 25. 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.

[0057] In Fig. 2 is the situation according to Fig. 1 shown at a slightly later time, where, 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 moved into its protective position.

[0058] In Fig. 3 is the situation according to Fig. 2 is shown at a slightly later time, in which the cyclist 31 now hits the protective element 4 with his head from a collision direction 8 in his protective position (collision load 5) and is thus effectively protected from an impact on the roof frame 2. This significantly reduces the risk of injury or the severity of an injury.

[0059] It should be noted that the text occasionally refers to a plurality of protective elements 4, which does not necessarily imply that several protective elements 4 and / or several crash protection devices 1 must be present in the context mentioned.

[0060] In Fig. 4 is a section of a cross-section through a supporting structure 14 of a roof frame 2 of a shell construction 19 for a motor vehicle 3 (as for example in Fig. Figure 6 shows a crash protection device 1 in a simple embodiment. On the right of the illustration, a supporting structure 14 of the roof frame 2 is shown, designed as a hollow beam 15 (here optionally formed from sheet metal). Below this, for example, a door frame 32 and a door seal 33, which rests against the supporting structure 14 (indirectly via an outer skin 35), are indicated. For example, this section 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 representation) comprises a planar protective element 4, two articulated levers 11 of an articulated assembly 6, and a drive unit 7 (here shown purely as an example of a rotary electric motor).The drive unit 7 is (purely optionally) 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 assembly 6 (here purely optionally, the right-hand joint lever 11), so that a rotation of the drive shaft 36 is converted into an adjustment of the joint assembly 6 (compare . Fig. 5) In this illustration, the protective element 4 is in its normal position, for example for optimal aerodynamics of the motor vehicle 3. Additionally, a seal 27 is optionally provided between the support structure 14 and the protective element 4.

[0061] Furthermore, a measuring sensor 21 (represented as a camera) for monitoring the surroundings 23 of the vehicle 3 and a crash protection processor 20 are shown here in a purely schematic representation. The signals from the measuring sensor 21 are processed by the crash protection processor 20 and, if there is a sufficient probability of collision, converted into a control command for the drive unit 7.

[0062] In Fig. 5 is the roof frame 2 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 articulation axes 12 (here indirectly connected via the crossbar 37 to the support structure 14 of the roof frame 2) such that, from the perspective of a design collision direction 8, the roof frame 2 or its support structure 14 is concealed, thus providing protection for a situation such as that described in Fig. Figure 3 shows that in one embodiment, a predetermined breaking point 13 is created on the gear 10 at the articulated lever 11 shown on the right, so that the drive unit 7 remains encapsulated from an impact on the protective element 4 and / or a predetermined movement of the protective element 4 (with the articulated assembly 6) is released. Such a system can still be 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 non-negligible amount of energy is dissipated there when it breaks.

[0063] In Fig. Figure 6 shows a schematic top view of a motor vehicle 3 with several 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 the propulsion of the motor vehicle 3.

[0064] Here, protective elements 4 are provided laterally (optionally several, 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 (optionally several, here by way of example two). For example, an independent crash protection device 1 is formed in each of these regions, thus with several (two or three) protective elements 4 in each case. Alternatively, a single crash protection device 1 is provided, or conversely, each protective element 4 is assigned to an independent crash protection device 1. Preferably, a common measuring sensor 21 and / or a common crash protection processor 20 is used in a plurality of crash protection devices 1. In another embodiment, due to the directional dependency, a measuring sensor 21 is assigned to each crash protection device 1.However, the measuring sensor 21 is also preferably used for other functions of the motor vehicle 3, for example for tasks of autonomous driving.

[0065] Here, a single (distance) sensor on the left front door of the motor vehicle 3 is schematically indicated pars-pro-toto, for example a radar sensor and / or LiDAR [engl.: Light Detection And Ranging].

[0066] In Fig. Figure 7 shows a flowchart of a crash protection method for a motor vehicle 3 for the protection of a road user 30 in an advantageous embodiment. In step a., the area 23 of the motor vehicle 3 relevant to a collision hazard is monitored for a potential collision object 24 by means of the measuring sensor 21, and a measurement signal is output if a detected or detected object 25, or object 25 that is sufficiently likely to be present, is on a collision course 26. In one embodiment, the object detection and calculation of the collision course are performed using the crash protection processor 20 or an integrated or other processor, wherein the measuring sensor 21 is a simple sensor or a simple sensor arrangement which is solely configured to detect (e.g., reflective) points in the area 23. For example, such a measuring sensor 21 is a LiDAR or radar.Alternatively or additionally, the measuring sensor 21 already includes a processor for processing measurement points. Preferably, artificial intelligence is used for object recognition 25.

[0067] In a subsequent step b., the crash protection processor 20 uses a measurement signal to determine the collision direction 8 of a potential collision partner 24. It should be noted that the collision course 26 and the collision direction 8 (of a collision load 5) can differ significantly, as in the example in Fig. 3 can be seen, whereby the cyclist's head 31 impacts the roof frame 2 (or the protective element 4) more from above than from the side. Therefore, a scenario is preferably considered which results, among other things, from the type of collision partner 24, but also, for example, from its (current and / or expected speed at the time of the collision 22).

[0068] In a subsequent step c., the crash protection processor 20 issues a command, according to the determined collision direction 8, to move a corresponding protective element 4 into its protective position. This is executed by the crash protection device 1 via the drive unit 7, the joint assembly 6, and the protective element 4. It should be noted that in one embodiment, with multiple protective elements 4, all protective elements 4 are moved into their protective position. In another embodiment, only the required protective elements 4 are extended, for example, depending on whether the crash protection device 1 is reversible or not.Furthermore, in one embodiment, not only a single protective position is available as the sole alternative to the normal position, but rather, depending on the command, a protective position adapted to the anticipated collision direction 8 and / or collision type is selected. 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.

[0069] In a preferred embodiment, in step c., a warning device of the motor vehicle 3 is used to emit a humanly perceptible, i.e. acoustic and / or visible, warning signal (flash of light, siren, announcement, light projection and / or similar) to at least the potential collision opponent 24 (and preferably also to the vehicle occupant(s)) by means of a warning device of the motor vehicle 3.

[0070] In a preferred embodiment, step b. calculates a collision probability and / or an evasive maneuver with a crash avoidance probability for the potential collision partner 24. Then, step c. is executed only if there is a sufficient collision probability. A permissible evasive maneuver could, for example, be an abrupt acceleration of the vehicle 3 to avoid a collision course 26. Extending the protective elements 4 could be detrimental to this due to a potentially impaired aerodynamics of the vehicle 3 and / or lead to damage of the protective elements 4.

[0071] In a particularly preferred (especially reversible) embodiment of the crash protection device 1, in a final step d., the crash protection processor 20 issues a command to return a protective element 4 located in its protective position to its normal position. However, this only occurs if the calculated probability of a collision is sufficiently low. This is due, for example, to the detection of a misjudgment of an object 25, a mistracing of its motion trajectory, and / or a successfully executed evasive maneuver.

[0072] The crash protection device proposed here provides an efficient and cost-effective measure for the protection of road users. Reference symbol list 1 Crash protection device 2 roof frames 3 Motor vehicle 4 protective elements 5 Collision load 6 Joint arrangement 7 Drive unit 8 Collision direction 9 worm gear 10 gear 11 Joint levers 12 vehicle-side articulated axle 13 Breakaway point 14 Supporting structure 15 hollow beams 16 Cavity 17 Chassis 18 Powertrain 19 Shell construction 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 Windscreen 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, where, in operation, from a design-related collision direction (8), the associated roof frame (2) is obscured by the protective element (4). characterized by , that the joint arrangement (6) is designed such that it is plastically deformable by a design collision load (5). [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 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). [5] 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). [6] Roof frame (2) according to claim 5, 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). [7] 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 4 or with a roof frame (2) according to claim 5 or claim 6; and - a crash protection processor (20) and a measuring sensor system (21) for monitoring a collision (22) with the motor vehicle (3). [8] Motor vehicle (3) according to claim 7, wherein the crash protection processor (20) and the measuring sensors (21) for monitoring an environment (23) relevant to a collision hazard 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. [9] Motor vehicle (3) according to claim 8, wherein a warning device is further provided by means of which, in the event of a detected risk of collision, a humanly perceptible warning signal is issued to at least the potential collision opponent (24). [10] Crash protection method for a motor vehicle (3) according to claim 8 or 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) issue a command to move a corresponding of the protective elements (4) into its protective position.

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