DE102020001123A1 - Motor vehicle with multiple outside air cushion bodies - Google Patents

Abstract

The invention relates to a motor vehicle (10) having an upper air cushion body (12) and a lower air cushion body (14) which can be inflated to a longitudinal outer side (16) of the motor vehicle (10) and which in the inflated state when the motor vehicle (10 ) are positioned on the longitudinal outer side (16) between the longitudinal outer side (16) and a substrate (18), and which are positioned one above the other with respect to a vertical axis (H) of the motor vehicle (10) in the inflated state. The air cushion bodies (12, 14) can cause considerable damping when the motor vehicle (10) tips over sideways, in particular also in the case of a very high motor vehicle (10) or uneven ground.

Description

The invention relates to a motor vehicle with several inflatable air cushion bodies which are inflatable towards a longitudinal outside of the motor vehicle and, in the inflated state, are positioned between the longitudinal outside and a ground when the motor vehicle tips over onto the longitudinal outside.

the DE 10 2007 028 589 A1 discloses an airbag system for a bus for intercepting the bus in the event of a tip-over or rollover. Airbags are inflatable to the outside of the body. A device triggers an inflation of the airbag when the angle of inclination of the bus exceeds a predeterminable threshold value.

the DE 197 44 817 A1 discloses, inter alia, a bus with two laterally inflatable air cushions as a fall arrest device for pedestrians.

The invention is based on the object of creating an alternative and / or improved technology for roll-over damping of a motor vehicle.

The object is achieved by the features of independent claim 1. Advantageous developments are specified in the dependent claims and the description.

One aspect of the present disclosure relates to a motor vehicle, preferably a utility vehicle (e.g. an omnibus or truck). The motor vehicle has (at least) one upper air cushion body and (at least) one lower air cushion body, which can be inflated towards one or the same longitudinal outside of the motor vehicle. In the inflated state, when the motor vehicle tips over onto the longitudinal outside, the air cushion bodies are positioned between the longitudinal outside and a ground. The upper air cushion body and the lower air cushion body are positioned one above the other with respect to a vertical axis of the motor vehicle in the inflated state.

The air cushions that can be inflated one above the other advantageously make it possible for the motor vehicle to tip over to the side to be dampened particularly effectively. The lower air cushion body can, for example, come into contact with the ground when the motor vehicle tips over and prevent a lot of kinetic energy from being built up when the vehicle tips over. The upper air cushion body can ultimately help to dissipate the remaining kinetic energy. In addition, inflatable air cushion bodies positioned at different heights can be used in uneven terrain, e.g. B. on a slope, be advantageous. The risk that the overturning motor vehicle hits the ground in an area that is not covered by an air cushion body can also be significantly reduced. This technique can be used particularly effectively on very tall vehicles.

The expression “with respect to the vertical axis” used herein can expediently relate to a state of the motor vehicle in which the motor vehicle is upright.

Preferably, the air cushion body can be inflated when the motor vehicle tips over sideways, e.g. B. as a function of a roll angle of the motor vehicle and / or controlled by a control unit of the motor vehicle.

In one embodiment, the upper air cushion body is positioned adjacent to a roof of the motor vehicle in the inflated state.

In a further exemplary embodiment, the lower air cushion body is positioned in the inflated state essentially at half the height of the motor vehicle or below it.

In a further exemplary embodiment, the upper air cushion body is positioned with respect to the vertical axis in the inflated state above a center of gravity of the motor vehicle.

In a further exemplary embodiment, the lower air cushion body is positioned with respect to the vertical axis in the inflated state essentially at the level of the center of gravity or below it.

In one embodiment, the upper air cushion body and the lower air cushion body can be inflated with a time delay or are inflated with a time delay. Preferably, the lower air cushion body can be or can be inflated in front of the upper air cushion body, or the upper air cushion body can be or can be inflated in front of the lower air cushion body.

The (for example time-delayed) inflation can preferably be controlled by a control unit of the motor vehicle which, for example, can ignite propellant charges assigned to the air cushion bodies in order to inflate the air cushion bodies. The control unit can inflate the air cushion body z. B. depending on a roll angle of the motor vehicle and / or an environmental topology of the motor vehicle.

In a further embodiment, the upper air cushion body and the lower air cushion body are of different sizes. The lower air cushion body can preferably be larger than the upper air cushion body. Due to the large lower air cushion body, for example, kinetic energy can be generated very early be dismantled when tipping over. Accordingly, the upper air cushion body no longer has to be made so large. Alternatively, the upper air cushion body can be larger than the lower air cushion body. This can be done, for example, if it overturns on uneven terrain, e.g. B. on a slope, be advantageous.

In a further embodiment, the upper air cushion body and the lower air cushion body are fluidically separated from one another. In this way, for example, a time-delayed inflation and a spaced arrangement of the air cushion bodies can be facilitated. Alternatively, the upper air cushion body and the lower air cushion body can be fluidically connected to one another. In this way, for example, propellant charges for inflating the air cushion bodies can be saved and / or particularly effective and large composite air cushions can be formed.

In one embodiment, the upper air cushion body and the lower air cushion body are designed as, preferably cylindrical, tubular or cuboid, elongated bodies which are aligned, for example, parallel to a longitudinal axis of the motor vehicle.

In a further embodiment variant, the upper air cushion body and the lower air cushion body together form sections of a composite air cushion in the inflated state. The composite air cushion can preferably have a frame shape in the inflated state.

In a further development, the composite air cushion has at least one ventilation opening which, when the composite air cushion is inflated, is arranged for venting the composite air cushion into a space surrounded by the frame shape. In this way, damping when it hits the ground or directly after it can be improved. The air flowing inward from the composite air cushion can itself act as a type of air cushion, since it is enclosed on all sides if the motor vehicle has fallen on the longitudinal side.

For example, the upper air cushion body and / or the lower air cushion body can have the at least one ventilation opening.

In a further exemplary embodiment, the motor vehicle has at least one vehicle window which is arranged on the longitudinal outside. In the inflated state of the composite air cushion, the frame shape surrounds the at least one vehicle window. Alternatively or additionally, when the composite air cushion is inflated, the at least one vehicle window is arranged in the area of a central recess in the frame shape. This can, for example, prevent the vehicle window from being pressed in or damaged by the composite air cushion during an impact and from injuring passengers behind the vehicle window.

In a further exemplary embodiment, the motor vehicle has a propellant charge which is arranged on the longitudinal outside. In the inflated state of the composite air cushion, the frame shape can preferably surround the propellant charge, particularly preferably for a gas filling into a space surrounded by the frame shape when the propellant charge is ignited. This can also improve damping when it hits the ground or directly after it.

In one embodiment, the motor vehicle also has at least one central air cushion body. The at least one central air cushion body can preferably be inflatable towards the longitudinal outside of the motor vehicle, in the inflated state when the motor vehicle tips over onto the longitudinal outside it can be positioned between the longitudinal outside and the ground, and / or with respect to the vertical axis of the motor vehicle in the inflated state below the upper air cushion body and positioned above the lower air cushion body. Such a technique can be used in particularly tall vehicles, e.g. B. double-decker buses can be used particularly effectively.

In a further development, the at least one central air cushion body is positioned with respect to the vertical axis in the inflated state essentially at the level of a center of gravity of the motor vehicle or above it.

In a further embodiment, several upper air cushion bodies are comprised, which are arranged next to one another at essentially the same level of the motor vehicle (e.g. with or without a spacing between them), the several upper air cushion bodies preferably being of different sizes or the same size.

In a further embodiment, several lower air cushion bodies are included, which are arranged next to one another at essentially the same level of the motor vehicle (for example with or without a spacing between them), preferably the several lower air cushion bodies are of different sizes or the same size.

It is also possible that several central air cushion bodies are included, which are arranged next to one another at essentially the same height of the motor vehicle (e.g. with or without a spacing between them), with the several central air cushion bodies preferably being of different sizes or the same size.

In one embodiment, the motor vehicle is designed as a double-decker bus, a single-decker bus or a truck.

It is also possible to use the device as disclosed herein for passenger cars.

The term “control unit” can preferably refer to electronics (e.g. with microprocessor (s) and data memory) and / or mechanical control which, depending on the design, can take on control tasks and / or regulation tasks. Even if the term “control” is used here, it can also expediently include “control” or “control with feedback”.

• 1 eine schematische, perspektivische Ansicht eines umkippenden Kraftfahrzeugs gemäß einem Ausführungsbeispiel;
• 2 eine schematische, perspektivische Ansicht eines umkippenden Kraftfahrzeugs gemäß einem weiteren Ausführungsbeispiel;
• 3 eine schematische Ansicht eines Umkippverlaufs eines auf einer Ebene umkippenden Kraftfahrzeugs in drei Stufen;
• 4 eine schematische Ansicht eines umkippenden Kraftfahrzeugs gemäß einem weiteren Ausführungsbeispiel;
• 5 eine schematische Ansicht eines umkippenden Kraftfahrzeugs gemäß einem weiteren Ausführungsbeispiel;
• 6 eine schematische Ansicht eines Umkippverlaufs eines an einer Böschung umkippenden Kraftfahrzeugs in vier Stufen;
• 7 eine schematische, perspektivische Ansicht eines umkippenden Kraftfahrzeugs gemäß einem weiteren Ausführungsbeispiel;
• 8 eine schematische Ansicht eines Umkippverlaufs eines auf einer Ebene umkippenden Kraftfahrzeugs gemäß 7 in drei Stufen; und
• 9 eine schematische Ansicht des umgekippten Kraftfahrzeugs gemäß 7 und 8.

The preferred embodiments and features of the invention described above can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. Show it:

• 1 a schematic, perspective view of an overturning motor vehicle according to an embodiment;
• 2 a schematic, perspective view of an overturning motor vehicle according to a further embodiment;
• 3 a schematic view of an overturning profile of a motor vehicle overturning on a plane in three stages;
• 4th a schematic view of an overturning motor vehicle according to a further embodiment;
• 5 a schematic view of an overturning motor vehicle according to a further embodiment;
• 6th a schematic view of a tipping course of a motor vehicle tipping over on a slope in four stages;
• 7th a schematic, perspective view of an overturning motor vehicle according to a further embodiment;
• 8th a schematic view of an overturning profile of a motor vehicle overturning on a plane according to FIG 7th in three stages; and
• 9 a schematic view of the overturned motor vehicle according to 7th and 8th .

The embodiments shown in the figures match at least in part, so that similar or identical parts are provided with the same reference symbols and reference is made to the description of the other embodiments or figures for their explanation in order to avoid repetition.

the 1 and 2 show a motor vehicle 10 . The car 10 is designed, for example, as a utility vehicle (e.g. bus or truck). Preferably, the motor vehicle can be comparatively high, e.g. B. a single-decker high-floor bus or a double-decker bus.

The car 10 has several inflatable (external) air-cushion bodies 12th , 14th on. The air cushion bodies 12th , 14th are on a longitudinal outside 16 of the motor vehicle 10 arranged, e.g. B. on a driver's side or a passenger side of the motor vehicle 10 . It is possible that on both longitudinal outer sides of the motor vehicle 10 Air cushion body 12th , 14th are arranged (not shown in the figures). The air cushion bodies are in the inflated state 12th , 14th between the respective longitudinal outside 16 and an underground 18th positioned.

The air cushion bodies 12th , 14th can in the inflated state preferably tubular / cylindrical and parallel to a longitudinal axis of the motor vehicle 10 be aligned. The air cushion bodies 12th , 14th can be in the inflated state along an entire length of the motor vehicle 10 or only in sections along the length of the motor vehicle 10 extend.

The air cushion bodies 12th and 14th are in the inflated state with respect to a vertical axis H (marked separately e.g. 3 ) positioned one above the other at different heights. The at least one (upper) air cushion body 12th is above the at least one (lower) air cushion body 14th positioned. The at least one upper air cushion body can preferably 12th when inflated, adjacent to a roof 20th of the motor vehicle 10 be positioned. The at least one lower air cushion body 14th can in the inflated state, for example, essentially halfway up the motor vehicle 10 or below.

The at least one upper air cushion body 12th can exactly one air cushion body 12th have, which in the inflated state z. B. along an entire length of the motor vehicle 10 extends (see 2 ). The at least one upper air cushion body 12th Alternatively, several air cushion bodies can be used 12th have, which in the inflated state at the same height of the motor vehicle 10 are arranged side by side and z. B. along an entire length of the motor vehicle 10 extend (see 1 ).

The at least one lower air cushion body 14th can exactly one air cushion body 14th have, which in the inflated state z. B. along an entire length of the motor vehicle 10 extends (see 2 ). The at least one lower air cushion body 14th Alternatively, several air cushion bodies can be used 14th that are at the same height as the motor vehicle 10 are arranged side by side and z. B. along an entire length of the motor vehicle 10 extend, have (see 1 ).

There are also mixed forms between the versions of the 1 and 2 conceivable, e.g. B. a single upper air cushion body 12th and several lower air cushion bodies 14th .

The air cushion bodies 12th , 14th can be inflated when the motor vehicle 10 overturned sideways. The air cushion bodies can preferably 12th , 14th be inflated by ignition of propellant charges. The ignition of the propellant charges can, for example, be a function of a detected roll angle or roll angle of the motor vehicle 10 be made. The ignition of the propellant charges can be controlled by a control unit. The air cushion bodies 12th are preferably just before the motor vehicle hits the side 10 on the ground 18th inflated to cushion the impact.

The air cushion bodies 12th , 14th can for example be fluidically separated from one another and each can be inflated with its own propellant charge. It is also possible that some of the air cushion bodies 12th , 14th are fluidically connected to one another and are thus inflatable together.

the 3 shows a lateral overturning process of the motor vehicle 10 in three stages. First is the motor vehicle 10 still upright. The air cushion bodies 12th , 14th are not inflated yet. During the overturning, the air cushions become 12th , 14th inflated, e.g. B. from exceeding a predetermined roll angle. The specified roll angle can be specified for a specific vehicle, preferably as a function of the equipment of the vehicle (and thus the height of the center of gravity), or generally z. B. be specified for a vehicle type, z. B. 40 ° or more. The predetermined roll angle can be parameterized electronically, e.g. B. in the control unit of the vehicle. Finally, the overturning motor vehicle lands 10 on the air cushion bodies 12th , 14th . The air cushion bodies 12th , 14th deform elastically and dampen the side impact.

In 3 is a focus S. of the motor vehicle 10 shown. In relation to the upright motor vehicle 10 is the upper air cushion body 12th higher than the center of gravity when inflated S. positioned. The lower air cushion body 14th is approximately at the height of the center of gravity when inflated S. positioned. The lower air cushion body 14th could in the inflated state related to the upright motor vehicle 10 e.g. also lower or higher than the center of gravity S. be positioned.

Depending on the arrangement, configuration and time of inflation of the air cushion body 12th , 14th the point in time at which the respective air cushion body can be influenced 12th , 14th the underground 18th when the motor vehicle tips over 10 touched and how the impact of the motor vehicle 10 is dampened. In this context, the following is an example of the 4th and 5 taken.

the 4th shows that the at least one upper air cushion body 12th and the at least one lower air cushion body 14th can be of different sizes when inflated. The at least one lower air cushion body 14th can be larger than the at least one upper air cushion body when inflated 12th . The at least one lower air cushion body 14th occurs when the vehicle tips over sideways 10 already in contact with the subsurface at a comparatively early stage 18th . This means that impact energy can be absorbed at an early stage. The at least one upper air cushion body 12th can be made smaller because, for example, until the at least one upper air cushion body hits 12th on the ground 18th the kinetic energy of the overturning motor vehicle 10 has already been largely dismantled.

It is possible that the at least one upper air cushion body 12th when inflated, larger than the at least one lower air cushion body 14th is. It can thus be achieved, for example, that the at least one upper air cushion body 12th comparatively early in contact with the ground 18th comes when the motor vehicle 10 overturned sideways. For example, the at least one upper air cushion body 12th shortly before or at the same time as the at least one lower air cushion body 14th the underground 18th touch. The at least one upper air cushion body can thus 12th dissipate a lot of kinetic energy. This can, for example, be particularly advantageous in certain situations, e.g. B. when the subsoil 18th has a sloping embankment on which the motor vehicle 10 overturned sideways.

It is also possible to have several air cushion bodies 12th or 14th that are of different sizes. In other words, there can be several sizes for the air cushion body 12th respectively. 14th give in a plane. These can be ignited, for example, depending on the type of overturning. First the big air cushion bodies 12th or 14th , are inflated from the level that first touches the ground, then the small air cushion bodies if necessary 12th or 14th same height or level, e.g. B. depending on the hardness of the surcharge.

the 5 shows that it is also possible to use air cushion bodies 12th , 14th , 22nd to be provided at three different height positions of the motor vehicle. At least one medium air cushion body 22nd can to the longitudinal outside 16 of the motor vehicle 10 be inflatable. The at least one central air cushion body is in the inflated state 22nd if the motor vehicle overturns 10 on the longitudinal outside 16 between the longitudinal outside 16 and the underground 18th positioned. The at least one central air cushion body is in the inflated state 22nd with respect to the vertical axis H below the at least one upper air cushion body 12th and above the at least one lower air cushion body 14th positioned. The at least one middle air cushion body 22nd can be approximately at the height of the center of gravity H or be positioned above.

The air cushion bodies 12th , 14th , 22nd can in turn be of different sizes, e.g. B. the at least one lower air cushion body 14th and / or the at least one central air cushion body 22nd can be larger than the at least one upper air cushion body 12th .

It is possible for further air cushion bodies to be arranged which, in the inflated state, are at different height positions with respect to the vertical axis H of the motor vehicle 10 are arranged as the air cushion body 12th , 14th , 22nd .

the 6th shows an overturning of the motor vehicle 10 on an underground 18th with an embankment. When falling over the embankment, the upper and lower air cushion bodies 12th , 14th the impact of the motor vehicle 10 dampen effectively. The at least one upper air cushion body 12th can when hitting the transition between the roof 20th and the longitudinal outside 16 already absorbed a lot of kinetic energy. In such a situation it can also be advantageous if the at least one upper air cushion body 12th is inflated first and / or larger than the at least one lower air cushion body 14th is.

Different inflation times of the air cushion bodies 12th , 14th (and possibly 22nd ) can from a control unit (not shown in the figures) of the motor vehicle 10 be controlled, e.g. B. as a function of a roll angle of the motor vehicle 10 and / or an overturning situation (e.g. topology of the subsurface 18th ; z. B. flat subsoil or embankment). The overturning situation can, for example, by means of a sensor system of the motor vehicle surrounding the vehicle 10 be determined, e.g. B. radar, lidar and / or camera-based. Preferably the one or those air cushion bodies 12th , 14th (or possibly 22nd ) are inflated first, the subsurface first 18th can reach when inflated.

It is also possible that the air cushion body 12th , 14th (and possibly 22nd ) can hold the blown air at least for a longer period of time or permanently. In such configurations, for example, all air cushion bodies 12th , 14th (and possibly 22nd ) are inflated at the same time.

the 7th until 9 show an embodiment in which in each case an upper air cushion body 12th and a lower air cushion body 14th together a composite air cushion 24 form. Several composite air cushions can be used 24 with respect to a longitudinal axis of the motor vehicle 10 be arranged side by side.

The composite air cushion 24 may have a frame shape with a central recess. The frame shape can, for example, be angular, e.g. B. rectangular, or rounded, e.g. B. toroidal.

The composite air cushion 24 can, for example, have four air cushion body legs connected to one another in a rectangular or square shape, of which the upper air cushion body leg is separated from the upper air cushion body 12th and the lower airbag leg from the lower airbag 14th is formed. Two connecting leg air cushion bodies connect the upper air cushion body 12th each end with the lower air cushion body 14th to form the frame shape. The legs of the air cushion body are fluidically connected and can be inflated together. Due to the shape of the frame, it can be used when lying on the ground 18th a closed space is created in the area of the central recess in order to be able to better dampen its larger volume.

In the 7th and 8th it is shown that the frame shape of the composite air cushion 24 For example, they can be used in such a way that the air cushion body legs are positioned in the inflated state in such a way that they are only attached to load-bearing structures on the longitudinal outside of the motor vehicle 10 issue. In contrast, for example, at least one vehicle window 26th on the longitudinal outside 16 of the motor vehicle 10 be positioned in the area of the central recess of the frame shape if the composite air cushion 24 is inflated.

In 9 it is shown that the frame shape of the composite air cushion 24 For example, can also be used in such a way that ventilation openings 28 of the composite air cushion 24 are directed inwards to the central recess of the frame shape. The one after the compound air cushion has been inflated 24 from the vents 28 outflowing air becomes the Slow down the pressure reduction. This does not end the damping abruptly. The space surrounding the frame shape is filled with air from the vents 28 filled and is itself comparatively airtight between the longitudinal outside 16 , the underground 18th and the frame shape.

It is possible that from the composite air cushion 24 is also partially vented to the outside or only to the outside.

It is also possible that there are no vents. The overturned motor vehicle 10 can then on the inflated air cushion bodies 12th , 14th , 22nd and / or the composite air cushion 24 remain, depending on the embodiment.

In 9 it is also shown that the frame shape of the composite air cushion 24 For example, can also be used in such a way that a propellant charge 30th so on the longitudinal outside 16 is arranged that an ignition of the propellant charge 30th causes air to flow inwards to the central recess of the frame shape. The damping by the composite air cushion 24 can thus be achieved over a longer period of time. The space surrounding the frame shape is filled with air by the propellant charge 30th filled and is itself comparatively airtight between the longitudinal outside 16 , the underground 18th and the frame shape. The propellant charge 30th is only z. B. from a control unit of the motor vehicle 10 ignited when the inflated composite air cushion 24 on the ground 18th is present.

Regarding the 7th until 9 measures mentioned (surrounding the vehicle window 26th , Vent 28 , Propellant charge 30th ) can be used individually or in any combination.

The invention is not restricted to the preferred exemplary embodiments described above. Rather, a large number of variants and modifications are possible which also make use of the inventive concept and therefore fall within the scope of protection. In particular, the invention also claims protection for the subject matter and the features of the subclaims independently of the claims referred to. In particular, the individual features of independent claim 1 are disclosed independently of one another. In addition, the features of the subclaims are also disclosed independently of all the features of independent claim 1 and, for example, independently of the features relating to the presence and / or configuration of the upper air cushion body and / or the lower air cushion body of independent claim 1.

List of reference symbols

10

Motor vehicle

12th

Upper air cushion body

14th

Lower air cushion body

16

Long outside

18th

Underground

20th

roof

22nd

Medium air cushion body

24

Composite air cushion

26th

Vehicle window

28

Vent

30th

Propellant charge

H

Vertical axis

S.

main emphasis

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102007028589 A1 [0002]
• DE 19744817 A1 [0003]

Claims (15)

Motor vehicle (10), preferably commercial vehicle, having: an upper air cushion body (12) and a lower air cushion body (14) which: - are inflatable towards a longitudinal outer side (16) of the motor vehicle (10); - In the inflated state, when the motor vehicle (10) tips over onto the longitudinal outer side (16), they are positioned between the longitudinal outer side (16) and a substrate (18); and - Are positioned one above the other in the inflated state with respect to a vertical axis (H) of the motor vehicle (10). Motor vehicle (10) according to Claim 1 wherein: the upper air cushion body (12), when inflated, is positioned adjacent to a roof (20) of the motor vehicle (10); and / or the lower air cushion body (14) in the inflated state is positioned substantially halfway up the motor vehicle (10) or below. Motor vehicle (10) according to Claim 1 or Claim 2 wherein: the upper air cushion body (12) is positioned with respect to the vertical axis (H) in the inflated state above a center of gravity (S) of the motor vehicle (10); and / or the lower air cushion body (14) is positioned with respect to the vertical axis (H) in the inflated state essentially at the level of the center of gravity (S) or below it. Motor vehicle (10) according to one of the preceding claims, wherein: the upper air cushion body (12) and the lower air cushion body (14) are or are inflated with a time delay, preferably: the lower air cushion body (14) is or is inflated in front of the upper air cushion body (12); or the upper air cushion body (12) is or is inflated in front of the lower air cushion body (14). Motor vehicle (10) according to one of the preceding claims, wherein: the upper air cushion body (12) and the lower air cushion body (14) are of different sizes, preferably with: the lower air cushion body (14) is larger than the upper air cushion body (12); or the upper air cushion body (12) is larger than the lower air cushion body (14). Motor vehicle (10) according to one of the preceding claims, wherein: the upper air cushion body (12) and the lower air cushion body (14) are fluidically separated from one another; or the upper air cushion body (12) and the lower air cushion body (14) are fluidically connected to one another. Motor vehicle (10) according to one of the preceding claims, wherein: the upper air cushion body (12) and the lower air cushion body (14) are designed as, preferably cylindrical, tubular or cuboid, elongated bodies which are aligned parallel to a longitudinal axis of the motor vehicle (10). Motor vehicle (10) according to one of the preceding claims, wherein: the upper air cushion body (12) and the lower air cushion body (14) together form sections of a composite air cushion (24) in the inflated state, the composite air cushion (24) having a frame shape in the inflated state. Motor vehicle (10) according to Claim 8 wherein: the composite air cushion (24) has at least one ventilation opening (28) which, when the composite air cushion (24) is inflated, is arranged for venting the composite air cushion (24) into a space surrounded by the frame shape. Motor vehicle (10) according to Claim 8 or Claim 9 , further comprising: at least one vehicle window (26) which is arranged on the longitudinal outer side (16), the frame shape surrounding the at least one vehicle window (26) in the inflated state of the composite air cushion (24) and / or in the inflated state of the composite air cushion (24) ) the at least one vehicle window (26) is arranged in the region of a central recess in the frame shape. Motor vehicle (10) according to one of the Claims 8 until 10 , further comprising: a propellant charge (30) which is arranged on the longitudinal outer side (16), the frame shape surrounding the propellant charge (30) in the inflated state of the composite air cushion (24), preferably to a gas filling into a space surrounded by the frame shape upon ignition of the propellant charge (30). Motor vehicle (10) according to one of the preceding claims, further comprising: at least one central air cushion body (22) which - is inflatable towards the longitudinal outer side (16) of the motor vehicle (10); - In the inflated state when the motor vehicle (10) tips over onto the longitudinal outer side (16) is positioned between the longitudinal outer side (16) and the substrate (18); and - is positioned with respect to the vertical axis (H) of the motor vehicle (10) in the inflated state below the upper air cushion body (12) and above the lower air cushion body (14). Motor vehicle (10) according to Claim 12 wherein: the at least one central air cushion body (22) is positioned with respect to the vertical axis (H) in the inflated state essentially at the level of a center of gravity (S) of the motor vehicle (10) or above. Motor vehicle (10) according to one of the preceding claims, wherein: a plurality of upper air cushion bodies (12) are comprised, which are arranged next to one another essentially at the same level of the motor vehicle (10), the plurality of upper air cushion bodies preferably being of different sizes or of the same size; and or a plurality of lower air cushion bodies (14) are comprised, which are arranged next to one another essentially at the same height as the motor vehicle (10), the plurality of lower air cushion bodies (22) preferably being of different sizes or of the same size. Motor vehicle (10) according to one of the preceding claims, wherein: the motor vehicle (10) is designed as a double decker bus, a single decker bus or a truck.

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