DE102024101322B3 - Sensor device for a vehicle closure of a motor vehicle - Google Patents

Abstract

The invention relates to a sensor device for a vehicle closure of a motor vehicle, comprising at least the following components:
- a sensor unit having a first end and a second end arranged opposite each other in a pivoting plane;
- a pivoting bracket for the first end of the sensor unit, wherein the pivoting bracket is attachable relative to a body shell of a motor vehicle; and
- a bearing mount for the second end of the sensor unit, wherein the bearing mount is mountable relative to a body shell of a motor vehicle. The sensor device is characterized primarily in that the second end of the sensor unit is separated from the bearing mount as a result of a predetermined force application and pivoted in the pivot plane while held by the pivot mount.
With the sensor device proposed here, a safe leg impact section is created, although the sensor unit is arranged in this leg impact section.

Description

The invention relates to a sensor device for a vehicle closure of a motor vehicle, a vehicle closure with such a sensor device for a motor vehicle, and a motor vehicle with such a vehicle closure.

In order to protect the pedestrian in the event of a frontal collision (crash) between a pedestrian and a motor vehicle (or its front end) and to offer as little resistance as possible on the vehicle side in the event of a leg impact in order to minimise injuries, a deformation path of approximately 100 mm [one hundred millimetres] in the direction of the longitudinal extent of the motor vehicle must be provided in the front end of the motor vehicle for the leg impact.

A LIDaR sensor (Light Imaging, Detection and Ranging) positioned in this deformation path increases the risk of injury to the pedestrian and would not be legally approved in most cases.

One possibility would be to lower the LIDaR sensor deep enough into the bow to still accommodate the deformation path. However, this would require an enormous clearance in the bow to avoid obstructing the LIDaR sensor's field of view. This is a significant disadvantage for packaging and aesthetic design. To provide the LIDaR sensor with the largest possible field of view without requiring a large clearance, a position flush with the outer skin or relatively flush with the outer skin within the deformation space is recommended.

DE 10 2022 102 716 A1 discloses a holding device for a motor vehicle sensor system, by means of which damage or displacement of sensors of the motor vehicle sensor system is avoided in the event of an accident at low speeds, and which simultaneously enables the realization of shorter vehicle overhangs. For this purpose, a holding device for a motor vehicle sensor system is proposed, comprising a frame attachable to a structural element of a motor vehicle and a sensor holder designed to hold sensors. A first pivoting bracket is pivotally mounted on a first side of the frame, and a second pivoting bracket is pivotally mounted on a second side of the frame opposite the first side. The sensor holder is mounted on the first pivoting bracket and on the second pivoting bracket, and a pretensioning mechanism is also provided. The pretensioning mechanism is designed to pretension the first pivoting bracket and the second pivoting bracket into a use position. By applying a predetermined force to the sensor holder, the pretension can be overcome, so that the sensor holder can be inserted along a direction of movement toward the frame.

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

• - eine Sensoreinheit mit einem ersten Ende und einem zweiten Ende, welche in einer Schwenkebene einander gegenüberliegend angeordnet sind;
• - eine Schwenkhalterung für das erste Ende der Sensoreinheit, wobei die Schwenkhalterung relativ zu einem Rohbau eines Kraftfahrzeugs befestigbar ist; und
• - eine Lageraufnahme für das zweite Ende der Sensoreinheit, wobei die Lageraufnahme relativ zu einem Rohbau eines Kraftfahrzeugs befestigbar ist.

The invention relates to a sensor device for a vehicle closure of a motor vehicle, comprising at least the following components:

• - a sensor unit having a first end and a second end arranged opposite each other in a pivoting plane;
• - a pivoting bracket for the first end of the sensor unit, wherein the pivoting bracket is attachable relative to a body shell of a motor vehicle; and
• - a bearing holder for the second end of the sensor unit, wherein the bearing holder can be fastened relative to a body shell of a motor vehicle.

The sensor device is characterized in particular in that the second end of the sensor unit is separated from the bearing holder as a result of a predetermined force introduction and is pivoted in the pivot plane by means of the pivot holder.

In the following, reference is made to the coordinate system spanned by the transverse, longitudinal, and vertical dimensions, unless explicitly stated otherwise. Ordinal numbers used in the preceding and subsequent descriptions serve only to clearly distinguish them and do not reflect an order or ranking of the designated components. An ordinal number greater than one does not necessarily require the presence of another such component.

Here, a sensor device is proposed which is arranged flush with or close to the outer skin of a vehicle end allows, i.e., in the range of the deformation path of, for example, 100 mm [one hundred millimeters]. This is achieved by suspending the sensor device so flexibly that it will avoid an impact force (e.g., in the event of a leg impact) with almost no resistance. In any case, the resistance force is lower than that of the outer skin of the relevant section of the bow (the leg impact section), or the combined resistance force of the relevant outer skin and the sensor device (and, if applicable, other elements) is within the permissible limits. At the same time, it is ensured that the sensor device cannot be moved out of its desired position as a result of wind load or vibrations during operation of the motor vehicle, so that it does not have an (unknown) shifted sensor field due to displacement (e.g., delivers shifted images).

The vehicle end is preferably a front end or a rear end. However, such a vehicle end can also be mounted on the side, for example, in the area of a sill. It should be noted that the type of mounting of the sensor device is also advantageous in order to at least prevent damage to the sensor unit in the event of a collision (e.g., rear-end collision, curb impact, etc.).

It should be noted in advance that in one embodiment, the longitudinal extent is congruent with the axis generally designated X in vehicle construction, as well as the transverse extent with the axis correspondingly designated Y, and the vertical extent with the axis correspondingly designated Z. Alternatively, these extensions are inclined, for example, tilted around the X-axis, or aligned differently altogether.

Here, it is proposed that the sensor unit of the sensor device be pivotably held or mounted by means of a pivot mount. This pivot mount can be fastened relative to, i.e., indirectly via a mount or another rigid component (e.g., a part of a chassis) or directly to, a body shell of a motor vehicle. It should be noted that the pivot mount only enables pivoting movement if the sensor unit is released from the bearing receptacle; otherwise, the pivot mount forms a bearing point.

The pivot mount defines the pivot plane. In a simple embodiment, a pivot axis is defined, for example, by a bolt, and the sensor unit (preferably only when released from the bearing mount) can pivot about this pivot axis. In one embodiment, a joint is formed, wherein the pivot plane is preferably flat (in technical approximation in the mathematical sense), for example, it is clearly defined by design as spanning two straight lines. The pivot movement is then a curve deviating from a circular path, for example, an elliptical segment or a free curve lying in the (mathematical) plane. In one embodiment, the pivot plane is singly or multiply curved. The movement is then superimposed by a curved movement in another spatial dimension. For example, the sensor unit pivots about an axis (for example, referred to as the Z axis) parallel to the vertical extent and simultaneously folds about an axis (for example, referred to as the Y axis) parallel to the transverse extent. One or more (preferably exactly two) connection points are formed between the pivot mount and the sensor unit. In one embodiment, a mimic is formed as a joint. Alternatively or additionally, in one embodiment, a linkage is provided.

In a preferred embodiment, the pivoting mount is configured such that the sensor unit can be moved from its target position in the released state in only one direction, preferably away from the outer skin of the vehicle's end panel. In one embodiment, the sensor unit is preloaded away from the target position, so that an evasive movement of the sensor unit in the released state is carried out automatically or at least additionally supported, and is not, or not solely, moved by a (leg) impact.

It should be noted that the bearing mount as well as the pivot bracket in the desired position of the sensor unit is designed as a securing attachment for the sensor unit, which in this state is no different from any other type of attachment which is not designed to be released.

However, in the event of a triggering load, i.e. a crash, the sensor unit is released from the bearing mount and is then held movable in the pivot plane (defined by the pivot mount) by means of the pivot mount, preferably exclusively by the pivot mount.

In one embodiment, the sensor unit (or at least one sensor thereof) is a LIDaR sensor or such a sensor is included in the sensor unit. Alternatively or additionally, the sensor unit includes one or more sensors, which, for example, infrared) camera, a radar sensor and/or an ultrasonic sensor.

The sensor unit has two opposing ends, which are defined as opposite one another in the common pivot plane. The first end of the sensor unit is guided close to or on the pivot curve, and the opposite second end moves along a parallel curve offset by the distance between the two ends. In the simple embodiment with a pivot axis, the second end is rotated radially spaced from the pivot axis, describing a circumferential circular path.

The bearing mount is thus configured to hold the sensor unit via the second end with a defined force and/or until a defined deformation of the bearing mount and/or the sensor unit occurs. In one embodiment, a predetermined breaking point is provided, which breaks upon a predetermined force or deformation, thus releasing the sensor unit from the bearing mount. The predetermined breaking point is preferably enclosed by the bearing mount.

It is further proposed in an advantageous embodiment of the sensor device that the bearing receptacle has at least one locking receptacle with a predetermined holding force for a complementary locking element of the second end of the sensor unit.

Here, it is proposed that the second end of the sensor unit be held by the bearing mount in the manner of a snap lock by means of two complementary undercuts, namely the locking mount and the complementary locking element. In one embodiment (force-based release), a holding force is set in a defined manner, for example, by means of rounded undercut geometries. Alternatively or additionally (geometric release), however, as soon as the locking mount is changed in position and/or deformed, the complementary undercuts no longer engage sufficiently tightly, and the sensor unit can be released from the connection to the bearing mount or is released (for example, as a result of preload).

It should be noted that the predetermined holding force is not necessarily a locking force of the locking receptacle in interaction with the complementary locking element in the desired position. On the contrary, in one embodiment, the locking force is significantly higher than the predetermined holding force. However, in a state in which the bearing receptacle or the locking receptacle and/or the sensor unit, preferably the complementary locking element, is deformed, the interaction is disrupted and the locking force is no longer present or is sufficiently reduced to the desired holding force.

It is further proposed in an advantageous embodiment of the sensor device that the bearing receptacle can be pivotally connected to a component of a motor vehicle, wherein the pivoting plane of the bearing receptacle is preferably aligned parallel to the pivoting plane of the pivoting bracket.

In use, the bearing mount is pivotally connected to the vehicle end (for example a shell element, preferably made of plastic) and/or the bodyshell (for example a cross member). In this embodiment, the holding connection between the second end and the bearing mount can be released by pivoting the bearing mount. In one embodiment, a free travel is maintained in which release does not yet occur, whereby this is preferably combined with a restoring force (for example a spring element of the bearing mount, preferably integrated in the manner of a flexure joint). This allows the sensor unit to move evasively, for example in the event of a slight impact on the vehicle end, but the attachment by means of the bearing mount is not yet released. Only when a predetermined deformation path or a predetermined crash load is reached is the connection between the bearing mount and the sensor unit released, and the sensor unit is thus moved sufficiently far out of the desired area (guided by the pivoting bracket).

It should be noted that the description of the pivoting plane of the pivot bracket is analogously applicable to the embodiment of the bearing mount described here. The pivoting movements of the bearing mount and the pivot bracket are preferably complementary to one another. This means that for a free travel, the (guided) pivoting movements run parallel to one another according to the distance between the two ends of the sensor unit or preferably generate or reinforce a restoring preload so that the sensor unit automatically returns to the target position after the load is removed (preferably without an additional preload element). After the limit of a possibly desired free travel is exceeded, the pivoting movements lead away from one another or towards one another so that the distance between the two ends of the sensor unit can no longer be maintained, i.e. the second end must detach from the bearing mount (for geometric reasons).

In a preferred embodiment, the pivot plane of the bearing mount is parallel to, and preferably identical to, the pivot plane of the pivot bracket. This facilitates release without jamming. This is particularly advantageous for a one-dimensional crash load. For a different load assumption (for example, with a mandatory height component), it is advantageous to design the two pivot planes at an angle to each other, so that in addition to a predetermined force introduction, a geometric condition for releasing the second end of the sensor unit from the bearing mount is also created.

It should be noted that in a preferred embodiment, the loads on the sensor unit are sufficiently low so that the sensor unit remains intact. However, it should be noted that the focus here is not on the integrity of the sensor unit or its at least one sensor, but rather on a sufficiently low resistance force for an impact (e.g., a leg impact) to minimize injury (or damage to an object struck) or as minimal as required (e.g., by law or insurance practice).

It is further proposed in an advantageous embodiment of the sensor device that the sensor unit comprises at least one sensor and a sensor housing,
wherein the at least one pivoting center of the pivoting mount, and preferably the pivoting center of the bearing receptacle, is arranged outside the at least one sensor,
wherein preferably the sensor housing comprises at least one connecting element, wherein the at least one connecting element is connected to the pivot bracket or to the bearing receptacle and is formed on the sensor housing extending away from the at least one sensor.

Here, the sensor unit is divided into at least one sensor and a sensor housing accommodating this at least one sensor. A spatial structure is formed by the at least one sensor. The sensor housing is arranged outside this structure, preferably surrounding the at least one sensor on all sides or leaving one side free.

The pivot mount, and optionally the bearing mount, define a pivoting movement as described above. In one embodiment, the pivot center is a pivot axis. In one embodiment, two pivot axes are formed for an elliptical path, or two or more for a free curve. This at least one pivot center does not run through the spatial structure of the at least one sensor, but rather outside of it.

In a preferred embodiment, the main portion of the sensor housing is not intersected by the at least one pivot center. Rather, at least one connecting element is provided, which (preferably alone) is intersected by a respective pivot center. It should be noted that the pivot center and the axes, as well as their mutual intersection, represent a purely theoretical schematic consideration and do not define any colliding elements.

In one embodiment, such a connection element is a pin-like projection from the sensor housing. In one embodiment, such a connection element has an arcuate or circular outer surface, which is encompassed by the complementary receptacle of the bearing receptacle or pivot mount to form a pivot path. In one embodiment, this is reversed, i.e., the connection element in question encompasses the complementary outer surface of the bearing receptacle or pivot mount.

In one embodiment, the connecting element is designed as a plug-in element (e.g., a bolt, a ball, or a roller) that is accommodated in a slotted guide of the bearing mount or pivot bracket. Alternatively, this can be done the other way around.

It is further proposed in an advantageous embodiment of the sensor device that the bearing holder is designed to be softer than the pivoting holder,
wherein the bearing receptacle is preferably designed to be deformable under a predetermined crash load.

Here, it is proposed that the bearing support reacts more quickly with deformation or fracture under a design crash load than the pivoting support. However, it cannot be ruled out that, under a (previously undefined or sufficiently rare) load assumption, the pivoting support may yield more quickly than the softer bearing support. For example, for a rare load assumption, it is permissible for the sensor unit to be released from the pivoting support but not released from the bearing support, or to be released from the bearing support as well. This could result in damage to the sensor unit.

Preferably, however, the bearing support is significantly more deformable, for example made of plastic, spring steel and/or geometrically with a significantly lower rigidity than the swivel holder The swivel bracket, for example, is significantly stiffer in itself and/or due to its fastening method. For example, the swivel bracket is a screwed and/or riveted sheet metal plate with at least two fastening points. The bearing support, for example, is itself latched and/or connected via a single fastening point.

Preferably, the bearing mount is geometrically designed to be so soft that the bearing mount is deformable under a design crash load. For example, a spring arm is formed between the at least one connection to the second end of the sensor unit and the (at least one) attachment point of the bearing mount.

In a simple embodiment, a single connection is formed from the first end to the pivot mount, wherein this connection preferably forms a single pivot axis (i.e. the pivot center).

• - eine Sensorvorrichtung nach einer Ausführungsform gemäß der obigen Beschreibung;
• - einen Beinanprallabschnitt;
• - einen Beinumführabschnitt, welcher an den Beinanprallabschnitt bezogen auf die Quererstreckung außenseitig angrenzend angeordnet ist und von der Längserstreckung nach fahrzeugaußen um einen Winkel von minimal 30° hin zu der Längserstreckung geneigt ausgeführt ist,

wobei bevorzugt die Schwenkhalterung im Bereich des Beinumführabschnitts und die Lageraufnahme im Bereich des Beinanprallabschnitts angeordnet sind.According to a further aspect, a vehicle closure for a motor vehicle with a transverse extension, longitudinal extension and vertical extension is proposed, comprising at least the following components:

• - a sensor device according to an embodiment as described above;
• - a leg impact section;
• - a leg-encircling section, which is arranged adjacent to the leg impact section on the outside with respect to the transverse extent and is inclined from the longitudinal extent towards the outside of the vehicle by an angle of at least 30° towards the longitudinal extent,

wherein the pivoting bracket is preferably arranged in the region of the leg transfer section and the bearing holder is arranged in the region of the leg impact section.

The vehicle closure proposed here can be arranged at the front (as the so-called front section) or at the rear (as the so-called rear section) of a motor vehicle. In one embodiment, the transverse extension is parallel to the Y-axis of the vehicle, the longitudinal extension to the X-axis, and the vertical extension to the Z-axis, according to the coordinate system commonly used in the automotive sector. Alternatively, the spanned coordinate system can be inclined, for example, around the Z-axis, or oriented differently altogether, but in such a way that the crash load scenario of a leg impact or a frontal collision occurs with the mutual force introduction aligned in the longitudinal extension.

The leg impact section is the section that, in a frontal collision with a standing person, first or solely comes into force-transmitting contact with the leg of the standing person. The leg impact section is aligned parallel or slightly inclined to the transverse direction so that, in such a leg impact scenario, the leg is highly unlikely to deflect to the side (in the transverse direction), upwards, or downwards. Therefore, this leg impact section should be designed as softly as possible to minimize the risk and severity of injury. A penetration depth of, for example, 100 mm should be maintained.

The leg-encircling section, on the other hand, is inclined relative to the transverse dimension (but also to the longitudinal dimension) to such an extent that, in a leg impact scenario, there is a high probability that the leg (or the entire person) will be guided around the vehicle end on the side of the incline of the leg-encircling section. A suitable minimum angle for this is 30° [thirty degrees out of 360°] in the plane spanned by the transverse and longitudinal dimensions and adjacent to the longitudinal dimension. For this purpose, it is even advantageous if this leg-encircling section is not designed to be too soft or if it does not have an excessively great penetration depth (e.g., a penetration depth of no more than 20 mm, preferably no more than 10 mm). This promotes the safe recirculation of a (previously standing) leg.

Here, it is proposed that a sensor device, in an embodiment as previously described, be provided in the vehicle closure. The sensor device is preferably arranged flush with or close to the outer skin of the vehicle closure. The sensor device would therefore collide with an object (e.g., a leg) if it came into contact with or penetrated the vehicle. However, because the sensor unit is pivotally suspended, it is guided out of its desired position with virtually no resistance in the event of a collision or as a result of being released from the bearing receptacle. The resistance emanating from the sensor device is thus sufficiently low.

Because a load scenario is considered here in which the leg extends along the vertical extent and/or Z-axis, a lateral pivoting away, i.e. out of the plane spanned by the transverse extent and vertical extent (i.e. at least approximately the impact surface) in the direction of the plane spanned by the longitudinal extent and the vertical extent, is particularly preferred.

In an advantageous embodiment, the pivoting mount itself is firmly connected to the bodyshell (for example, a longitudinal member) of the motor vehicle in question during use and is itself (like the bodyshell) not soft enough to be arranged in the leg impact section. The pivoting mount is preferably arranged in the leg-encircling section, at least in such an embodiment. However, the sensor unit (apart from a connecting element to the pivoting mount) is preferably arranged entirely in the leg impact section. Alternatively, according to the design pivoting movement, that portion of the sensor unit is arranged in the region of the leg impact section which is pivoted out so far that a desired collision-free minimum penetration depth (i.e., without collision with the sensor unit) is ensured.

It should be noted that in one embodiment, the vehicle end is constructed (at least approximately) mirror-symmetrically to a (center) plane spanned by the longitudinal extension (or X-axis) and the vertical extension (or Z-axis). For example, two sensor devices are then arranged, one to the left and one to the right of the longitudinal extension. Alternatively, at least one further sensor device, preferably also in pairs, is designed symmetrically to the center plane.

It is further proposed in an advantageous embodiment of the vehicle closure that the pivoting plane is spanned by the transverse extension and the longitudinal extension.

In another load case scenario, the pivot plane is oriented differently. In the leg impact scenario, the pivot plane is located, preferably exclusively, in the plane spanned by the transverse and longitudinal extensions. For example, a simple pivot axis is aligned parallel to the vertical extension, and the pivot plane of the pivot circular path thus lies in the said plane, to which the vertical extension is perpendicular.

In one embodiment, the pivoting plane is inclined to the plane spanned by the transverse extension and the longitudinal extension and/or leaves this plane upwards or downwards along a pivoting curve.

It is further proposed in an advantageous embodiment of the vehicle end that a headlight holder is included,
wherein the sensor unit is arranged along the transverse extension towards the center of the vehicle next to the headlight mount,
wherein the swivel bracket is preferably arranged directly adjacent to or overlapping the headlight mount.

For aesthetic reasons and/or due to available installation space and/or due to good packaging, it is advantageous to arrange the sensor unit next to a headlight mount, specifically (along the transverse extent) toward the center of the vehicle. In a paired embodiment with a left and a right headlight mount, the (also paired) sensor units are arranged at a smaller distance from each other than the two headlight mounts. In one embodiment, the at least one headlight mount is arranged in the region of the leg-enclosing section.

In one embodiment, the headlight mount is arranged in the leg-encircling section. In one embodiment, the headlight mount is arranged directly adjacent to the leg impact section. For example, during use, a headlight mounted in the headlight mount is mounted or attached to the body shell (e.g., a longitudinal member), along with the pivot mount of the sensor device. In one embodiment, the pivot mount is integrated into the headlight mount or into the mountable headlight.

It should be noted that the headlight mount forms a frame in which a headlight can be accommodated. For this purpose, a wall and, if appropriate, a rim are provided, which are formed completely or partially circumferentially. In one embodiment, the pivot mount (and, if appropriate, part of the sensor unit) is arranged so as to overlap such a wall or rim in the transverse direction.

It is further proposed in an advantageous embodiment of the vehicle closure that an air inlet is included,
wherein the sensor unit, preferably the entire sensor device, is arranged along the vertical extent in the direction of the top of the vehicle next to the air inlet.

Here, too, for aesthetic reasons and/or due to available installation space and/or due to good packaging, it is advantageous to arrange the sensor unit next to an air inlet, specifically (along the vertical extension) towards the top of the vehicle. In a paired embodiment with a left and a right air inlet, the (also paired) sensor units are arranged at a similar distance from each other as the two air inlets. In this embodiment, the at least one air inlet is arranged in the region of the leg impact section.

It should be noted that the air inlet forms an open frame into which air can flow from the surroundings, preferably forced in when the motor vehicle is moving and/or drawn in by a fan. For this purpose, a wall and optionally a rim are provided, which are formed completely or partially circumferentially. In one embodiment, the pivot bracket and/or the bearing receptacle (and optionally a part of the sensor unit) are arranged so as to overlap with such a wall or rim in the direction of the vertical extension.

It should be noted that in one embodiment an air inlet can be closed, for example by means of blinds and/or flaps.

According to a further aspect, a motor vehicle is proposed, comprising a drive train for propelling the motor vehicle, a bodyshell, a transport cell and at least one vehicle closure according to an embodiment according to the above description at the front and/or at the rear of the motor vehicle, wherein preferably the at least one sensor is a LIDaR sensor for 3D detection of the vehicle environment for semi-autonomous and/or fully autonomous driving.

The motor vehicle is driven by a drive train with a (for example, electric) prime mover as the torque source, a (transmission) gearbox, and at least one drive wheel, for example, for use on a road, preferably for the transport of people and/or goods. The motor vehicle often has a transport cell for this purpose. For approval, a crash safety concept must be in place not only to protect the vehicle's occupants, but also to protect the surroundings (especially pedestrians).

The vehicle closure proposed here is particularly advantageous because it simultaneously provides a favorable arrangement of a sensor device and a safe concept for a leg impact scenario, while being easy to integrate into a conventional vehicle configuration.

In an advantageous embodiment, the at least one sensor is designed as a LIDaR sensor, preferably with a large measurement field or field of view and/or a high resolution, which is suitable for semi-autonomous (for example, according to SAE Standard J3016, preferably at least Level 3) or even fully autonomous driving tasks. Alternatively or additionally, a radar sensor and/or a (preferably infrared) camera is included.

• 1: eine schematische geschnittene Draufsicht eines vorderen Fahrzeugabschlusses eines Kraftfahrzeugs mit einer Sensorvorrichtung in einer Sollposition;
• 2: die schematische geschnittene Draufsicht eines vorderen Fahrzeugabschlusses gemäß 1 in einer Position nach einem Crasfall; und
• 3: ein Kraftfahrzeug mit einer Sensorvorrichtung.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, whereby it should be noted that the drawings are not to scale and are not suitable for defining proportions. It is shown in

• 1 : a schematic sectional plan view of a front vehicle end of a motor vehicle with a sensor device in a desired position;
• 2 : the schematic sectional plan view of a front vehicle end according to 1 in a position after a crash; and
• 3 : a motor vehicle with a sensor device.

In 1 A schematic sectional top view of a front vehicle end 2 of a motor vehicle 3 is shown, with a sensor device 1 in a desired position. A transverse extension 19 (Y-axis of the motor vehicle 3) runs from bottom to top, a longitudinal extension 20 (X-axis) from left to right, and a vertical extension 21 (Z-axis) out of the image plane. The sensor device 1 with a sensor unit 4 is arranged on the front end 28 of the motor vehicle 3 shown here, projecting from a leg-encircling section 23 into a leg-impact section 22 of the front vehicle end 2. Furthermore, the sensor device 1 or its sensor unit 4 is arranged set back behind a foremost frontal line 33, for example, above an air inlet 25 (cf. 3 ). The frontal line 33 is formed, for example, by a bonnet (or trunk lid) and/or a fender.

The sensor unit 4 has two opposite ends 5, 6, which are defined or arranged opposite one another in the pivot plane 7. The first (here purely optionally outer) end 5 of the sensor unit 4 is arranged at the pivot bracket 8 and is guided close to the pivot axis 38 when a force 11 is introduced in the event of a crash. Here, the sensor unit 4 comprises a sensor housing 15 around the at least one sensor 14, which (purely optionally) has three projections, from which connection elements 16, 17, 18 are formed. The sensor unit 4 is thus here surrounded by a (along the transverse extent 19 outer, shown according to the lower) connection element 18 with the swivel bracket 8 (in the released state) is held pivotably about the pivot axis 38.

The opposite second (here purely optionally inner, as shown upper) end 6 is held on a bearing receptacle 10 by means of the front inner connection element 16 and the rear inner connection element 17. Here, these two connection elements 16, 17 are designed as locking elements 13 and are each held in the illustrated desired position with a defined holding force by means of complementary locking receptacles 12 of the bearing receptacle 10. It should be noted that two connection points may be sufficient, although for a reliably defined alignment (preferably exactly) three connection points are advantageous. As an alternative to the embodiment shown, more (for example exactly two) connection points are formed on the pivot bracket 8 and/or more or, conversely, exactly one connection point is formed on the bearing receptacle 10. A single connection point (for example, a single inner, preferably front, connection element 16) to the bearing receptacle 10 is advantageous for an uncomplicated assembly or a safe detachment of the connection point of the sensor unit 4 from the bearing receptacle 10. The bearing receptacle 10 is thus designed to hold the sensor unit 4 via the second end 6 with a defined force (for example, introduced by the leg 34 in the event of a crash) and/or to hold it until a defined deformation of the bearing receptacle 10 and/or the sensor unit 4 (compare 2 ).

The sensor unit 4 is mounted here by means of the swivel bracket 8 and the bearing support 10. The swivel bracket 8 is attached to a shell 9 (compare 3 ) or another rigid component (for example, a part of a chassis) of a motor vehicle 3. The pivot bracket 8 defines the pivot plane 7. In this embodiment, a single (outer) connection element 18 is connected to the pivot bracket 8 in such a way that a simple pivot axis 38 is defined and the sensor unit 4 in the released state (from the bearing holder 10) (compare 2 ) is pivotable about this pivot axis 38. The pivoting bracket 8 is preferably configured such that the sensor unit 4 can be moved from its desired position in the released state only in one direction out of this desired position, preferably away from the outer skin of the vehicle end 2 (i.e., to the right as shown).

The bearing mount 10 is here fixedly or rotatably attached by means of a pivot bearing 40 to a component of the motor vehicle 3, preferably to the vehicle end 2, or is rotatably mounted in the (common) pivot plane 7. The bearing mount 10 comprises (here purely optionally two) connection points which are connected to the sensor unit 4 or its (purely optionally two) inner connection elements 16, 17 by means of connecting arms 39, extending from the attachment point or pivot bearing 40 of the bearing mount 10 to the connection points to the sensor unit 4, which here purely optionally form as locking receptacles 12. The front (along the longitudinal extent 20) inner (along the transverse extent 19) connection element 16 and the rear inner connection element 17 are designed here accordingly as locking elements 13 complementary to the locking receptacles 12 of the bearing mount 10. In the event of a triggering load, i.e. a crash, for example, by a leg 34 (here very schematically indicated on a frontal line 33 of the front vehicle end 2), the sensor unit 4 is released from the bearing support 10 and is then held movable in the pivot plane 7 by means of the pivot bracket 8 (here purely optionally only). The exact functioning is described in the following 2 presented and explained.

As shown, the pivot mount 8 is arranged along the transverse extension 19, overlapping (and behind) a headlight mount 24. Here, part of the frontal line 33 arranged above the cutting plane is formed by the headlight mount 24. This frontal line 33 forms a transition between the leg impact section 22 and the leg redirection section 23, with a tangent (or its point of contact 31) with a 30° angle 30 defining the transition from the leg impact section 22 to the leg redirection section 23. In this exemplary embodiment, the sensor device 1 is therefore set back behind the (frontmost) outer skin inwardly of the vehicle (along the longitudinal extension 20).

In 2 is the schematic sectional plan view of a front vehicle end 2 according to 1 shown in a position after a crash. For clarification, reference is made to the previous description, and only the differences are described below.

The deformation is particularly clearly visible when comparing the finely dashed frontal line 33 in the state according to 1 and the coarser dashed (and deformed by the leg 34 into a multiply bent curve) frontal line 33 in the shown state of the crash load introduced into the vehicle end 2.

The leg 34 generates a force introduction 11 onto the front vehicle end 2, so that the outer skin of the vehicle end 2 moves like required along the longitudinal extension 20 inwards of the vehicle (i.e. to the right as shown) with a specified minimum penetration depth.

In the embodiment shown, the (soft) bearing support 10 or its connecting arms 39 with the locking receptacles 12, which hold the locking elements 13 of the sensor housing 15 in the manner of a snap lock by means of two complementary undercuts, are subjected to a predefined holding force due to the force introduction 11. In the embodiment shown, the deformation of the bearing support 10 is crucial for releasing the locking elements 13 from the locking receptacles 12.

The sensor unit 4 now pivots with its second end 6 due to the pivot bracket 8 at a radial distance (describing a circumferential circular path) around the pivot axis 38 of the pivot bracket 8. The pivoting takes place into a free path towards the vehicle interior (along the longitudinal extension 20).

Thus, the required softness of the front end of the vehicle 2 is ensured in the event of a crash involving a leg 34 in the area of the leg impact section 22. The only fixed suspension is located outside the leg impact section 22, namely in the leg recirculation section 23, where it does not interfere with a crash scenario.

In 3 A motor vehicle 3 with a sensor device 1 is shown in a plan view. The motor vehicle 3 extends along a longitudinal extent 20 from left to right as shown, along a transverse extent 19 from bottom to top, and a vertical extent 21 out of the image plane. The motor vehicle 3 is driven by a drive train 26 with a prime mover 35 as a torque source, a (preferably gear-transmitting) transmission 36, and (here two) drive wheels 37, for example for use on a road, here for transporting people in the transport cell 27.

A front vehicle end 2 (on the left as shown) is arranged at the front end 28 of the motor vehicle 3, and a rear vehicle end 32 (on the right as shown) is arranged at the rear end 29 of the motor vehicle 3. Two sensor devices 1 are arranged on the front vehicle end 2 in such a way that they are connected to the bodyshell 9 (here indicated pars-pro-toto with two front longitudinal members) of the motor vehicle 3, for example by means of the pivoting brackets 8. In this exemplary embodiment, the sensor devices 1 are each arranged (along the vertical extent 21) above an air inlet 25 and (along the transverse extent 19) inside a headlight receptacle 24. It should be noted that in one embodiment, alternatively or additionally, at least one sensor device 1 is provided in the rear vehicle end 32 at the rear end 29 or laterally next to the transport cell 27 of the motor vehicle 3.

With the sensor device proposed here, a safe leg impact section is created, although the sensor unit is arranged in this leg impact section.

List of reference symbols

1

Sensor device

2

front vehicle end

3

motor vehicle

4

Sensor unit

5

first (outer) end

6

second (inner) end

7

Swivel plane

8

Swivel mount

9

shell

10

Stock taking

11

Force introduction

12

Snap-in mount

13

locking element

14

sensor

15

Sensor housing

16

front inner connection element

17

rear inner connection element

18

external connection element

19

Transverse extension

20

Longitudinal extension

21

Height extension

22

Leg impact section

23

Leg transfer section

24

Headlight mount

25

Air intake

26

Drivetrain

27

transport cell

28

Bug

29

tail

30

30° angle

31

Point of contact

32

rear vehicle end

33

Frontal line

34

leg

35

drive machine

36

Gearbox

37

Drive wheel

38

Swivel axis

39

connecting arm

40

pivot bearing

Claims (10)

Sensor device (1) for a vehicle closure (2) of a motor vehicle (3), comprising at least the following components: - a sensor unit (4) with a first end (5) and a second end (6), which are arranged opposite one another in a pivot plane (7); - a pivot mount (8) for the first end (5) of the sensor unit (4), wherein the pivot mount (8) is attachable relative to a bodyshell (9) of a motor vehicle (3); and - a bearing receptacle (10) for the second end (6) of the sensor unit (4), wherein the bearing receptacle (10) is attachable relative to a bodyshell (9) of a motor vehicle (3), characterized in that the second end (6) of the sensor unit (4) is separated from the bearing receptacle (10) as a result of a predetermined force introduction (11) and is pivoted in the pivot plane (7) while being held by the pivot mount (8). Sensor device (1) according to Claim 1 , wherein the bearing receptacle (10) has at least one locking receptacle (12) with a predetermined holding force for a complementary locking element (13) of the second end (6) of the sensor unit (4). Sensor device (1) according to Claim 1 or Claim 2 , wherein the bearing holder (10) is pivotally connectable to a component of a motor vehicle (3). Sensor device (1) according to one of the preceding claims, wherein the sensor unit (4) comprises at least one sensor (14) and a sensor housing (15), wherein the at least one pivoting center of the pivoting holder (8) is arranged outside the at least one sensor (14). Sensor device (1) according to one of the preceding claims, wherein the bearing holder (10) is designed to be softer than the pivot holder (8). A vehicle closure (2) for a motor vehicle (3) having a transverse extension (19), a longitudinal extension (20), and a vertical extension (21), comprising at least the following components: - a sensor device (1) according to one of the preceding claims; - a leg impact section (22); - a leg redirection section (23), which is arranged adjacent to the leg impact section (22) on the outside with respect to the transverse extension (19) and is inclined from the longitudinal extension (20) towards the outside of the vehicle by an angle (30) of at least 30° towards the longitudinal extension (20). Vehicle closure (2) after Claim 6 , wherein the pivoting plane (7) is spanned by the transverse extension (19) and longitudinal extension (20). Vehicle closure (2) after Claim 6 or Claim 7 , comprising a headlight receptacle (24), wherein the sensor unit (4) is arranged along the transverse extent (19) in the direction of the vehicle center next to the headlight receptacle (24). Vehicle closure (2) according to one of Claim 6 until Claim 8 , comprising an air inlet (25), wherein the sensor unit (4) is arranged along the vertical extent (21) in the direction of the top of the vehicle next to the air inlet (25). Motor vehicle (3), comprising a drive train (26) for propelling the motor vehicle (3), a body shell (9), a transport cell (27) and at least one vehicle closure (2) according to one of Claim 6 until Claim 9 at the front (28) and/or at the rear (29) of the motor vehicle (3).

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