Protection system and procedures for the protection of road users with load-case-dependent differentiated protection measures

Abstract

Protection system of a vehicle (100) for persons comprising • at least one first vehicle-mounted means for recording geometric parameters of a person to be protected, which is connected to an evaluation and control unit, • at least one second vehicle-mounted device connected to the evaluation and control unit for the predictive calculation of impact times and impact locations of the detected person to be protected on the vehicle (100) in two predicted load cases, • an outer vehicle component (FA) and an inner vehicle component (FI), • at least one adjustment device with an adjustment element (V H , V V ; V H , V S ), which is arranged on the inner vehicle component (FI), wherein the respective adjusting element (V H , V V ; V H , V S) depending on one or the other predicted load case by means of an adjustment element (V H , V V ; V H , V S ) the actuator element of the adjustment device is reversibly switchable relative to the inner vehicle component (FI), wherein the actuator element is connected to the evaluation and control unit, • two deformation elements (D1, D2) having different deformation capacities, wherein a second deformation element (D2) is fixedly arranged on the outer vehicle component (FA) and a first deformation element (D1) is fixedly arranged on the inner vehicle component (FI) independently of the adjustment device, wherein the deformation elements (D1, D2) form a force-transmitting surface contact, • wherein the first deformation element (D1) in one of the predicted load cases is attached to the adjustment element (V) which is arranged in an initial state H , V V ; V H , VS ) is present, while in the other predicted load case between the first deformation element (D1) and the adjustment element (V) H , V V ; V H , V S ) a deformation space is formed, defined by a distance between the first deformation element (D1) and the adjustment element (V) H , V V ; V H , V S ) is defined, where the distance amount is determined by switching the respective adjusting element (V). H , V V ; V H , V S ) is caused by means of the actuator element from the initial state to a displacement state.

Description

[0001] The invention relates to a protection system and a method for protecting road users with load-case-dependent differentiated protection measures.

[0002] A procedure for protecting road users with vehicle-mounted protective devices is known from publication WO 2005 / 077 720 A1. It is designed to record the road user's geometric parameters, to check whether a collision risk exists, and, if a collision risk is detected, to determine the potential collision point between the vehicle and the road user. Furthermore, the impact point and time of particularly sensitive body parts, especially the road user's head, are determined from the road user's geometric parameters and the vehicle's operating characteristics. Depending on the impact point and time, vehicle-mounted protective devices are then activated to protect the road user.

[0003] German patent application DE 10 2009 000 087 B4 discloses a personal protection system for a vehicle, comprising at least one predictive sensor unit whose signals are received by an evaluation and control unit via at least one interface and evaluated to detect impending contact between the vehicle and an object. Depending on this evaluation result, the evaluation and control unit provides control signals which, even before the vehicle makes contact with the object, activate actuators located in the area of ​​an affected vehicle structure in such a way that the energy absorption properties of the affected vehicle structure are modified and adapted to the impending contact.

[0004] DE 101 45 697 B4 describes a hood device for a vehicle, designed for detecting or proving a collision between a vehicle and an object, and which activates actuating elements attached to the vehicle in such a way that the hood of the vehicle is folded up to dampen the impact of the object on the hood following the collision, wherein the device comprises: - a hood lock for locking the front end of the hood to the vehicle body; - a hood lock sensor for detecting the locked / unlocked state of the hood lock; - a speed sensor for detecting the vehicle speed; - a bumper sensor for detecting a collision of the object with a bumper of the vehicle; and - a control unit for controlling the actuators based on information transmitted by the hood lock sensor; wherein the control unit comprises: - a determining device associated with the hood lock for determining the state of the hood lock; - a warning lamp actuator for actuating a warning lamp provided in the vehicle when the determining device associated with the hood lock detects that the hood lock is unlocked;and - an operating control device for determining whether there is reason to operate the actuating devices, wherein the operating control device determines, on the basis of output signals from the hood lock sensor, the speed sensor and the bumper sensor, whether there is reason to enable or prevent the operation of the actuating devices, and wherein the operating control device prevents the operation of the actuating devices when the hood lock is unlocked;

[0005] From DE 102 00 576 A1, it is known that a safety device for protecting pedestrians and cyclists upon impact with the hood of a passenger car can be moved from a rest position to an impact position by means of lifting devices arranged below the hood. The lifting devices are designed as pneumatically actuated bellows cylinders.

[0006] German patent DE 102 57 125 A1 describes a safety device for protecting pedestrians and cyclists in the event of a collision with the hood of a passenger car. The device is movable and mounted on the vehicle. Sensor-activated actuators are located beneath the hood. These actuators are activated by a sensor, a piezoelectric film sensor attached to the hood, via a processing unit.

[0007] DE 10 2017 114 652 A1 relates to a protective device for the protection of road users outside a motor vehicle, in particular pedestrians or two-wheeler riders, comprising: - at least a sensor means which is configured to detect an impact of a road user, - a control device which is connected to the sensor means and which is configured to evaluate the signals detected by the sensor means, - a first actuator which is connected to and controllable by the control device and which is operatively connected to a hinge arrangement of a front hood of the motor vehicle, wherein the first actuator is configured to move the front hood into an impact position on the hinge side in order to dampen the impact when the road user impacts it, wherein the protective device comprises a second actuator.which is connected to and controllable by the control device and which is operatively connected to a hood lock in a front area of ​​the hood, wherein the second actuator is designed to move the hood into an impact position to dampen the impact when the road user impacts it in the front area, and wherein the control device is configured to activate the two actuators with a time delay.

[0008] DE 10 2018 111 226 B3 discloses a crash structure for a motor vehicle with a carrier body, from whose carrier surface at least one deformation unit formed integrally with the carrier body projects, which is formed by at least two deformation elements arranged one above the other and connected to each other and an impact surface, wherein a longitudinal section of the respective deformation element has two opposing longitudinal sections following an odd curve, wherein the impact surface is spaced away from the carrier surface via the deformation elements.

[0009] The aforementioned publications reveal various measures to make the structures of a vehicle front more flexible, thus reducing the risk of injury to a pedestrian in a pedestrian-vehicle collision, with particular suggestions of active hoods, disc airbags, and airbags in the bumper area, also for pedestrian leg impacts.

[0010] Consumer protection tests, such as those conducted by Euro NCAP and China NCAP, have included a "pedestrian leg impact" test since the beginning of 2023, using the "advanced Pedestrian Legform Impactor (aPLI)." The aPLI is a pedestrian crash test device representing the 50th percentile of all male legs. It simulates the flexibility of human leg bones and is used to assess knee, upper, and lower leg injuries.

[0011] This pedestrian crash test device replicates not only a pedestrian's leg but also their upper body mass. Compared to previous models, this pedestrian crash test device has a reduced upper body mass, resulting in a more realistic representation of the collision.

[0012] Using the pedestrian crash test device, it was found that a novel impact kinematics arises, particularly in the test area of ​​the hood's leading edge, which makes it more difficult to meet the injury criteria, i.e., the maximum permissible bending moments in a person's thigh, a maximum permissible ligament elongation in a person's knee, and the maximum permissible bending moments in a person's tibia as limit values.

[0013] Another aspect is that in the same test area, i.e., the leading edge of the hood, corresponding tests are carried out with a different crash test device or test body for "pedestrian protection head impact".

[0014] One identified problem is that, so far, no load-case-dependent differentiated pedestrian protection measures have been generated that take into account the load cases described above.

[0015] In other words, in predictive pedestrian protection, that is, in a pedestrian-vehicle collision (technically considered and designated as a load case), no distinction is made in the area of ​​the leading edge of the hood with regard to the pedestrian protection measures to be taken between a load case "head impact" or a load case "leg impact", which is seen as a significant disadvantage that is to be avoided by the idea according to the invention.

[0016] The invention is therefore based on the objective of creating a system and a method for the protection of a road user, in particular a pedestrian, which provides improved, in particular load-case-dependent, more differentiated pedestrian protection measures.

[0017] The inventive protection system for persons in a vehicle comprises: At least one first vehicle-mounted means for recording geometric parameters of a person to be protected, which is connected to an evaluation and control unit.

[0018] At least one second vehicle-bound device, connected to the evaluation and control unit, for the prognostic calculation of impact times and impact locations of the person to be protected, recorded with regard to geometric parameters, on the vehicle in two predicted load cases.

[0019] Advantageously, the means can be used to differentiate between two load cases.

[0020] The protection system also includes an external vehicle component and an internal vehicle component.

[0021] Furthermore, the protection system includes at least one adjusting device with an adjusting element which is arranged on the inner vehicle component, wherein the respective adjusting element can be switched reversibly relative to the inner vehicle component depending on one or the other predicted load case by means of an actuator element of the adjusting device assigned to the adjusting element, wherein the actuator element is connected to the evaluation and control unit.

[0022] The protection system further comprises two deformation elements having different deformation capacities, wherein a second deformation element is fixedly arranged on the outer vehicle component and a first deformation element is fixedly arranged on the inner vehicle component independently of the adjustment device.

[0023] The first and second deformation elements form a force-transmitting surface contact.

[0024] It is further stipulated that the first deformation element in one of the predicted load cases will be in contact with the adjustment element which is arranged in an initial state.

[0025] Advantageously, the protection system acts for one of the load cases in such a way that the components of the protection system interact in such a way that a small deformation of the outer vehicle component is permitted.

[0026] In the other predicted load case, a deformation space is formed between the first deformation element and the adjustment element. This space is defined by a distance between the first deformation element and the adjustment element, the distance being effected by switching the respective adjustment element from its initial state to a displacement state by means of the actuator element. Advantageously, the protection system thus acts for another load case in such a way that the components of the protection system interact in such a way that a greater deformation of the outer vehicle component is advantageously permitted.

[0027] Preferably, the first vehicle-mounted means and the second vehicle-mounted means are pre-crash sensors, in particular at least one stereo camera and / or at least one laser scanner and / or at least one lidar sensor and / or at least one video sensor and / or at least one radar sensor and / or at least one ultrasonic sensor and / or at least one infrared sensor, wherein the at least one pre-crash sensor is connected to the evaluation and control unit.

[0028] It is further preferably provided that the protection system also includes third vehicle-related means for detecting a collision, in particular at least one crash sensor, which is in particular a contact sensor, wherein the at least one crash sensor detects a collision that has occurred on the outer vehicle component, wherein the at least one crash sensor detects the collision based on a force measurement or a deformation or a light detection, in particular of piezoelectric films and / or strain gauges and / or light sensors and / or a contact switch, wherein the at least one crash sensor is arranged on / in the outer vehicle component, wherein the at least one crash sensor is connected to the evaluation and control unit.

[0029] It is also preferably proposed that the protection system include an emergency braking assistance system that is connected to the evaluation and control unit.

[0030] It is further preferred that the first deformation element, which is fixedly arranged on the inner vehicle component independently of the adjustment device, and the inner vehicle component are formed as a single piece and materially bonded to each other, or as two parts – not materially bonded to each other – wherein, in the two-part design, the deformation element is fixedly embedded in the inner vehicle component, and the first deformation element has a deformation fracture zone in the material bond or in the area where the first deformation element is embedded in the vehicle component. Advantageously, this allows for different packaging solutions for different vehicles and may result in savings in manufacturing costs.Advantageously, the deformation fracture zone can be used to selectively induce a deformation fracture of the first deformation element in order to absorb forces, thereby increasing personal safety.

[0031] In one embodiment, the protection system is characterized by the fact that the at least one adjustment device has a horizontally adjustable adjustment element that can be switched parallel to a surface plane of the outer vehicle component. Further details can be found in the accompanying description. Fig. 3A, Fig. 3B stands out.

[0032] In another embodiment, the protection system is characterized by the fact that the at least one adjustment device has a vertically adjustable adjustment element that can be switched orthogonally to the surface plane of the outer vehicle component. Further details can be found in the accompanying description. Fig. 4A, Fig. 4B stands out.

[0033] In another embodiment, the protection system is characterized by the inclusion of two adjustment devices. These devices combine a horizontally adjustable adjustment element that can be switched parallel to the plane of the outer vehicle component with a pivotable adjustment element that can be switched about a pivot point relative to the plane of the outer vehicle component. Further details can be found in the accompanying description. Fig. 5A, Fig. 5B stands out.

[0034] Preferably, the outer vehicle component is a hood and the inner vehicle component is a fixed support element arranged on the body side in an engine compartment.

[0035] Furthermore, it is planned that the first deformation element is a stop buffer and the second deformation element is a hood buffer.

[0036] The actuator elements of the respective adjusting element of the adjusting device of the protection system are preferably an electrically driven bidirectional linear drive or an electromagnet.

[0037] In particular, a procedure for the protection of persons by means of a vehicle protection system includes the following steps with regard to all embodiments of the protection systems: Capturing geometric parameters of a person to be protected using at least one first vehicle-bound means.

[0038] Prognostic calculation of impact times and impact locations for at least two different load cases of the person to be protected, recorded with regard to geometric parameters, on the vehicle using at least one second vehicle-bound means.

[0039] Determine which of the two different load cases is likely to occur on an external vehicle component, depending on the recording of the geometric parameters and the predicted calculation of the impact times and impact locations.

[0040] Check whether the protection system is pre-configured for one or the other of the predicted load cases during the detection process, by determining whether an adjusting element of at least one adjusting device is in an initial state or in a displacement state,

[0041] Decide whether the respective adjusting element of the at least one adjusting device is pre-activated for the pre-activation of the protection system for one or the other predicted load case, if the protection system is not already pre-configured for the determined expected load case.

[0042] Switching the respective actuator element of the at least one adjustment device and pre-activating the adjustment element to the pre-activated state, if the protection system is not already pre-configured for one or the other predicted load case.

[0043] Preferably, the respective adjusting element is preconfigured or preactivated with respect to its position state such that, in a predicted load case where a leg or hip impact of a person on the outer vehicle component is expected, it rests against the first deformation element, while in a predicted load case where a head impact of a person on the outer vehicle component is expected, it is spaced away from the first deformation element, so that a deformation space is formed which is defined by a distance between the first deformation element and the respective adjusting element, wherein the distance is effected by switching the adjusting element from the initial state to the displacement state by means of the actuator element.

[0044] In particular, the solution whereby, in a predicted load case where a leg or hip impact of a person against the outer vehicle component is expected, hereinafter referred to as the "leg impact" load case, the first deformation element rests against the respective adjustment element, is surprising because, compared to the other load case, hereinafter referred to as the "head impact" load case, this results in a "stiffening" of the components of the respective protection system during the actual collision. This technical effect according to the invention, a stiffening of the protection system in the "leg impact" load case compared to the "head impact" load case, is not known from the prior art.

[0045] The invention is explained below with reference to the accompanying drawings. These show: Fig. 1 a representation of an engine compartment of a vehicle with an open outer vehicle component FA (hood) in which an inner vehicle component FI (support element) is arranged, which carries a first deformation element D1 (stop buffer); Fig. 2 a schematic detailed representation as a section according to section line A - A in Fig. 1, with the outer vehicle component (FA) (hood) closed, wherein the first deformation element D1 (stop buffer) arranged on an inner vehicle component FI (support element) and the second deformation element D2 (hood buffer) arranged on an outer vehicle component FA (hood) and in contact with the first deformation element are shown; Fig. 3A, Fig. 3B a protection system in a first embodiment; Fig. 3A the protection system in a load case “leg impact”; Fig. 3B the protection system in a load case “head impact”; Fig. 4A, Fig. 4B a protection system in a second embodiment; Fig. 4A the protection system in the load case "leg impact"; Fig. 4B the protection system in the load case “head impact”; Fig. 5A, Fig. 5B a protection system in a third embodiment; Fig. 5A the protection system in the load case "leg impact"; Fig. 5B the protection system in the load case "head impact".

[0046] Fig. Figure 1 shows a representation of an exemplary front-mounted engine compartment 110 of a vehicle 100 with an open outer vehicle component FA, in particular a hood. At least one inner vehicle component FI, in particular at least one support element 120, is arranged in the engine compartment 110, which carries a first deformation element D1, in particular a so-called stop buffer.

[0047] In the exemplary embodiment, two separate support elements 120 each carry a stop buffer independently of each other.

[0048] In Fig. Section 1 shows a section line A - A. The corresponding section is the basis for the schematic detail representation in Fig. 2.

[0049] In Fig. Figure 2 shows the outer, openable vehicle component FA, that is, the hood in the closed position. In the closed position, the hood rests in the conventional manner on a body shell surrounding the engine compartment, which is not shown in detail.

[0050] The illustration shows a support element 120 that carries a stop buffer.

[0051] It is shown in Fig. 2 only one of the two stop buffers, which corresponds to the first deformation element D1, and a second deformation element D2, in particular a so-called hood buffer, which is arranged on the outer vehicle component FA, that is, the hood, in particular the inside of the hood.

[0052] The in Fig. Two of the depicted bump stops are also associated with a hood buffer.

[0053] In the exemplary embodiment, two first deformation elements D1 (two stop buffers) and two second deformation elements D2 (two hood buffers) are formed, wherein one stop buffer and one hood buffer belong to a protection system, which are explained in embodiments below.

[0054] The support element 120 is fixedly connected to the body of the vehicle 100, preferably to a front longitudinal member of the body or to a front longitudinal member of the body and an adjacent fender.

[0055] The following explanations refer to one bump stop and one hood buffer. The design can be applied analogously to the other bump stop and hood buffer.

[0056] The stop buffer and the support element 120 are preferably designed as one-piece or preferably two-piece plastic parts.

[0057] The stop buffer is preferably designed as a downwardly open cylindrical pot, the bottom of which is in Fig. 1 is visible in the top view. In Fig. Figure 2 shows the stop buffer in a highly stylized form.

[0058] Bump stops and hood buffers can also have geometries other than those shown and described; that is, they do not necessarily have to be cylindrical.

[0059] The stop buffer is supported by the support element 120 in the installed state (one-piece) or in the assembled state (two-piece).

[0060] In the two-part version, a cup rim of the stop buffer lies in a geometrically corresponding recess of the support element 120, so that the stop buffer is positioned in the support element 120 in a fixed position.

[0061] The use of the term "carry" in relation to the "supporting element" 120 clarifies that the stop buffer is carried by the supporting element 120 and is arranged in a specific initial position in an initial state of the respective protection system.

[0062] When the hood is closed, the hood buffer serves to contact the stop buffer. Advantageously, this surface contact ensures that, when the hood is locked to the body, it sits firmly and without play against the edge of the engine compartment body, further dampened by additional seals located at the body-side edge. The hood buffers are made of an elastically deformable material that returns to its original shape after deformation.

[0063] However, the elastically deformable material of the hood buffers is selected in such a way that a force acting on the hood is transferred from the hood buffer to the stop buffer.

[0064] In contrast to the hood buffer, the bump stop is significantly less elastic, meaning it is stiff or, more precisely, more rigidly designed. The bump stop is designed to be so stiff that, depending on a predetermined force, a deformation fracture occurs as intended, as will be explained later.

[0065] Starting with a collision force acting on the hood, which is transmitted via the hood buffer to the bump stop, a significant plastic deformation occurs in the material (preferably plastic) of the bump stop at the specified force, and the bump stop breaks (intentional deformation fracture). Deformation fracture is the result of plastic deformation, which occurs when the load on a material exceeds its elastic limit.

[0066] According to the embodiment described above, the pot rim of one of the stop buffers, which is opposite the base of the stop buffer, forms a deliberately critical deformation fracture area D1. krit , which will be discussed later in order to deliberately induce deformation fracture.

[0067] In the following Fig. 3A to 5B of the embodiments according to the invention is the respective critical deformation fracture area D1. krit The impact buffer, designated with reference numeral D1, is shown. As explained, the impact buffer breaks at a predetermined breaking force within the critical deformation fracture zone D1. krit .

[0068] The geometric design, material selection, and wall thickness of the material of the stop buffer are ensured in previous tests to guarantee that the deformation fracture occurs in the deformation fracture zone D1. krit at the desired predetermined breaking force occurs.

[0069] The force acting on the hood bumper via the hood, which is referred to as the collision force in the context of vehicle-side crash-related collisions, also depends on the deformation capacity of the hood bumper.

[0070] It is intended that a portion of the collision force acting on the hood, in addition to the portion absorbed by deformation elements of the hood itself, is absorbed by the deformation capacity of the hood buffer before the corresponding residual force acts on the stop buffer. In this respect, the hood buffer represents a damping element D2, the effect of which within the load path of the acting collision force, which acts on the stop buffer and the support element 120 connected to the stop buffer, has been taken into account in previous tests.

[0071] In the design of the stop buffer, which at the specified breaking force in the critical deformation fracture area D1 krit The force input of the collision force in the load path into the components hood → hood buffer → stop buffer → support element 120 is taken into account.

[0072] As already explained, the maximum permissible bending moments in a person's thigh, the maximum permissible ligament elongation in a person's knee, and the maximum permissible bending moments in a person's tibia, as well as the limit values ​​to be observed, have recently played a special role, which - as explained above - are more difficult to meet than before.

[0073] It was surprisingly found in recent studies regarding compliance with the limit values ​​that the bending moments explained above are reduced if, starting from a load case "head impact" II, the hood is made to have a stiffer or stiffer deformation behavior in load case "leg impact" I than in load case "head impact" II.

[0074] It was found that a procedure could be implemented that leaves the hood itself unchanged. A protective system is created in another way, which is stiffer in the case of load case "leg impact" I and softer in load case "head impact" II, or alternatively, with increased stability in load case "leg impact" I compared to load case "head impact" II.

[0075] In principle, a protective system is developed that withstands the acting forces - head impact force - FKopf and leg impact force F Bein - reacts with a different deformation space available for the deformation of the components of the protection system, as will be explained below.

[0076] The following section presents protective systems in various forms and associated procedures based on predictive pedestrian protection.

[0077] This means that a prediction is first made as to whether a load case "head impact" II or a load case "leg impact" I is likely to occur. This advantageously differentiates between head impact and leg impact in the area of ​​the outer vehicle component FA, i.e., the hood, in order to set different deformation resistances for the hood or hood leading edge for the respective load case.

[0078] In principle, the predictive pedestrian protection system stipulates that the deformation resistance should only be increased if the load case "head impact" II is ruled out and the load case "leg impact" I, in particular a thigh impact, is confirmed.

[0079] This approach is particularly useful in such accident scenarios, for example, when a pedestrian slips uncontrollably, resulting in an unexpected "head impact" II load case and not a "leg impact" I load case.

[0080] In this case, or in case of doubt, no increase in deformation resistance is planned or implemented. In other words, in case of doubt, the protection system in the associated application program is programmed in an evaluation and control unit to assume a load case "head impact" II.

[0081] The protection system in the embodiments and the associated procedures are therefore initially based on the ability to decide whether the load case "head impact" II or the load case "leg impact" I is likely to occur.

[0082] The protection system of vehicle 100 for persons includes at least one vehicle-bound means for recording geometric characteristics of the persons to be protected, which is connected to an evaluation and control unit.

[0083] The protection system further includes at least one vehicle-bound means, which is connected to the evaluation and control unit, for the prognostic calculation of impact times and impact locations of the person to be protected, recorded with regard to the geometric parameters, on the vehicle 100 in the two predicted, “likely to occur” different load cases.

[0084] Pre-crash sensors are provided as vehicle-mounted means for recording geometric parameters of the persons to be protected and as vehicle-mounted means for the prognostic calculation of the impact time and impact location of the person to be protected, such as in particular at least one stereo camera and / or at least one laser scanner and / or at least one lidar sensor and / or at least one video sensor and / or at least one radar sensor and / or at least one ultrasonic sensor and / or at least one infrared sensor, wherein the at least one pre-crash sensor is connected to the evaluation and control unit.

[0085] To detect that a collision, in particular a load case “head impact” II or a load case “leg impact” I, is taking place or has taken place, the protection system 1 further comprises vehicle-bound means for detecting a collision taking place, in particular at least one crash sensor, which is in particular a contact sensor, wherein the at least one crash sensor detects a collision taking place / has taken place on the outer vehicle component FA, in particular the hood, wherein a crash sensor detects the collision itself based on a force measurement or a deformation or a light detection, in particular of piezoelectric foils and / or strain gauges and / or light sensors and / or a contact switch.

[0086] The crash sensor is located on / in the outer vehicle component FA, in particular the hood, wherein the at least one crash sensor is connected to the evaluation and control unit.

[0087] The protection system also includes an emergency braking assistance system, which is likewise connected to the evaluation and control unit. Advantageously, the geometric parameters of the persons to be protected are determined using vehicle-integrated means, as are the impact times and the respective impact locations for load case "head impact" II and load case "leg impact" I of the person to be protected, and a decision is made as to which load case occurs in the test area of ​​the outer vehicle component FA.

[0088] It is thus predicted whether the load case "head impact" II or load case "leg impact" I will occur and, as explained in detail below, the system reacts accordingly according to the embodiment described if the protection system is not yet in a state necessary for the respective load case.

[0089] Depending on the predicted load case and the chosen design of the protection system, the protection system may already be in a "pre-configured stiffening state" or it may be brought into a "pre-activated stiffening state" by a circuit intervention, as will be illustrated below.

[0090] Structural measures are presented that optimize the deformation characteristics of the vehicle front and ensure compliance with biomechanical load limits for the body parts of the affected individuals. The approach is based on the principle that the available deformation space is larger in load case "head impact" II (softer system) and smaller in load case "leg impact" I (stiffer system).

[0091] All protective systems according to the embodiments jointly comprise at least the following components between the engine hood (outer vehicle component FA) and the support element 120 (inner vehicle component FI): First embodiment:

[0092] The first deformation element D1, the stop buffer.

[0093] The second deformation element D2, the hood buffer.

[0094] A switchable, horizontally adjustable adjustment element V H . Second embodiment:

[0095] The first deformation element D1, the stop buffer.

[0096] The second deformation element D2, the hood buffer.

[0097] A switchable, vertically adjustable adjustment element V V . Third embodiment:

[0098] The first deformation element D1, the stop buffer.

[0099] The second deformation element D2, the hood buffer.

[0100] A switchable, horizontally adjustable adjustment element V H in combination with a swiveling adjustment element V that can be switched around a pivot point S .

[0101] The detailed designs: First embodiment:

[0102] The Fig. Figure 3A shows a protection system in a load case "leg impact" I. Fig. Figure 3B shows the protection system in a load case "head impact" II.

[0103] Regarding the load path hood → hood buffer → stop buffer → support element 120, the following are in the Fig. 3A and Fig. 3B only the stop buffer and the support element 120 and the switchable horizontally adjustable adjustment element V between the stop buffer and the support element 120 H depicted.

[0104] The arrows in the Fig. 3A and Fig. 3B illustrates the respective force F Bein and F Kopf , which in the respective load case start from the engine hood via the engine hood buffer D2 onto the stop buffer or onto the stop buffer D1 and the horizontally switchable adjusting element V H , which is movably arranged in the support element 120, is transmitted.

[0105] It is intended that the protection system in all embodiments is in an initial state for the load case "leg impact" I according to Fig. 3A is preconfigured. The protection system does not need to be activated in a preconfigured state when the corresponding load case is predicted. In other words, the protection system is already prepared (active) for load case "leg impact" I when load case "leg impact" I finally occurs.

[0106] According to Fig. 3A, in the event of a load case “leg impact” I, a force is applied to the hood (in Fig. 3A not shown), where the acting collision force F Bein via the hood buffer D2 (in Fig. 3B not shown) acts on the stop buffer D1.

[0107] The horizontally switchable adjustment element V H is arranged parallel to the engine hood, movable between stop buffer D1 and support element 120.

[0108] The horizontally adjustable adjustment element V H has a depression creating a deformation space, in the exemplary embodiment in the form of a circumferential groove (compare Fig. 3A and Fig. 3B) which corresponds to the geometric shape of the described pot rim of the stop buffer D1.

[0109] The indentation is not effective in load case “leg impact” I, because the critical deformation fracture area D1 kritof the stop buffer D1 directly without providing a deformation space or a deformation path ΔH for the stop buffer D1 on the top side of the horizontally adjustable adjusting element V H lies down.

[0110] The horizontally adjustable adjustment element V H rests movably on the support element 120 or is movably supported / mounted by the support element 120.

[0111] The protection system initially offers the stop buffer D1 no deformation path ΔH in the initial state, since the critical deformation fracture area D1 krit of the stop buffer D1 directly on the horizontally adjustable adjustment element V H lies down.

[0112] The protection system is designed to be stiffer for load case "leg impact" I than for load case "head impact" II, as will be explained below.

[0113] If the load case “leg impact” I occurs with a collision force that varies in reality, the deformation fracture occurs in the deformation fracture area D1, depending on the breaking force determined and specified in the tests. krit one. Because the protective system has no deformation path ΔH available in this load case – “leg impact” I – the system is stiffer, meaning it is less flexible compared to load case – “head impact” II. As a safety measure for the person involved, in load case “leg impact” I, the deformation fracture in the deformation fracture zone D1 is considered. krit The stop buffer D1 is ensured if the intended predetermined breaking force is exceeded.

[0114] The situation is different in the case of load case "head impact" II.

[0115] According to Fig. 3B In the event of a load case “head impact” II, a corresponding variable force of a collision force also acts on the hood (which is in Fig. 3A is not shown), where the acting collision force F Kopf via the hood buffer D2 (in Fig. (3B not shown) analogous to load case “leg impact” I, also acts on the stop buffer D1.

[0116] The horizontally adjustable adjustment element V H This will be the case when the load case "head impact" II is predicted, compared to the representation in Fig. 3A is shifted horizontally parallel to the hood and is now pre-activated between the stop buffer D1 and the support element 120. In other words, adjusting element V H is arranged in a state of displacement.

[0117] There is a possibility that the predicted collision will occur. However, there is also a possibility that the collision will not occur.

[0118] If a collision does not occur, the pre-activated horizontally adjustable adjustment element V Hreturned from the displacement state to the initial state.

[0119] In the event of a collision, the following is provided: The horizontally adjustable adjustment element V H indicates the depression that creates the deformation space (compare Fig. 3A and Fig. 3B) which now advantageously in the occurring load case-“head impact” II - after the adjustment of the adjusting element V H insofar as it becomes effective in that the critical deformation fracture area D1 krit of the stop buffer D1 into the on the top of the adjusting element V H can be immersed in the arranged recess in the manner of the circumferential groove.

[0120] In other words, the system provides the stop buffer D1 with a deformation path ΔH, with the effect that the critical deformation fracture area D1 kritof the impact buffer D1 in load case-“head impact” II, that is, in the event of a collision, can enter the provided deformation space, thereby reducing the acceleration of the head in the event of a collision, assuming the same impact velocity as in load case-“leg impact” I.

[0121] The protection system is therefore softer for load case "head impact" II, i.e., designed to be softer, than for load case "leg impact" I.

[0122] By generating the deformation space between stop buffer D1 and adjusting element V H - In particular, a primary peak that occurs when the head hits the hood is reduced.

[0123] The primary peak is the first acceleration impulse that is influenced during a head impact by the interplay of stiffness, inertia and deformation resistance of the hood.

[0124] In other words, if sufficient free deformation space is provided below the hood, at the same impact speed, compared to load case “leg impact” I, a lower acceleration acts on the head than on the leg or hip of a person.

[0125] After immersion, the critical deformation fracture zone D1 is reached. krit on the adjusting element V H The orthogonal direction of action of the collision force of the stop buffer D1 in relation to the horizontal plane of the horizontally adjustable adjusting element V. H does not allow any further displacement of the stop buffer D1, since the horizontally adjustable adjustment element V, which is fixedly mounted on the support element 120, H Regarding the direction of the collision force, further advance of the stop buffer D1 is prevented.

[0126] Depending on the remaining collision force, the deformation fracture in the deformation fracture area D1 now also occurs in load case "head impact" II, depending on the breaking force determined and specified in the tests. krit , of the stop buffer D1.

[0127] Because the protective system provides a deformation path ΔH in this load case – “head impact” II – it is softer, meaning more compliant compared to the load case – “leg impact” I. As a safety measure for the person involved, the deformation fracture in the deformation fracture zone D1 is also considered in load case – “head impact” II. krit The stop buffer D1 is ensured if the intended predetermined breaking force is exceeded. Second embodiment:

[0128] The Fig. Figure 4A shows the protection system in a load case – “leg impact” I. Fig. Figure 4B shows the protection system in a load case "head impact" II.

[0129] The explanations for the first embodiment apply analogously, with the difference that a switchable, vertically adjustable adjusting element V V (without recess) is arranged, which is not horizontally displaced and activated between stop buffer D1 and support element 120 from the initial state to the displacement state, but vertically (orthogonal to the surface of the hood) according to Fig. 4A from the initial state to the displacement state according to Fig. 4B is being relocated.

[0130] It goes without saying that the switchable, vertically adjustable adjustment element V V in a different way in / on the support element 120 or is reversibly mounted so that it can perform the corresponding vertical adjustment movement. Third embodiment:

[0131] The Fig. Figure 5A demonstrates the protection system in a load case – “leg impact” I. Fig. Figure 5B shows the protection system in a load case "head impact" II.

[0132] Regarding the load path hood → hood buffer → stop buffer → support element 120, the following are in the Fig. 5A and Fig. 5B again only the stop buffer D1 and the support element 120 and also a horizontally adjustable adjustment element V switchable between stop buffer D1 and support element 120 H shown, with an additional switchable swiveling adjustment element V S is arranged in a pivotable manner on an actuator element.

[0133] In the Fig. 5A and Fig. 5B is thus an example of an actuator element which controls the swiveling adjustment element V S switches, as will be explained later.

[0134] In principle, with regard to all the described embodiments, it is provided that the adjusting elements V H , V VThey are actuated, i.e., switched, by actuator elements not shown. Electrically driven bidirectional linear actuators are proposed.

[0135] These linear actuators require little installation space and can be advantageously positioned close to the respective adjustment element V. H , V V , V S according to the embodiments in the support element 120, so that the inner vehicle component FI, i.e., the support element 120 in the initial state, both the stop buffer D1 and the respective adjusting element V H , V V , V S and carries the associated actuator element.

[0136] In the third embodiment, the switchable horizontally adjustable adjusting element V H in combination with the switchable swiveling adjustment element V S arranged.

[0137] The swiveling, switchable adjustment element V Sis pivotably arranged on an actuator element which is designed as an electromagnet E.

[0138] The switchable swiveling adjustment element V S is preferably designed as a metallic element, in particular geometrically corresponding to the cylindrical pot rim as a steel ring.

[0139] It is planned that the critical deformation fracture area D1 krit the impact buffer D1 in the initial state of the protection system with regard to the desired stiffness in the load case-“leg impact” I is located on a particularly stiff component.

[0140] The arrows in the Fig. 5A and Fig. 5B illustrates the respective force F Bein and F Kopf , which in the respective load case originate from the engine hood via the engine hood buffer D2 onto the stop buffer D1 or onto the stop buffer D1 and the switchable horizontally adjustable adjusting element V Has well as the switchable swiveling adjustment element V S (steel ring), which is movably arranged relative to the support element 120, is transmitted.

[0141] It is intended that the protection system, even in this embodiment, will be in an initial state for the load case "leg impact" I according to Fig. 3A is pre-configured.

[0142] The protection system does not need to be activated in its pre-configured state when the corresponding load case is predicted. In other words, the protection system is already prepared (pre-activated) for load case "leg impact" I when load case "leg impact" I finally occurs.

[0143] According to Fig. 5A In the event of a load case “leg impact” I, a force is applied to the hood (in Fig. 3A not shown), where the acting collision force F Bein via the hood buffer D2 (in Fig. 3B not shown) acts on the stop buffer D1.

[0144] The switchable horizontally adjustable adjustment element V H is arranged parallel to the engine hood, movable between stop buffer D1 and support element 120.

[0145] The switchable swiveling adjustment element V S is arranged pivotably opposite the engine hood between stop buffer D1 and support element 120.

[0146] The switchable swiveling adjustment element V S On the one hand, it forms a pivot point on the electromagnet E and, in its initial state, on the other hand, it lies on the horizontally switchable adjusting element V. H on.

[0147] The switchable horizontally adjustable adjustment element V H rests movably on the support element 120 or is movably supported / mounted by the support element 120.

[0148] The protection system offers the stop buffer D1 no deformation path ΔH in the initial state, since the critical deformation fracture area D1 krit of the stop buffer D1 in this embodiment directly on the switchable pivotable adjusting element V S (steel ring), rests on.

[0149] The protection system is designed to be rigid, or even more rigid, for load case "leg impact" I than for load case "head impact" II. This is due to the design of the switchable, pivoting adjustment element V. S As a steel ring, the flexibility of this protective system is even lower compared to the previously described embodiments.

[0150] If the load case “leg impact” I occurs with a collision force that varies in reality, the deformation fracture occurs in the deformation fracture area D1, depending on the breaking force determined and specified in the tests. kritone. Because the protective system has no deformation path ΔH available in this load case – “leg impact” I – the system is rigid, meaning it is less flexible compared to the load case – “head impact” II. As a safety measure for the person involved, in load case “leg impact” I, the deformation fracture in the deformation fracture zone D1 is considered. krit The stop buffer D1 is ensured if the intended predetermined breaking force is exceeded.

[0151] The situation is different in the case of load case "head impact" II.

[0152] According to Fig. 5B In the event of a load case “head impact” II, a corresponding variable force input of the collision force also acts on the hood (in Fig. 3A not shown), where the acting collision force F Kopf via the hood buffer D2 (in Fig. (5B not shown) analogous to load case “leg impact” I, also acts on the stop buffer D1.

[0153] The horizontally switchable adjustment element V H This will be the case when the load case "head impact" II is predicted, compared to the representation in Fig. 5A is shifted horizontally parallel to the hood and is pre-activated between stop buffer D1 and support element 120. In other words, the switchable horizontally adjustable adjustment element V H is pre-activated and arranged in a displacement state.

[0154] This ensures that the switchable swiveling adjustment element V S from its initial state (compare Fig. 5A) pivots around the pivot point due to gravity into a state of displacement.

[0155] The movement of the switchable swiveling adjustment element V S The displacement state towards the unenergized electromagnet E is possible because it is an electromagnet E whose repulsive effect is only caused by energizing it.

[0156] There is a possibility that the predicted collision will occur. However, there is also a possibility that the collision will not occur.

[0157] If a collision does not occur, the switchable swiveling adjustment element V S from the displacement state back to the initial state. The electromagnet E is energized accordingly, repelling the steel ring so that it is returned to the horizontal position, i.e., the initial state. The switchable horizontally adjustable adjusting element V H It then returns from the displacement state to the initial state.

[0158] If a collision occurs, the following is provided: The adjusting elements V H , V SThe deformation space is formed below the stop buffer D1. The deformation space is now advantageously positioned in the event of a "head impact" II load case – after adjustment of the adjusting elements V. H , V S in the displacement state insofar as the critical deformation fracture area D1 krit the stop buffer D1 can immerse itself in the support element 120.

[0159] In other words, the system provides the stop buffer D1 with a deformation path ΔH, with the effect that the critical deformation fracture area D1 krit of the impact buffer D1 in load case-“head impact” II, that is, in the event of a collision, can plunge into the provided deformation space, thereby reducing the acceleration of the head in the event of a collision, assuming the same impact velocity as in load case-“leg impact” I, as has already been explained.

[0160] The protection system is therefore softer for load case "head impact" II, i.e., designed to be softer, than for load case "leg impact" I.

[0161] By generating the deformation space between stop buffer D1 and the adjusting elements V H , Vs in particular reduces the primary peak that occurs when the head hits the hood.

[0162] In other words, if sufficient free deformation space is provided below the hood, at the same impact speed, compared to load case “leg impact” I, a lower acceleration acts on the head than on the leg or hip of a person.

[0163] After immersion, the critical deformation fracture zone D1 is reached. kritin this embodiment on the support element 120. The orthogonal direction of action of the collision force of the stop buffer in relation to the horizontal plane of the support element 120 does not allow any further displacement of the stop buffer, since the support element 120 prevents further advancement of the stop buffer D1 with respect to the direction of action of the collision force.

[0164] Depending on the remaining collision force, the deformation fracture in the deformation fracture area D1 now also occurs in load case "head impact" II, depending on the breaking force determined and specified in the tests. krit of the stop buffer D1.

[0165] Because the protective system provides a deformation path ΔH in this load case – “head impact” II – the protective system is also set more softly according to this embodiment, i.e., more compliant compared to the load case – “leg impact” I. As a safety measure for the person involved, even in load case “head impact” II, if the intended predetermined breaking force is exceeded, the deformation fracture in the deformation fracture zone D1 is ensured. krit the stop buffer D1 was ensured.

[0166] It was explained beforehand that the protection systems are pre-configured in an initial state according to the embodiments with regard to load case “leg impact” I, so that no switching is necessary in this load case.

[0167] It is revealed that a design variant is also possible in which the protection systems for load case "head impact" II are preconfigured, so that no switching is necessary in this load case. If load case "leg impact" I is then predicted, the respective protection system is switched to the corresponding displacement state, which then Fig. 3A, Fig. 4A and Fig. 5A corresponds. Since the protection of the respective person in the head area is more of a focus of the protective measures, the design of the respective protection system according to the embodiments ensures in the case of load case "head impact" II that the pre-activation necessary for the load case "head impact" is already present, without the respective protection system having to be switched to the pre-activated state.

[0168] With regard to the emergency braking system integrated into the respective protective system, which in a preferred embodiment is part of the respective protective system, it is further explained that the integration of such an emergency braking system into the protective system is also particularly advantageous, since the actual impact can be avoided regardless of the type of impact (load case "head impact" I / load case "leg impact" II). This also means that if the respective load case does not occur and is avoided by the emergency braking system, the protective system can be returned to its initial state without further intervention by a workshop. The deformation fracture of the stop buffer D1 does not occur if the load case does not occur. The protective system advantageously remains completely intact and can advantageously be returned to one of the presented initial states according to the Fig. 3A, Fig. 4A, Fig. 5A or Fig. 3B, Fig. 4B, Fig. 5B will be set. Reference symbol list 100 vehicles 110 Engine compartment 120 support elements FA outer vehicle component FI internal vehicle component F Kopf Head impact force F Bein Leg impact force D1 first deformation element (stop buffer) D1 krit Deformation fracture area D1 krit D2 second deformation element (hood buffer) V H horizontally switchable adjustment element V V vertically switchable adjustment element V S swiveling, switchable adjustment element E Electromagnet ΔH Displacement stroke of the first deformation element D1 under load case II (F Kopf ) I. Load case "leg impact" II load case “head impact”

Claims

[1] Protection system of a vehicle (100) for persons comprising • at least one first vehicle-mounted means for recording geometric parameters of a person to be protected, which is connected to an evaluation and control unit, • at least one second vehicle-mounted device connected to the evaluation and control unit for the predictive calculation of impact times and impact locations of the detected person to be protected on the vehicle (100) in two predicted load cases, • an outer vehicle component (FA) and an inner vehicle component (FI), • at least one adjustment device with an adjustment element (V H , V V ; V H , V S ), which is arranged on the inner vehicle component (FI), wherein the respective adjusting element (V H , V V ; V H , V S) depending on one or the other predicted load case by means of an adjustment element (V H , V V ; V H , V S ) the actuator element of the adjustment device is reversibly switchable relative to the inner vehicle component (FI), wherein the actuator element is connected to the evaluation and control unit, • two deformation elements (D1, D2) having different deformation capacities, wherein a second deformation element (D2) is fixedly arranged on the outer vehicle component (FA) and a first deformation element (D1) is fixedly arranged on the inner vehicle component (FI) independently of the adjustment device, wherein the deformation elements (D1, D2) form a force-transmitting surface contact, • wherein the first deformation element (D1) in one of the predicted load cases is attached to the adjustment element (V) which is arranged in an initial state H , V V ; V H , VS ) is present, while in the other predicted load case between the first deformation element (D1) and the adjustment element (V) H , V V ; V H , V S ) a deformation space is formed, defined by a distance between the first deformation element (D1) and the adjustment element (V) H , V V ; V H , V S ) is defined, where the distance amount is determined by switching the respective adjusting element (V). H , V V ; V H , V S ) is caused by means of the actuator element from the initial state to a displacement state. [2] Protection system according to claim 1, characterized by, that the first vehicle-mounted means and the second vehicle-mounted means are pre-crash sensors, in particular at least one stereo camera and / or at least one laser scanner and / or at least one lidar sensor and / or at least one video sensor and / or at least one radar sensor and / or at least one ultrasonic sensor and / or at least one infrared sensor, wherein the at least one pre-crash sensor is connected to the evaluation and control unit. [3] Protection system according to any one of the preceding claims, characterized bythat the protection system further comprises third vehicle-related means for detecting a collision taking place, in particular at least one crash sensor, which is in particular a contact sensor, wherein the at least one crash sensor detects a collision that has taken place on the outer vehicle component (FA), wherein the at least one crash sensor detects the collision based on a force measurement or a deformation or a light detection, in particular of piezoelectric foils and / or strain gauges and / or light sensors and / or a contact switch, wherein the at least one crash sensor is arranged on / in the outer vehicle component (FA), wherein the at least one crash sensor is connected to the evaluation and control unit. [4] Protection system according to any one of the preceding claims, characterized by that the protection system includes an emergency braking assistance system that is connected to the evaluation and control unit. [5] Protection system according to any one of the preceding claims, characterized by that the first deformation element (D1), which is fixed in position independently of the adjustment device on the inner vehicle component (FI), and the inner vehicle component (FI) are formed in one piece and are materially connected to each other, or are formed in two parts - not materially connected to each other, wherein in the two-part design the deformation element (D1) is fixed in position in the inner vehicle component (FI), wherein the first deformation element (D1) has a deformation fracture zone (D1) in the material connection or in the area in which the first deformation element (D1) is located in the vehicle component (FI). krit ) exhibits. [6] Protection system according to any one of the preceding claims, characterized by , that the at least one adjustment device - a horizontally adjustable adjustment element (V) that can be switched parallel to a surface plane of the outer vehicle component (FA). H ) or - a vertically adjustable adjustment element (V) that can be switched orthogonally to the surface plane of the outer vehicle component (FA). V ) or - a combination of the horizontally adjustable adjustment element (V) that can be switched parallel to the surface plane of the outer vehicle component (FA). H ) and a pivotable adjusting element (V) that can be switched about a pivot point relative to the surface plane of the outer vehicle component (FA). S ) is. [7] Protection system according to any one of the preceding claims, characterized by , that the outer vehicle component (FA) is a bonnet and the inner vehicle component (FI) is a fixed support element (120) arranged on the body side in an engine compartment. [8] Protection system according to claim 1, characterized by, that the first deformation element (D1) is a stop buffer and the second deformation element (D2) is a hood buffer. [9] Protection system according to any one of the preceding claims, characterized by , that the actuator element of the respective adjustment element (V H , V V ; V H , V S ) the adjusting device is an electrically driven bidirectional linear actuator or an electromagnet (E). [10] Method for protecting persons by means of a protection system of a vehicle (100) according to at least one of claims 1 to 9 comprising the steps - Recording geometric parameters of a person to be protected by means of at least one first vehicle-mounted device, - prognostic calculation of impact times and impact locations for at least two different load cases of the person to be protected, as determined with regard to geometric parameters, on the vehicle (100) by means of at least one second vehicle-bound means, - Determining which of the two different load cases is likely to occur depending on the recording of the geometric parameters and the predicted calculation of the impact times and impact locations on an external vehicle component (FA), - Check whether the protection system is pre-configured for one or the other of the predicted load cases during the determination, by determining whether an adjustment element (V) H , V V ; V H , V S ) at least one adjustment device is in a starting state or in a displacement state, - Decide whether the respective adjustment element (V H , V V ; VH , V S ) the at least one adjustment device for pre-activating the protection system for one or more predicted load cases is pre-activated if the protection system is not already pre-configured for the identified expected load case, - Switching the respective actuator element of the at least one adjustment device and pre-activating the adjustment element (V H , V V ; V H , V S ) into the pre-activated state if the protection system is not already pre-configured for one or more predicted load cases. [11] Method according to claim 10, characterized by , that the respective adjusting element (V H , V V ; V H , V S ) is preconfigured or pre-activated with regard to its position state in such a way that - in a predicted load case (I) where a leg or hip impact of a person on the outer vehicle component (FA) is expected, is in contact with the first deformation element (D1) while - in a predicted load case (II) where a head impact of a person on the outer vehicle component (FA) is expected, is spaced away from the first deformation element (D1) so that a deformation space is formed which is defined by a distance between the first deformation element (D1) and the respective adjustment element (V) H , V V ; V H , V S ) is defined, where the distance amount is determined by switching the adjusting element (V). H , V V ; V H , V S ) is caused by means of the actuator element from the initial state to the displacement state.

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