MOUNTING FOR A SENSOR ON A VEHICLE STRUCTURE AND VEHICLE WITH SUCH A MOUNTING

Description

[0001] The invention relates to a holder for a sensor on a vehicle structure and a vehicle with such a holder.

[0002] Sensors are used in vehicles for a wide variety of purposes. In particular, they can be intended for environmental detection and, for example, for capturing environmental information and, in particular, distance information between the vehicle and surrounding objects. An example of such sensors are radar sensors, and more specifically, mid-range radar sensors, such as those used in passenger cars or trucks. These can be configured, for example, to detect the environment ahead in a forward direction of travel, in particular to determine the proximity to obstacles or general objects located therein. For example, such sensors can be used to activate safety-relevant driver assistance systems such as an emergency braking assistant.

[0003] In particular, sensors for environmental detection should usually be positioned as close as possible to an external contour or in the area of ​​the vehicle's outer skin. However, there they are vulnerable to external collision forces and / or represent components relevant to the collision. For example, they can then act as interference contours in a collision with a pedestrian, potentially endangering their health.

[0004] With regard to the latter aspect, solutions exist to mount a sensor via deformation elements or the like, which can yield in the event of a collision and absorb additional energy and / or which can reduce an effective interference contour of the sensor due to the corresponding deformation and thus evasive movement.

[0005] A disadvantage is that if their mounts and / or associated deformation elements deform, the sensors may no longer be fully operational. For example, their position in the vehicle may then permanently change, meaning that signals detected by them can no longer be meaningfully evaluated. In particular, the detection field or a calibrated position and / or a coordinate system of the sensor relative to the vehicle may change due to the corresponding permanent position change, without this being detectable and / or compensable by evaluation software. The sensors then have to be replaced and / or recalibrated, which is costly.

[0006] DE 10 2018 205 849 B3 discloses a camera arm of a camera-based mirror replacement system for a motor vehicle, comprising a first structural element for connecting the camera arm to a motor vehicle and a second structural element having at least one camera. Furthermore, the camera arm comprises a volume-variable fluid vessel, which connects the first structural element and the second structural element directly or via intermediary elements. Finally, at least one return element is provided, which connects the first structural element and the second structural element directly or via intermediary elements and points the second structural element in the direction of the first structural element, wherein the second structural element is movable relative to the first structural element by changing the amount of fluid in the fluid vessel.

[0007] DE 10 2017 009 057 A1 discloses an arrangement of a sensor having a sensor-active surface on or behind an exterior attachment part of a vehicle, comprising a sensor guide by means of which the sensor is pivotably connected to a first structural element of the vehicle in the vehicle's longitudinal direction. Furthermore, a spacing means is provided by means of which the movement of the sensor in the vehicle's longitudinal direction is limited to a maximum distance corresponding to the sensor's position of use from a second structural element of the vehicle, which is offset relative to the first structural element in the direction of the vehicle interior. Finally, a reset element is provided, which is designed to push the sensor back into the position of use if it has been displaced rearward due to an external force generated by a collision in a low-speed range.

[0008] From DE 10 2017 009 055 A1 a generic holder for a sensor on a vehicle structure is known.

[0009] There is therefore a need to improve the mounting of sensors on or in a vehicle structure, particularly with regard to collisions.

[0010] This object is achieved by the subject matter of the appended independent claims. Advantageous further developments are specified in the dependent claims. It is understood that all of the above explanations and features can also be provided for or apply to the present solution, unless otherwise stated or apparent.

[0011] The invention recognizes that previous solutions with deformable structures do not always allow for a sufficiently rigid connection of the sensor to the vehicle structure and / or difficult to predict evasive movements in the event of a collision. The latter can mean that, despite appropriate evasive movements, there is still a risk of injury to collision partners. This also increases the risk that the position of the sensor within the vehicle structure will be permanently changed to such an extent that the subsequently recorded sensor signals can no longer be meaningfully evaluated.

[0012] A mount for a sensor on a vehicle structure is therefore proposed, which enables defined evasive movements and, in particular, primarily linear movements (preferably along only one defined movement axis) of the sensor. The sensor can then be engaged in a defined manner, which reduces the risk of injury. It is preferred that the sensor can still be used for further operation despite its temporarily changed position, or that at least a restoration of the original position or installation orientation is possible with little effort. Defined engagement is also advantageous in this case.

[0013] In particular, it is proposed to provide a reset element that can preload or force the sensor into an initial position. For example, in the event of a collision, the sensor can engage, but in doing so, it can compress the reset element and be moved back to its initial position by this element (e.g., after the external forces have been relieved). This allows for sufficient evasive movement and thus reduces the risk of injury in the event of a collision, while simultaneously increasing the likelihood that the sensor can continue to operate afterward, as it retains its position in the vehicle (the initial position).

[0014] The initial position can be a preferred working position (or measuring position) and / or a generally preferred position of the sensor in a collision-free vehicle. In particular, the sensor can be calibrated with respect to the initial position. Calibration can enable the sensor's measured values ​​(particularly distance measurements) to be transformed with high accuracy into a desired coordinate system, e.g., into a higher-level vehicle coordinate system, when the initial position is assumed.

[0015] Additionally or alternatively, the initial position can be a position in which the return element generates comparatively few, minimal, or even no return forces. As explained below, however, the return forces can be generated at the latest when the sensor is deflected from the initial position and then increase in proportion to the deflection.

[0016] Furthermore, additionally or alternatively, the sensor can be positioned in the initial position along a movement axis explained below as far forward as possible and / or as close as possible to the exterior of the vehicle or the surroundings. In other words, it can be deflected to its maximum in an outward direction along the movement axis.

[0017] The sensor can be displaced from its initial position under the action of an external force, in particular against a direction of travel and / or further inward into the vehicle. This can occur until it assumes a (maximum) engaged position, in which the sensor is engaged as far as possible relative to its initial position. In this engaged position, the sensor (and components that can move together with it, such as the second subassembly mentioned below) can be protected from further external influences.

[0018] The restoring forces can be dimensioned such that the sensor can provide appropriate evasive and restoring movements even in the case of so-called minor crashes, such as those simulated in the pendulum test according to ECE-R42. In this pendulum test, large masses are moved against the front of the vehicle at speeds of a few km / h to simulate collisions during parking maneuvers or similar situations.

[0019] The invention is also advantageous in that the sensor can initially be positioned relatively close to an outer shell of the vehicle. This is particularly advantageous for sensors for environmental detection, but is also sometimes desirable for design reasons. For example, with radar sensors, a position close to or in the area of ​​the outer skin of a vehicle can be associated with smaller openings having to be provided in the outer skin than if the sensor were positioned further inward. Such a forward positioning is made possible by the invention because, due to the defined displaceability and / or the preferred reset option, sufficient freedom of movement is provided for the sensor in the event of a crash.

[0020] In particular, a holder for a sensor on a vehicle structure or, in other words, for holding a sensor on a vehicle structure is proposed, having all the technical features listed in claim 1, including: a first subassembly (or submount) attachable to the vehicle structure; a second subassembly (or submount) to which the sensor is attachable; at least one reset element; wherein the first and second subassemblies are movable relative to one another and the restoring element is adapted to exert restoring forces on the second subassembly in accordance with the relative movement in order to urge it into an initial position.

[0021] The first and second subassemblies can each be formed as a single piece or as multiple pieces. In particular, at least one of the first and second subassemblies can be a multi-piece assembly, with the individual components of this assembly preferably being fastened to one another and / or immovable relative to one another. The first and / or the second subassembly can be made at least partially from a plastic material. The vehicle structure, however, can preferably be metallic. In particular, it can be a bumper cross member and / or generally a structure positioned near a vehicle front.

[0022] In general, the bracket can be attached to the vehicle structure in such a way that the sensor can be held or mounted in a position further forward of the vehicle structure, viewed in the (forward) direction of travel. Additionally or alternatively, the bracket can be configured to position the sensor close to or directly behind, or at a distance of less than 20 cm behind, an exterior component and / or outer skin of the vehicle. This can be, for example, a component of the outer body and / or a trim component, such as a radiator grille (ventilation grille) or a bumper.

[0023] The sensor may be a radar sensor, in particular a mid-range radar sensor as mentioned above. However, it may also be another sensor, in particular for detecting the vehicle's surroundings.

[0024] Except for relative movement, the mount can generally be rigid. This allows the sensor to be held in a defined and precisely positioned position on or within the vehicle in a collision-free environment.

[0025] In the event of a collision (i.e. when external forces act), the relative mobility can enable a defined engagement or evasive movement of the sensor within and / or relative to the vehicle. In particular, the sensor can then engage when viewed in the forward direction of travel or be movable against this direction. It can then preferably be moved towards the vehicle structure or reduce the distance to it compared to the initial position in which it protrudes from the vehicle structure, for example in the (forward) direction of travel. This can also be done to such an extent that the sensor is brought into overlap with the vehicle structure and / or is positioned further inwards compared to a front edge of the vehicle structure (again viewed in the (forward) direction of travel).

[0026] As explained below, in particular due to certain configurations of the subassemblies, a movement along defined movement and / or displacement and / or shift axes can occur. In particular, a uniaxial relative movement of the subassemblies to one another and thus of the sensor relative to the vehicle structure can be enabled.

[0027] The restoring forces can be used to create a movement opposite to that of the collision. This can therefore again be linear and / or uniaxial. Furthermore, the distance to the vehicle structure can preferably be increased, in particular by moving the sensor further in the (forward) direction of travel or closer to the vehicle's outer skin.

[0028] The return element is preferably elastically deformable. It can be undeformed or only slightly deformed in the initial position and, for example, experience increasing deformation depending on the relative movement, according to which deformation, in accordance with which deformation restoring forces are generated. Due to this, even with a return element that is undeformed in the initial position, the second subassembly can be said to be preloaded into the initial position by the return element (since the undeformed return element also directly generates restoring forces that push this subassembly back into the initial position). Optionally, however, it can also be provided that the return element already exerts forces on the second subassembly when it is in the initial position.The return element then ensures that the subassembly is held securely in its initial position, for example to prevent an undesirable change in position due to vibrations or the like.

[0029] According to one embodiment, it can also be provided that the second sub-assembly is held in the starting position (e.g. positively and / or non-positively) by means of a holding structure (e.g. locking hooks). This can be, for example, an engagement structure with which the second sub-assembly engages in the first sub-assembly and / or vice versa. The corresponding engagement can also be established with any other immovable part of the holder or of the vehicle structure. For example, it can be a locking connection. If a threshold force is exceeded, the corresponding locking connection or engagement can be overcome and thus released, and the second sub-assembly can then be moved relative to the first sub-assembly. The preferred restoring forces thus generated can force the second sub-assembly back into the starting position, and the mechanical engagement or engagement can then preferably also be resumed there.The locking connection is established. This also ensures that the second subassembly, and thus the sensor, is securely held in its initial position. The return elements are thus relieved of the task of having to apply the forces required to hold the second subassembly in its initial position.

[0030] Furthermore, the first and second sub-assemblies are linearly displaceable relative to one another, i.e. the aforementioned relative mobility of these sub-assemblies to one another can comprise linear displaceability and / or be implemented as such. The linear displaceability can be the only possible relative movement to one another. In other words, the relative movement of the sub-assemblies can generally be uniaxial, along the corresponding linear axis of the relative displaceability. Preferably, the linear axis of the relative displacement extends in the direction of travel or along a direction of travel and / or along a longitudinal axis of the vehicle. For example, it can be a horizontal axis. In this way, expected collision forces can be particularly effectively converted into relative movements of the sub-assemblies or compensated for thereby, in particular when the holder is located in the region of a vehicle front.More precisely, a direction of the possible relative movement can then essentially correspond to a direction of the forces acting in the event of a collision, so that these forces can be effectively avoided, in particular with a limited risk of jamming of the subassemblies relative to one another.

[0031] It is further provided that the first subassembly comprises a guide section on or in which the second subassembly is movably guided. For example, the second subassembly can be at least partially received in the guide section, receive it, or otherwise engage at least partially in it. By sliding along and / or in the guide section, the second subassembly can then be moved relative to the first subassembly. An axis of relative movement, and in particular a linear displacement axis, can thus be defined via the shape and / or dimensioning of the guide section.

[0032] Furthermore, in this context it is provided that the guide section receives a bearing section of the second sub-assembly and preferably surrounds this at least partially on at least three sides. The bearing section can be, for example, a section of an outer contour of the second sub-assembly, for example a projection and preferably a wedge-shaped or conical section as explained below. This can be inserted into a correspondingly guided guide section, which is then preferably designed as a correspondingly dimensioned and / or shaped recess. Within the scope of the relative mobility, the bearing section can be displaced linearly in the guide section. The guide section can surround the bearing section on sides of the bearing section that run essentially parallel to a movement axis of the relative movement and / or bear against these.Viewed along this movement axis, the bearing section can also comprise a front and rear section (then preferably running transversely to the movement axis). Optionally, the guide section can also surround at least this front section, for example in order to provide a stop contour there and / or to define an initial position. A corresponding stop contour for interacting with the rear section (or rear end) of the bearing section can also be included in the holder and in particular in the first subassembly. However, this can also be omitted, for example if a movement in the corresponding direction from the initial position is limited by the restoring forces and / or any deformability of the restoring element.

[0033] It is provided that the bearing section is displaceable from the starting position relative to the guide section along a linear displacement axis, wherein a cross-sectional area of ​​the (stationary) bearing section increases at least in sections along the displacement axis. As with all other aspects described herein, the first subassembly can generally be stationary (e.g., stationary within the vehicle), and the second subassembly can be movably mounted thereon or movably guided therein.

[0034] In general, it can be provided that the bearing section and guide section are shaped to correspond to one another in order to enable engagement and / or guidance. In particular, if, as is generally preferred, the bearing section is received in the guide section, the guide section or a recess defined thereby can be shaped to correspond to the bearing section. This can mean that with the described increase in the cross-sectional area along the displacement axis, the cross-sectional area of ​​the guide section or a recess defined thereby can decrease, preferably to the same extent as the cross-sectional area of ​​the bearing section increases. In this way, a sufficient guiding effect is ensured during displacement along the displacement axis, for example because play between the guide section and bearing section is then limited.

[0035] In general, it can be provided that the bearing section is accommodated and / or guided in the guide section with a degree of play in directions transverse to the displacement axis. However, this is preferably limited in such a way that the risk of jamming of the bearing section in the guide section is minimized and no significant relative movements in the direction of the play are possible. For example, the play can be less than 1 mm and preferably less than 0.5 mm in all spatial directions.

[0036] The increase in cross-sectional area can be achieved by the bearing section changing its dimensions in at least one dimension running transversely to the displacement axis. This can preferably be a dimension along a first axis that runs orthogonal to the displacement axis. The displacement axis and the first axis can be axes of a Cartesian coordinate system or span such a system. Along the third axis of this coordinate system, the bearing section can additionally or alternatively also change its dimensions in order to achieve an increase in cross-sectional area.

[0037] Preferably, the cross-sectional area increases continuously and, in particular, linearly along the displacement axis. The same can also apply to the dimensions along the axes of the bearing section described above. In general, a longitudinal axis of the guide and / or bearing section can run parallel to the displacement axis or coincide with it.

[0038] According to one variant, the cross-sectional area of ​​the bearing section (to which the displacement axis is preferably generally orthogonal) is oval and / or elliptical in shape, at least in sections. The additional axes described above can then extend along the major axis and / or minor axis in the corresponding elliptical shapes.

[0039] However, it can also be provided that the cross-sectional area comprises two opposing curved end regions (or edge regions), which can, for example, be semicircularly curved. The radius of the end regions or their semicircular shape can increase along the displacement axis. The end regions can be connected to one another via less curved or straight sections. The aforementioned further axes can then be positioned such that they connect the two opposing curved end regions and / or the opposing less curved or straight sections.

[0040] In general, the cross-sectional area can be changed such that the bearing section increases in size in at least one direction running transversely to the displacement axis. This can be accompanied by the bearing section tapering to a point and / or becoming narrower, preferably viewed in the direction of the starting position. In particular, this can result in a wedge-shaped structure or shape of the bearing section. If a corresponding widening occurs around two axes (within the cross-sectional area), which preferably each run transversely to the displacement axis, a pyramid-like structure and / or a cross-section of the bearing section that widens around a corresponding number of axes or on a number of sides can be achieved. Again, the guide section and in particular a recess encompassed thereby for receiving the bearing section can then taper or widen accordingly.A corresponding dimension of the bearing section changing around two axes can result in a shape that can be described as a double cone.

[0041] In other words, the bearing section can be movable in a plane (e.g., transverse to the cross-sectional plane). In a plan view of the plane or a cross-section running in this plane, the bearing section can be wedge-shaped. In particular, it can widen along the displacement axis and with increasing distance from the starting position. The semicircular end regions explained above can be formed along the outer sides of the cross-section. When displacing the semicircular end regions along the displacement axis and in a direction away from the starting position, the radius of the corresponding semicircles can be increased, as mentioned above.

[0042] As an alternative to the linear displacement axis described above, the displacement of the second sub-assembly relative to the first sub-assembly can also take place on or along a circular arc section. Tangents to this circular arc section can approximately correspond to the direction of travel at all points (e.g. with an angular deviation of less than 30°). In this case, the geometric relationships in the wedge- or conical region of the guide section and the bearing section are not defined along a linear displacement axis, but rather along the circular arc section, i.e., they run in a correspondingly curved manner. The radius of the circular arc can be relatively large in relation to the dimensions of the guide section and the bearing section and generally exceed their dimensions. For example, the radius can be more than 200 mm.

[0043] In general, it should be noted that the cross-sectional area described herein is preferably orthogonal to the displacement axis, whereas the cross-section corresponding to the plane of movement may be parallel to the displacement axis or may contain it.

[0044] Any shapes or changes in shape of the bearing and guide sections described herein can improve the jam-free relative mobility of these sections. In particular, this can also provide a centering effect, allowing the second subassembly to be moved in a defined manner relative to the first subassembly. In particular, upon returning to the starting position, the second subassembly can be moved precisely back to the corresponding starting position or positioned in a defined manner relative to the first subassembly and thus within the vehicle.

[0045] In summary, it can be provided that the bearing section tapers at least in sections when viewed in the direction of the starting position (and e.g. starting from an opposite rear section or rear end) and / or that the bearing section is wedge-shaped.

[0046] In a further embodiment, at least one engagement structure extending along the displacement axis is provided between the guide section and the bearing section. The engagement is preferably mechanical. It can result in a positive connection, e.g., in at least one direction transverse to the displacement axis. In particular, it can involve the engagement of a guide projection (e.g., guide rib) in a guide groove, one of the guide projection and guide groove being formed in the guide section and / or bearing section, and the corresponding other of the guide projection and guide groove being formed in the corresponding other of these sections. The guide groove can extend along the displacement axis, e.g., from a region of the starting position in the guide section to the desired end position and / or in the direction of the vehicle structure. It can improve the jam-free guidance of the bearing section in the guide section.

[0047] The guide projection can also extend along the displacement axis, e.g. along a large part or the entire length of the bearing section. Preferably, a plurality of guide projections is provided, e.g. on different sides of the guide section or bearing section. For example, a corresponding projection and preferably an elongated guide rib can be formed on at least three different sides. It is preferably provided that in the starting position no guiding effect is generated and / or there is no contact between the guide projection and the guide groove. This can prevent over-determination. However, this guiding effect or this contact can then be established when moving from the starting position and preferably already after a movement distance of a maximum of 1 mm or a maximum of 10 mm.In general, the guide projection can have rounded edges and / or radii to avoid jamming and thus facilitate engagement in the guide groove.

[0048] Furthermore, it can generally be provided that the guide projection and at least one outward-facing surface thereof do not follow the above-described conical shape and in particular the double-conical shape of the bearing section and / or the recess of the guide section. Instead, it can extend parallel to the displacement axis and / or the above-described plane of movement. The guide groove can also be designed analogously, i.e. have a correspondingly aligned base plane (at the base of the groove). It has been shown that this can reduce jamming, since the contact between the guide groove and the guide projection then occurs essentially in a plane parallel to the displacement axis.

[0049] According to a further aspect, the return element is a (e.g. elongated) tension spring. This can be fastened with a first end to the first sub-assembly and with a second (opposite) end to the second sub-assembly. Depending on the extent of the relative displacement and in particular a displacement of the second sub-assembly from the initial position, preferably in the direction of the vehicle structure, this tension spring can be stretched (i.e. lengthened). This is synonymous with an elastic deformation of the tension spring and can be accompanied by corresponding restoring forces. The provision of the tension spring can enable a compact design of the holder, for example because the second sub-assembly to be pushed back does not have to be supported on other components of the holder in order to compress an alternative compression spring or the like.

[0050] In particular, it can be provided that at least two tension springs are provided, which then preferably enclose the bearing section of the second subassembly between them and / or are arranged on either side of it. For example, they can accommodate both the guide section and the bearing section between them. In this way, centering and thus jam-free guidance of the bearing section in the guide section can be improved, since the tension springs are stretched essentially equally when the bearing section is displaced. Undesirable moments acting on the bearing section can thus be limited.

[0051] Alternatively, a single tension spring can also be arranged centrally within the interior of the described double cone. The end face of the double cone then preferably has a corresponding opening for the spring to pass through to its connection point on the first subassembly.

[0052] The invention also proposes a mounting for a vehicle sensor on a vehicle structure, with all the technical features listed in claim 5, in particular with: a first subassembly that can be attached to the vehicle structure and that includes a guide section; a second subassembly to which the sensor can be attached and that includes a bearing section that is movably guided on or in the guide section; wherein the bearing section is displaceable from an initial position relative to the guide section along a displacement axis, wherein a cross-sectional area of ​​the bearing section increases at least in sections along the displacement axis.

[0053] Any of the further developments, variants, and embodiments of the above features described herein can also be provided in this aspect. One difference from the aspect discussed above is that restoring forces are not necessarily generated in this variant. Instead, this holder is characterized by a preferred, reliable, and jamming-free relative mobility of the first and second subassemblies. This is achieved in that a guide section and bearing section of these subassemblies interact with one another in a defined manner, in particular in such a way that the above-described displaceability along a defined (linear) axis and / or a general jamming-free movement can be achieved.

[0054] This is advantageous in that movements of the mount, and in particular of the sensor, are easier to control and / or predict in the event of a collision. This facilitates the design of the vehicle front to reliably reduce the risk of injury in the event of a pedestrian or cyclist impact. Furthermore, the sensor can then be configured in such a way that it still delivers analyzable signals even if its position changes along the defined displacement axis, and / or a calibration process for the sensor for recalibration after a collision can be reduced due to the changed position in only one spatial direction (or along one spatial axis) than if the sensor were displaceable in any direction due to arbitrary degrees of freedom of deformation.

[0055] The invention also relates to a vehicle, in particular a passenger car or a truck, with an arrangement according to any of the aspects described herein. In general, it can be a motor vehicle.

[0056] In particular, in this context, it can be provided that the vehicle structure to which the bracket is attached is a bodyshell component, in particular a bumper cross member, and / or that the sensor is a radar sensor. The sensor can generally also be positioned near a vehicle rear or side. Any reference made herein to a direction of travel can be synonymous with, or replaced by, a direction that points straight from the sensor through the outer skin of the vehicle into the surroundings (i.e., also a direction to the rear or to the side).

[0057] Embodiments of the invention are explained below with reference to the attached schematic figures. Fig. 1 shows a schematic overview of a vehicle with a sensor mount according to a first embodiment. Fig. 2 shows a perspective view of the sensor mount from Fig. 1 in a detailed view. Fig. 3 shows a sectional view of the sensor holder from Fig. 2 . Fig. 4 shows a detail view of a bearing section of the sensor holder of the previous figures. Fig. 5 shows a detail view of a guide section of the sensor holder of the previous figures. Fig. 6 shows a Fig. 3 Analogous sectional view of the sensor mount of the preceding figures in the event of a collision. Fig. 7 shows a detailed sectional view of a sensor mount according to another embodiment. Fig. 8 shows a partial view of a sensor mount according to an alternative embodiment.

[0058] In Fig. 1 1 shows a vehicle 10 comprising a holder (hereinafter referred to as sensor holder) 12 according to an embodiment of the invention. For example only, the sensor holder 12 is located in a front area of ​​the vehicle 10. All direction designations below refer to forward travel in direction F, as shown in Fig. 1 is registered unless otherwise stated or apparent. More precisely, the sensor mount 12 is arranged on a bumper cross member 16 and, in particular, is screwed thereto. The bumper cross member 16 connects, in a generally known manner, struts of a vehicle body that run parallel to one another and, in particular, longitudinal members that run parallel to one another.

[0059] The sensor mount 12 serves to position a sensor 18, which is embodied here as an environment detection sensor and, more precisely, a radar sensor for detecting the vehicle's environment, as close as possible to the outer shell or outer skin of the vehicle 10. For this purpose, it enables the sensor 18 to be spaced apart from the bumper cross member 16 such that the sensor 18 is positioned further forward as viewed in the direction of travel F. It is then preferably located behind a radiator grille and, in particular, behind an exposed section of the radiator grille (i.e., behind an opening or a hole in the radiator grille). The sensor 18 can then detect the environment without significant interference from the vehicle 10. Furthermore, this enables the opening cross-section to be comparatively small, since the radar radiation emitted by the sensor 18 is emitted in a cone shape, i.e., the radiation initially radiates in a spatial volume with a limited cross-sectional area.

[0060] On the other hand, this also means that in the event of a collision between the front of the vehicle and the surroundings (e.g., a parked vehicle or a pedestrian), the sensor 18 can directly form an interfering contour or be significantly influenced by collision forces. For this purpose, the invention provides the movement options of the sensor 18 or the mount 12 explained below.

[0061] In Fig. 2 The sensor holder 12 is shown together with the receiving area 22 for the sensor 18 (not visible there). The connection of the sensor holder 12 to the vehicle 10 and its positioning within the vehicle is also illustrated by the views of the Fig. 3 and Fig. 6 .

[0062] Returning to Fig. 2 It can be seen that the sensor mount 12 is generally constructed in several parts. It comprises a first subassembly 24, which is generally stationary relative to the vehicle 10 and is also fastened thereto. A second subassembly 26 is movably mounted in this first subassembly 24. Both subassemblies 24, 26 are constructed in several parts and are generally made of plastic materials and semi-finished sheet metal. Alternatively, a partial or complete structural fusion (or formation as common parts) of the respective individual components of the subassemblies 24, 26 is conceivable.

[0063] The first subassembly 24 comprises a coupling element 28 which can be screwed to the bumper cross member 16 and / or otherwise mechanically fastened thereto (see subsequent views in Fig. 3 and Fig. 6 ).

[0064] Furthermore, the first sub-assembly 24 also comprises a guide section 30, which is designed, for example, as a separate component from the fastening element 28 and is held thereon, for example, via a plug and / or screw connection.

[0065] The second sub-assembly 26 comprises a bearing section 32, also designed as a separate component, for example, which is fastened to a support component 34 of the second sub-assembly 26, for example via a clamping connection or plug and / or screw connection. The receiving area 22 for the sensor 18 is also formed on the support component 34, which is generally angular, as is an optionally shown shielding element or a stop frame 36. This serves to absorb acting forces, since it forms the area of ​​the second sub-assembly 26 that is furthest forward in the direction of travel F. The sensor 18 is positioned further back than this stop frame 36, viewed in the direction of travel F, or is indented relative to it in the direction of the bumper cross member 16.

[0066] The first subassembly 24 and the second subassembly 26 are connected to one another via return elements 27 in the form of tension springs. Two tension springs 27 are provided purely as an example. These extend along a tension spring longitudinal axis Z, which is generally parallel to the axis of rotation hereinafter described with reference to Fig. 3 The tension springs 27 are one-piece. The tension springs 27 are arranged on both sides of the bearing section 32 or accommodate it between them. During a displacement along the linear displacement axis L described below, the tension springs 27 are therefore stretched to essentially the same extent and thus also essentially generate the restoring forces R acting along the displacement direction. These act in the direction of travel F and urge the second sub-assembly 26 into its Fig. 3 Return to the starting position shown.

[0067] The structure and function of the holder 12 are further illustrated by Fig. 3 This shows the bracket 12 in a state attached to the bumper cross member 16. As explained, the coupling element 28 is mechanically fastened to the bumper cross member 16, which is designed as a hollow beam and is preferably generally metallic. Fig. 3 (but also Fig. 6 ) shows a cross-sectional view, wherein the cross-sectional plane corresponds to a vertical spatial plane and contains an axis of the direction of travel F. In other words, it is a partial longitudinal sectional view through the vehicle 10.

[0068] As a further vehicle component, a radiator grille 100 is shown, which forms an outer skin of the vehicle 10, as well as a section of an outer front section of the vehicle 10. It can be seen that the radiator grille 100 is provided with openings 102, wherein the sensor holder 12 and, more precisely, the sensor 18 held thereby is positioned behind one of these openings.

[0069] It can be seen first that the bracket 12 is positioned relative to the bumper cross member 16 such that the sensor 18 held thereby is displaced forward in the direction of travel F relative to the sensor cross member 16. In other words, in the illustrated initial position, which is assumed during normal operation without a collision, a distance A0 exists between the sensor 18 and the bumper cross member 16. This distance can be, for example, between 30 mm and 200 mm and preferably between 50 mm and 100 mm.

[0070] In the illustrated initial position, the bearing section 32 is received to a maximum extent and in particular completely in the guide section 30. More precisely, it is indented or positioned forward to a maximum extent in the direction of travel F. The position of the bearing section 32 can be structurally fixed as viewed in the direction of travel F. This can define the initial position and prevent further displacement of the bearing section 32 in the direction of travel F. An exemplary structural feature for achieving this is a contact surface, such as a fixed contact surface of the guide section 30 to a front side of the edge 323 from the following Figur 4 .

[0071] It should be noted that the bearing section 32 is immovably coupled to the other components of the second sub-assembly 26, ie a displacement thereof results in corresponding displacements of the entire second sub-assembly 26 and in particular of the sensor 18.

[0072] The bearing section 32 is mounted displaceably along a linear displacement axis L within the guide section 30. In particular, viewed against the direction of travel F, this can be Fig. 3 to the right, i.e. to the rear of the bumper cross member 16. As shown in Fig. 6 As shown, this can result in the sensor 18 ultimately being positioned below the bumper cross member 16 or even being slightly indented further rearward relative to it. The displacement occurs when external forces act against the second sub-assembly 26 and in particular the stop frame 36. As expected, forces are then present that extend essentially parallel to the linear displacement axis L and run counter to the direction of travel F. However, since the displacement option described is provided in this direction, the sensor 18 can avoid these forces in a defined manner with a correspondingly linear movement without there being an increased risk of the bearing section 32 becoming jammed in the guide section 30.

[0073] In Fig. 4 The bearing section 32 of the second subassembly 26 is shown in a single part view. The perspective is opposite Fig. 3 Consequently, one sees a front end 300 of the bearing section 32, which is Fig. 3 opposite the stop region 31 of the guide section 30 and / or rests against it. Also shown is a course of the linear displacement axis L. This spans a Cartesian coordinate system with two axes X, Y running orthogonally to it. The axes X, Y form, for example, a horizontal spatial plane, with the Y axis corresponding to a vertical spatial direction. Furthermore, the axes X, Y form the plane of a cross-sectional area of ​​the bearing section 32, which runs orthogonally to the linear displacement axis L. The X and L axes, on the other hand, define a plane of movement in which the bearing section 32 can be displaced.

[0074] It can be seen that the cross-sectional area of ​​the bearing section 32 increases when viewed opposite to the direction of travel F (i.e. from the front end 300 to a rear end 302), and indeed increases continuously. Cross-sectional area is understood to be an area enclosed by the outer contours, even though the bearing section 32 may be hollow. This hollow region can therefore also contribute to the cross-sectional area. In the example shown, the cross-sectional widening occurs due to dimensions along both axes X, Y increasing towards the end 302. More precisely, the bearing section 32 increasingly widens along these two axes. It therefore has two opposing side regions which converge towards one another in the direction of the front end 300, or more precisely, converge to a point.These are the rounded outer edges or borders 304 (or outer end regions), which run essentially along the linear movement axis L, as well as the larger-sized and essentially rectilinear, likewise mutually opposite outer surfaces 306. The latter connect the rounded edge regions 304 to one another and have larger surfaces. Since there are thus two side regions that converge or taper towards one another in pairs, the bearing section 32 can be described as having a shape similar to a double cone and / or a pyramid-like shape. Angle sections 308 are also shown purely as an example, which connect the bearing section 32 to the support element 34. Fig. 2 make possible.

[0075] The shape of the bearing section 32 can also be described as follows: In the described cross-sectional area, both of the end regions 304 each define semicircular shapes. Along the displacement axis L towards the rear end 302 of the bearing section 32, their radius continuously widens. An exemplary radius RR is shown in Fig. 4 for the left edge region 304. Furthermore, the shape of the bearing section 32 is determined by the fact that, in the movement plane explained above, the end regions 304 extend at an angle to one another. In other words, the bearing section 32 is wedge-shaped in the corresponding plan view. This wedge shape, together with the increase in the radius RR, which, for example, continuously increases the dimension in Y, results in a double-cone shape of the bearing section 32.

[0076] A further feature of the bearing section 32 is a plurality of guide projections in the form of guide ribs 320. These are positioned on three different sides, namely on the edge regions 304 and the upwardly or outwardly facing outer surface 306. An outermost edge of these guide ribs 320 runs straight and parallel to the displacement axis L. It therefore does not follow the outer contour of the bearing section 32 and does not reproduce its double-cone shape. At the front end of the bearing section 32 facing the observer, the guide ribs 320 each have radiated or rounded edges 321. In general, the guide ribs 320 extend along the displacement axis L and are straight.

[0077] In Fig. 5 a view of the first subassembly 24 is shown, and more precisely of an underside of the guide section 30. This generally defines a recess or a receiving area in which the bearing section 32 is receivably and in particular displaceably mounted. By way of example only, this receiving area is delimited by a plurality of individual ribs 321, only some of which are provided with a corresponding reference numeral. Some of the ribs 321 have an upper radius 322 which delimits a position of the bearing section 32 in the vertical direction upwards. Others of the ribs 321 have a lower radius 324 which delimits a vertical position of the bearing section 32 downwards. This enables functional separation and reduces the risk of double fitting.

[0078] Also shown are guide grooves 330. These extend along the displacement axis L and through the individual ribs 321. The guide grooves 330 thus define successive openings in the ribs 321. In general, the guide grooves 330 are designed to receive the guide ribs 320 of the bearing section 32 in order to guide them during displacement along the displacement axis L. The guide ribs 320 and the guide groove 330 thus form an engagement structure between the first and second subassemblies 24, 26. As shown in Fig. 5 shown, it is understood that the guide grooves are arranged at positions corresponding to the guide ribs 320, wherein one of the guide grooves 330 in Fig. 5 is not visible.

[0079] Opposite sections of one or adjacent ribs 321 define the entered width B and height H of the receiving area 30. The width B and height H extend along the X and Y axes from Fig. 4 (the width B along the X-axis and the height H along the Y-axis). Viewed along the linear displacement axis L (and opposite to the direction of travel F), a cross-sectional area of ​​the recess defined by the guide section 30 continuously expands analogously to the cross-sectional area of ​​the bearing section 32. This is achieved by a corresponding increase in the width and height dimensions B, H (see correspondingly variable positioning of the radii 322, 324 along the displacement axis L). When the bearing section is displaced along the axis L and opposite to the direction of travel F, it is guided laterally in a linear manner, which is further improved by the optional engagement structure described.

[0080] In the event of an opposite displacement back to the starting position (i.e., in the direction of travel F), the then decreasing cross-sectional areas of the recess 30 and the bearing section 32 interact to center the sensor, so that the sensor 18 is again positioned in a defined manner relative to the cross member 16 and / or generally in the vehicle 10. Despite an at least temporary change in position, it then does not need to be recalibrated, or the calibration effort is at least significantly reduced.

[0081] A corresponding state in which the sensor 18 moves from its initial position according to Fig. 3 was pushed, is in Fig. 6 shown. It can be seen that the bearing section 32 has largely, even more than half, disengaged from the guide section 30 and is significantly displaced relative to the stop area 31. The distance between the sensor 18 and the bumper cross member 16, and more precisely, a front edge thereof, has decreased significantly and has even taken on a negative sign (see corresponding distance A1). Due to the interaction of the guide section 30 and the bearing section 32, the displacement movement has taken place along a defined linear displacement axis, namely the axis L. The guidance is supported by the outlined engagement structure 320, 330. Since the return elements 27 of the Fig. 2 have been elastically deformed, a return movement can be initiated immediately by means of the corresponding return forces R of the second sub-assembly 26 into the initial position when the external forces are removed. Fig. 3 can be achieved.

[0082] In the event of a collision, a defined evasive action can be taken, which reduces the risk of damage to sensor 18 and also the risk of injury to collision partners. However, after the collision has ended, it can automatically return to a desired starting position with precise positioning, allowing sensor 18 to continue operating under certain circumstances without the need for maintenance or repair work.

[0083] As mentioned in the general description, advantages can also be achieved if the displaceability of the sensor 18 along a preferably single linear displacement axis L is provided without generating restoring forces R. In the present example, this is achieved due to the described shapes and dimensions and the associated interaction of guide section 30 and bearing section 32.

[0084] In Figur 7 A detailed sectional view of a holder 12 according to a further embodiment is shown. The sectional plane corresponds to that of, for example, Fig. 3 , however, the viewing direction is mirror-inverted towards the front end 300 of the bearing section 32.

[0085] As an extension of the previous embodiments, this variant provides that the bearing section 32 and the guide section 30 are held together in the illustrated initial position via an engagement structure with at least one locking hook 332. The locking hook 332 is connected to the bearing section 30 via a joint 334 (in the case shown, a solid-state joint). It can deflect into a cavity 336 inside the bearing section 32 when it detaches from the guide section 30.

[0086] This enables a secure and, as far as possible, vibration-free hold and thus correspondingly reliable sensor positioning in the initial position. It also reduces the risk of unnecessary displacement of the sensor 18 (e.g., in the case of collision-free operation), since the positive locking connection requires an increased limit force to be overcome abruptly in order to displace the sensor 18.

[0087] Figur 8shows the subassembly 26 in a design that differs from the preceding illustrations, in which the stop frame 36 is an integral or mounted component of the radiator grille 100. The viewing direction corresponds to a view obliquely from the rear onto the radiator grille 100 in the direction of travel F. The stop frame 36 preferably engages via guide pins 400 in recesses in the form of elongated holes 402 in the support component 34 of the subassembly 26. Tolerance compensation is preferably achieved in all axial directions by the lateral and vertical distance of the guide pins 400 on the stop frame 36 to the flanks of the elongated holes 402 in the support part 34, as well as by the distance of the rear edge 404 of the stop frame 36 to the support part 34.

[0088] In all exemplary embodiments (but also independently thereof as a general aspect of the invention), a cleaning device can be provided for generating a fluid jet directed at the sensor 18. This can remove contaminants from the sensor surface. The fluid jet can be, for example, an air or liquid jet. List of reference symbols

[0089] 10Vehicle 12(Sensor) bracket 16Bumper cross member 18Sensor 22Receiving area 24First subassembly 26Second subassembly 27Reset element 28Coupling element 30Guide section 31Stop area 32Bearing section 34Support component 36Stop frame 100Radiator grille 102Opening 300Front end 302Rear end 304Curved edge areas 306Opposite surfaces 308Angle section 320Guide rib 321Rib 322Upper radius 323Edge 324Lower radius 330Guide groove 332Locking hook 334Joint 400Guide pin 402Elongated hole 404Trailing edge A0, A1Distance LLinear displacement axis BWidth Height F(Forward) direction of travel

Claims

1. Mount (12) for a sensor (18) on a vehicle structure (16), the mount comprising: - a first subassembly (24) which can be attached to the vehicle structure (16); - a second subassembly (26) to which the sensor (18) can be attached; and - at least one return element (27); wherein the first and second subassemblies (24, 26) are movable relative to one another and the return element (27) is configured to exert restoring forces (R) on the second subassembly (26) in accordance with the relative movement in order to force the latter into a starting position, wherein the first and second subassemblies (24, 26) are linearly displaceable relative to one another, wherein the first subassembly (24) comprises a guide portion (30) on or in which the second subassembly (26) is movably guided, wherein the guide portion (30) receives a bearing portion (32) of the second subassembly (26) and surrounds it at least in portions, characterized in that the bearing portion (32) is displaceable from the starting position relative to the guide portion (30) along a displacement axis (L), wherein a cross-sectional area of the bearing portion (32) increases at least in portions along the displacement axis (L).

2. Mount (12) according to claim 1, characterized in that the bearing portion (32) tapers at least in portions when viewed in the direction of the starting position and / or in that the bearing portion (32) is wedge shaped.

3. Mount (12) according to either claim 1 or claim 2, characterized by at least one engagement structure (320, 330) extending along the displacement axis (L) between the guide portion (30) and the bearing portion (32).

4. Mount (12) according to any of the preceding claims, characterized in that the return element (27) is a tension spring.

5. Mount (12) for a sensor (18) on a vehicle structure (16), comprising: - a first subassembly (24) which can be attached to the vehicle structure (16) and which comprises a guide portion (30); - a second subassembly (26) to which the sensor (18) can be attached and which comprises a bearing portion (32) which is movably guided on or in the guide portion (30); characterized in that the bearing portion (32) is displaceable from a starting position relative to the guide portion (30) along a displacement axis (L), wherein a cross-sectional area of the bearing portion (30) increases at least in portions along the displacement axis (L).

6. Vehicle (10), comprising a mount (12) according to any of the preceding claims, in particular wherein the vehicle structure is a bumper cross member (16) and / or wherein the sensor (18) is a radar sensor.