DE102020115189B4 - vehicle security system - Google Patents

Abstract

Vehicle safety system (1) for preventing two-wheeler drivers from being injured by opening doors (2) of stopped or parked motor vehicles, comprising at least one door (2) pivotably connected to a body structure (101) by means of at least one hinge device (3) and at least one of the door (2 ) assigned safety device (4) for protecting the two-wheeler rider, characterized in that the safety device (4) has at least one airbag unit (5) designed to cover a narrow side (12) of the door (2), by means of which at least one upper narrow side (12) and at least one rear narrow side (12) of the door (2) can be covered at least in sections, and/or at least one sliding device (6) assigned to the door (2), which is suitable and designed by means of at least one sliding geometry (16) to Deflect the front wheel (201) of a bicycle (200) hitting the narrow side (12) of the door (2) in a targeted manner outwards, and/or comprises at least one deformation body (7) arranged on the door (2), which is arranged on a rear narrow side (12) of the door (2) and is suitable and designed to deform itself when a front wheel (201) of a bicycle (200 ) to deform in a targeted manner, so that an impact energy can be converted into a deformation of the deformation body (7).

Description

The present invention relates to a vehicle safety system for preventing two-wheeler drivers from being injured by opening the doors of stopped or parked motor vehicles. The vehicle safety system comprises at least one door that is pivotably connected to a body structure by means of at least one hinge device. At least one safety device to protect the two-wheeler rider is assigned to the door.

Current active safety systems can usually reliably influence and possibly even prevent the collision of other parties involved in an accident with the vehicle while driving (e.g. emergency brake assistant). However, the avoidance of accidents in stationary vehicles is definitely in need of improvement. There is an increased risk of accidents in the event of a collision with vehicle parts that is not your fault, especially for two-wheelers, in particular cyclists. In around 7% of bicycle accidents, the cyclist approaching from behind collides with an opening car door (so-called dooring accident).

If this is only a small part of the total accidents, the severity of the injuries is particularly critical due to the type of accident. In many cases of this type of collision, serious head injuries occur. Due to the increasing number of cyclists on the road, it can be assumed that the legislator will demand measures to avoid fatal accidents in the future. If you look at the low frequency of accidents with the high extent of the consequences using a risk priority number, it becomes clear that the reduction of the effects should be the focus of development.

One way to protect cyclists from such accidents is, for example, from DE 10 2013 224 642 A1 known. An approaching cyclist is detected there and the opening of the door is blocked or the door is closed. In addition, an airbag arranged on the inside of the door is described there, which is intended to reduce the impact on cyclists.

An airbag unit is known from US 2007/0 029 765 A1, which is arranged on the inner side of the door and whose airbag extends over the inner door pane and also beyond it in the direction of the rear of the vehicle in the event of an accident. US 2009/0 322 065 A1 describes folding structures for airbags on vehicle doors.

the DE 10 2018 006 501 A1 describes the arrangement of a door lock on a carrier of a vehicle side door. The door lock is also attached to the carrier via a holder. A sliding bevel is provided between the bracket and the carrier so that the components slide past one another at an angle to the longitudinal axis of the vehicle in the event of a frontal impact with a small overlap.

From the DE 20 2017 100 923 U1 a vehicle door system with servo-assisted door opening is known, in which the door opening is controlled taking into account objects in the vehicle environment.

In contrast, it is the object of the present invention to provide an improved vehicle safety system which makes it possible to reduce the severity of dooring accidents. In particular, reliable protection should also be made possible when the door is not yet wide enough or not fully open. In addition, reliable protection should preferably be made possible when the door is already open and closing (in terms of time) is no longer possible, so that an impact is unavoidable.

This object is achieved by a vehicle safety system having the features of claim 1. Preferred developments of the invention are the subject matter of the dependent claims. Further advantages and features of the present invention result from the general description and the description of the exemplary embodiment.

The vehicle safety system according to the invention serves to prevent personal injury to two-wheelers and in particular cyclists as a result of the opening doors of stopped or parked motor vehicles. The vehicle safety system comprises at least one door that is or can be pivotally connected to a body structure of the motor vehicle by means of at least one hinge device. The vehicle safety system includes at least one safety device associated with the door. The safety device comprises at least one airbag unit designed to cover a narrow side of the door and/or at least one sliding device assigned to the door and/or at least one deformation body arranged on the door. At least one upper narrow side and at least one rear narrow side of the door can be covered at least in sections by means of the airbag unit. By means of at least one sliding geometry, the sliding device is suitable and designed for purposefully deflecting a front wheel of a two-wheeler striking the narrow side of the door outwards. The deformation body is arranged on a rear narrow side of the door and is suitable and designed to be deformed in a targeted manner when a front wheel of a two-wheeler hits it, so that impact energy results in a deformation of the Defor mation body can be implemented. In a further development, the vehicle safety system can be characterized in that the hinge device for the safety device is designed so that it can be turned over (due to an accident). In particular, the sliding device is assigned to a narrow side of the door. In particular, the deformation body is arranged on a narrow side of the door.

The vehicle security system according to the invention offers many advantages. The safety device offers a significant advantage, which can significantly reduce the severity of dooring accidents thanks to its components. With the arrangement on the narrow side, reliable protection is also made possible when the door has just been opened or is not yet wide open. Especially with such opening angles of the door, particularly serious head injuries can otherwise occur. The hinge device of the safety device also offers a considerable advantage. The possibility of over-revving can significantly reduce the severity of the impact on the door.

Particularly preferably, at least one upper narrow side and/or at least one rear narrow side of the door can be covered at least in sections by means of the airbag unit. As a result, the protection against accidents can be improved in a particularly advantageous manner, since these areas are particularly critical for head injuries.

The airbag unit is arranged in particular in a door body and/or on a door body of the door in the area of the narrow side. In particular, at least one gas generator is also arranged in the door body. The airbag unit is preferably covered with a panel that can be detached when the airbag unit is triggered.

In an advantageous embodiment, the door is at least partially frameless. In particular, the door is frameless on a rear and/or upper narrow side. In particular, the door pane is exposed or frameless at least in sections on a rear and/or upper narrow side. Such doors or door windows are provided, for example, for convertibles or copies. The door can also be equipped with a frame. In particular, the door includes a door window.

In a particularly advantageous embodiment, the airbag unit is suitable and designed at least for at least partially covering a frameless narrow side of a door pane of the door. For this purpose, the airbag unit is preferably arranged below a window pane (at least there frameless) of the door. When triggered, the airbag unit can preferably be deployed upwards from there, at least over the frameless narrow side of the door window. In particular, the airbag unit can be deployed at least in sections over a rear and/or upper frameless narrow side of the door window. In particular, the airbag unit can be deployed in such a way that a two-wheeler hitting the narrow side is protected from directly hitting the rear and upper narrow side of the door window.

According to the invention, a rear and upper narrow side of the door pane can be covered. In particular, the rear and/or upper narrow side of the door can also be covered at least in sections outside of the door pane. In particular, the unfolded airbag unit can be supported on the rear and/or upper narrow side of the door window. The airbag unit preferably includes at least one firing channel for a defined upward deployment in the direction of the door window. The airbag unit preferably has a predefined airbag geometry in order to cover the door window in a targeted manner.

According to the invention, the sliding device is suitable and designed by means of at least one sliding geometry to deflect a front wheel of a two-wheeler hitting the (rear) narrow side of the door in a targeted manner outwards. A deflection to the outside is understood to mean, in particular, a deflection away from the side of the vehicle or the door.

The sliding geometry preferably comprises at least one sliding plane running at an angle or obliquely to the longitudinal axis of the vehicle or the X-axis of the vehicle coordinate system. The sliding plane extends in particular from an end of the sliding geometry that is arranged closer to the inside of the door at an angle forward to an end of the sliding geometry that is arranged closer to the outside of the door.

In an advantageous development, the sliding device is suitable and designed to adjust the sliding geometry by means of at least one actuator unit, in particular to actively deflect the front wheel outwards. In particular, an angle of attack of the sliding plane relative to the longitudinal axis of the vehicle can be changed by means of the actuator unit. In particular, an end of the sliding geometry that is arranged closer to the inside of the door can be pivoted outwards by means of the actuator unit. The pivoting movement takes place in particular around an end of the sliding geometry that is arranged closer to the outside of the door.

The actuator unit comprises in particular at least one and preferably at least two or at least three gas generators to adjust the sliding geometry. The actuator unit can also include a plurality of gas generators. The least one gas generator is in particular mechanically coupled to the sliding geometry, e.g. B. via a coupling unit and in particular a connecting rod.

It is preferred and advantageous that at least one defined and in particular mechanically fixed position of the sliding geometry can be adjusted by the gas generators. As a result, the sliding geometry can be moved particularly quickly and at the same time into different positions. In particular, at least one gas generator is assigned to each defined position. In particular, the position is defined by a path length between the gas generator and the sliding geometry or the length of the coupling unit and, for example, the connecting rod. In particular, the gas generators are independently coupled to the sliding geometry in order to prevent mutual inhibition. In particular, the coupling units are mounted independently for this purpose. The sliding geometry can also be adjustable by other types of actuators.

According to the invention, the deformation body is arranged on a rear narrow side of the door. The deformation body is preferably arranged on a lower half of the rear narrow side. In particular, the deformation body extends to a height of at least 60 cm and preferably at least 70 cm and particularly preferably at least 80 cm in a door that is operationally mounted on a motor vehicle. In particular, the expansion of the deformation body along a vertical axis of the vehicle or the Z-axis is matched to a diameter of conventional front wheels of bicycles.

According to the invention, the deformation body is suitable and designed to deform in a targeted manner when a front wheel of a two-wheeler hits it, so that impact energy can be converted into a deformation of the deformation body. In particular, the deformation body is designed as a sheet metal structure. In particular, the deformation body is arranged in the area of the narrow side in the door body and/or on the door body. In particular, the deformation body is designed in one piece with a door body of the door. For example, the deformation body is provided by at least one structure incorporated into the heat sink. The deformation body can also be formed separately from the door body. In particular, the deformation body is attached to the narrow side of the door.

In a particularly advantageous embodiment, the deformation body is arranged behind the sliding device with respect to the forward direction of travel. This preferably provides a combined effect of the deformation body and the sliding device. In particular, the deformation body and the sliding device are arranged in such a way that, in the event of an accident-related impact, first the deformation body and then the sliding device become effective. In particular, an at least temporarily parallel action of the deformation body and the sliding device is provided.

In particular, the hinge device provides at least a first pivot angle range for normal operation of the door. In particular, the hinge device provides at least a second pivoting angle range for accidental operation of the door. From a closed state, the door can be transferred, in particular, first into the first pivoting angle range and then into the second pivoting angle range. In particular, the second pivot angle range is blocked or can be blocked in normal operation by means of at least one door catch device.

It is particularly preferred and advantageous that the door catch device can be deactivated in the event of an accident. Such deactivation can be effected by partially destroying the door catch device. In particular, the door catch device includes a predetermined breaking point and/or another type of targeted mechanical weakening. However, it is also possible for the door catch device to be deactivated by an actuator or the like in the event of an accident.

It is preferred and advantageous for the hinge device to be designed so that it can be rotated beyond the second pivoting angle range as a result of an accident. As a result, in the event of an accident, an over-twisting of the hinge device is also available, preferably in addition to the deactivation of the door catch device. In particular, an increased expenditure of force is provided for over-rotating the hinge device. In particular, this expenditure of force is higher than the expenditure of force that occurs during normal operation when the door is actuated as intended. In particular, the hinge device can be turned over non-destructively and without damage. The over-tightening of the hinge device can also be effected by partially destroying the hinge device.

In an advantageous development, at least one damper device is assigned to the hinge device. The damper device is particularly suitable and designed, an accident-related door movement at least in the second Targeted damping of the swivel angle range. The damper device is preferably suitable and designed to specifically dampen the accident-related door movement only in the second pivoting angle range, so that no (additional) damping is provided or noticeable in normal operation or in the first pivoting angle range. However, it is also possible for the damper device to also specifically dampen the door movement caused by an accident in the first pivoting angle range.

The damping can increase and/or decrease over the pivot angle in the first and/or second pivot angle range. A linear and/or non-linear change in the damping over the swivel angle can be provided. In particular, within the scope of the present invention, damping is also understood to mean a change in the intended opening force of the door caused by spring force.

In an advantageous embodiment, the damper device at least partially provides the door catch device. In particular, an increased damper torque is provided for this purpose at least at the end of the first pivoting angle range and/or at the beginning of the second pivoting angle range. In particular, the damper torque blocks further pivoting of the door into the second pivoting angle range. In particular, the damper torque cannot be overcome with the manual forces that occur as intended during normal operation. The door can be pivoted with or without damping before the pivoting angle range with the increased damping moment. After the pivoting angle range with the increased damper torque, the door can be pivoted further with or without damping.

The hinge device preferably comprises at least one crescent-shaped hinge lever. In particular, one end of the hinge lever is rotatably mounted about a pivot point fixed to the body. In particular, the hinge lever is fastened to the door with another end. It is preferred that the hinge lever has at least two different radii to the pivot point. In particular, the hinge lever can be rotated about the pivot point with at least two different radii. The at least two different radii can also be provided by a variable radius. In the event of an accident, such a hinge device enables reliable overturning and at the same time offers particularly reliable normal operation of the door.

In all configurations, it is particularly preferred that the safety device is suitable and designed to move the door into a position for a targeted effect of the airbag unit by means of at least one actuating device for at least partially opening and/or closing the door in the event of an impending and/or occurring impact event and/or the sliding device and/or the deformation body and/or the hinge device. In particular, the safety device is suitable and designed to bring the door into a defined impact angle with respect to the two-wheeler. Such a configuration is particularly advantageous when the impact can no longer be avoided or blocking the door would no longer make sense.

In particular, the safety device is suitable and designed to determine the position of the door as a function of a sensor device for detecting the imminent or occurring impact event. In particular, the actuating device comprises at least one linear motor or is designed as such. Other drive types are also possible. In particular, the actuating device can be controlled as a function of the sensor device.

The narrow side extends in particular between a door outside and a door inside. The narrow side includes in particular a flange area of the door. In particular, the narrow side comprises a narrow-side section of a door frame structure. The narrow side includes in particular a rebate area at which at least one outer door panel structure and at least one inner door panel structure meet. The narrow side comprises in particular a narrow-side section of a pane frame and/or a door pane. The safety device is particularly suitable and designed for a rear narrow side (or a rear narrow side in relation to the forward direction of travel) and/or for an upper narrow side of the door. In particular, the airbag unit and/or the sliding device and/or the deformation body are suitable and designed for an impact event of a two-wheeler on the narrow side of the door.

In particular, the door comprises at least one outside of the door and at least one inside of the door. In particular, the door comprises at least one door body, which in particular provides the outside of the door and the inside of the door. In particular, the door pane and/or the pane frame is attached to the door body.

The vehicle safety system can include at least one sensor device for detecting an imminent and/or occurring accident event or impact event. The sensor device serves in particular to detect approaching two-wheelers. In particular, the Safety device can be controlled depending on the sensor device.

In particular, the airbag unit and/or the actuator unit can be controlled as a function of the sensor device. The airbag unit is provided in particular by an inflatable airbag or includes at least one. At least one gas generator and/or at least one control device can be assigned to the airbag unit. The vehicle safety system can also include at least one side window airbag and/or A-pillar airbag and/or at least one airbag assigned to the inside of the door and/or at least one other suitable airbag.

The applicant reserves the right to claim a motor vehicle and in particular a passenger car with a vehicle safety system according to the invention. In this way, too, the task set out above is achieved in a particularly advantageous manner.

Further advantages and features of the present invention result from the exemplary embodiments which are explained below with reference to the enclosed figures.

• 1 eine stark schematisierte Darstellung eines erfindungsgemäßen Fahrzeugsicherheitssystems;
• 2 eine Detaildarstellung des Fahrzeugsicherheitssystems nach 1;
• 3 eine Detaildarstellung des Fahrzeugsicherheitssystems nach 1 in einer geschnittenen Ansicht;
• 4 eine stark schematisierte Darstellung einer Ausgestaltung des erfindungsgemäßen Fahrzeugsicherheitssystems;
• 5 eine stark schematisierte Darstellung eines weiteren erfindungsgemäßen Fahrzeugsicherheitssystems;
• 6 eine Detaildarstellung des Fahrzeugsicherheitssystems nach 5 in einer geschnittenen Ansicht;
• 7 eine Detaildarstellung einer Weiterbildung des Fahrzeugsicherheitssystems nach 5 in einer geschnittenen Ansicht;
• 8 eine weitere Detaildarstellung des Fahrzeugsicherheitssystems nach 5 in einer geschnittenen Ansicht;
• 9 eine stark schematisierte Detaildarstellung einer Ausgestaltung des erfindungsgemäßen Fahrzeugsicherheitssystems;
• 10 eine stark schematisierte Detaildarstellung einer weiteren Ausgestaltung des erfindungsgemäßen Fahrzeugsicherheitssystems;
• 11 eine stark schematisierte Detaildarstellung einer anderen Ausgestaltung des erfindungsgemäßen Fahrzeugsicherheitssystems; und
• 12 eine Darstellung des Fahrzeugsicherheitssystems nach 11.

In the figures show:

• 1 a highly schematic representation of a vehicle safety system according to the invention;
• 2 a detailed representation of the vehicle safety system 1 ;
• 3 a detailed representation of the vehicle safety system 1 in a sectional view;
• 4 a highly schematic representation of an embodiment of the vehicle security system according to the invention;
• 5 a highly schematic representation of another vehicle security system according to the invention;
• 6 a detailed representation of the vehicle safety system 5 in a sectional view;
• 7 a detailed representation of a further development of the vehicle safety system 5 in a sectional view;
• 8th a further detailed representation of the vehicle safety system 5 in a sectional view;
• 9 a highly schematic detailed representation of an embodiment of the vehicle security system according to the invention;
• 10 a highly schematic detailed representation of a further embodiment of the vehicle security system according to the invention;
• 11 a highly schematic detailed representation of another embodiment of the vehicle security system according to the invention; and
• 12 an illustration of the vehicle security system 11 .

1 shows a door 2 of a motor vehicle with a vehicle safety system 1 according to the invention during an accident-related impact event of a two-wheeler 200 on a narrow side 12 of the door 2. The two-wheeler 200 hits the door 2 with a front wheel 201, so that the person on the two-wheeler 200 hits his head 202 or the upper body is thrown in the direction of the upper or rear narrow side 12. In order to mitigate the severity of such an accident, the vehicle safety system 1 is equipped here with a safety device 4 assigned to the door 2 .

The door 2 is pivotably connected to a body structure 101 of the motor vehicle by means of a hinge device 3 . The door 2 includes a door body 22 with a door outside 62 and a door inside 72. The door body 22 includes a door frame 52 here, which frames a pane window 42 here. The pane window 42 can be closed with a door pane 32 that can be opened.

The safety device 4 includes an airbag unit 5 bzw. an air bag to cover the rear and upper narrow side 12. In the accident situation shown here, the head 202 and the upper body in particular can be reliably protected.

In addition, the safety device 4 here includes a sliding device 6 and a deformation body 7. In addition, for the safety device 4, the hinge device 3 is designed such that it can be turned over.

In the 2 the arrangement of the airbag unit 5 within the door body 22 is shown in more detail. The course of the airbag unit 5 is outlined here by a dashed line. The rear and upper narrow side 12 of the door 2 can be seen particularly well here. The airbag unit 5 begins here at a height of approx. 500mm (children on bicycles) and extends to the upper edge of the window.

In the 3 the door 2 is shown in section so that the arrangement of the airbag unit 5 can be seen particularly well. The airbag unit 5 can be inflated here by a gas generator 46 arranged in the door 2 .

the 4 shows a frameless door 2, as provided for example for a convertible or a coupe. In this case, the door pane 32 is exposed at the rear and at the top or is not framed by a door frame 52 . In order to ensure a reliable protective effect even with such a door 2, the unfolded airbag unit 5 also covers the door pane 32 on its rear and upper narrow side 12 .

In the case of the frameless door 2, the airbag cannot be carried out up to the upper edge of the pane because there is no installation space. Rather, the airbag must be unfolded in the area directly below the disc root. Thanks to a specially shaped shot channel and a defined airbag geometry, it unfolds upwards and is positioned directly in front of the edge of the pane, where it is supported.

The geometry of the airbag has z. B. a structure as a V-shape. This shape reliably guarantees that the airbag rests stably on the narrow surface of the window and does not slip off.

Related to the 5-7 the sliding device 6 and the deformation body 7 of the safety device 4 will now be presented in more detail. In the 5 an advantageous positioning of the sliding device 6 and the deformation body 7 in the door 2 is outlined. This positioning is particularly suitable for front wheels 201 of bicycles.

In the 6 the door 2 is shown in a sectional view from above. The door is shown on the left before the impact of the front wheel 201 . The slide-off device 6 here comprises a slide-off geometry 16 with a slide-off plane 26 running at an angle to the longitudinal axis of the vehicle. As a result, the front wheel 201 hitting the narrow side 12 of the door 2 and thus the entire two-wheeler 200 is deliberately deflected outwards, as outlined in the center and right illustration is.

The deformation body 7 is arranged here behind the sliding device 6 in the forward direction of travel. The deformation body 7 is deformed in a targeted manner by the impact of the front wheel 201 . Shortly after or parallel to the deformation, the front wheel 201 slides outwards.

The deformation body 7 is used here to collapse upon the first contact of the bicycle or the front wheel 201 due to the introduced kinetic energy and to form an (additional) sliding possibility or to support the sliding plane 26 .

For example, the sliding geometry 16 is inserted between the inside of the door 72 and the outside of the door 62 . The sliding plane 26 is particularly stiff and is z. B. at an angle of 45 ° in the door 2, so that there is a movement to the outside of the vehicle. This sliding level 26 is z. B. required up to a height of 700 mm above the road (conventional 28 inch bicycle diameter covered). So that the sliding geometry 16 is not visible from the outside for the vehicle styling, it is covered by an additional component and/or the deformation body 7 . This component is designed in such a way that it offers little resistance in the direction of the force (towards the bicycle tyre).

the 7 shows a sliding device 6 in which the sliding geometry 16 can be adjusted by means of an actuator unit 36 in order to actively deflect the front wheel 201 outwards. The door 2 and the sliding device 6 are shown in a normal position on the left in the figure. A sliding device 6 is shown on the right, in which the sliding geometry 16 was adjusted as part of an accident. For a better overview, the position of the sliding geometry 16 in the normal position is shown here as a dashed line. The actuator unit 36 includes 3 gas pressure generators 46 here, for example.

The active sliding device 6 is preconditioned here before the first contact. When the front wheel 201 hits, the sliding geometry 16 is aligned in such a way that the other party involved in the accident is distracted by the sliding plane 26 in such a way that the momentum is not abruptly reduced. Rather, the cyclist is allowed to slide past the vehicle in order to slowly dissipate the energy and thus avoid injury or, ideally, to enable the cyclist to regain control of his bike.

A mechanism with a sacrificial slide 76 is used here to adjust the sliding plane. The sacrificial carriage 76 is located here on the rotatably mounted sliding geometry 16. The attachment of the pivot point can be z. B. done by a bolt and a common hinge. In order to align the sliding plane 26, gas pressure generators 46 are used here due to the high dynamics.

There are several gas pressure generators 46 arranged side by side in the door 2 here. The gas pressure generators 46 are connected here to the sliding geometry 16 via connecting rods 56 . Different angles of rotation can be achieved by different path lengths of the connecting rods 56 . In order to prevent the gas pressure generators 46 from interfering with one another, the connecting rods 56 are located in a special connecting link 66.

In the 8th a vehicle safety system 1 is shown, in which the safety device 4 is equipped with an actuating device 14 for opening and/or closing the door 2 . As a result, the door 2 can be brought into a position here which is optimal for the effect of the safety device 4 .

As a result, in the event of an unavoidable collision, door 2 and the mechanisms integrated in the door (e.g. sliding plane 26) are actively aligned. In practice, unavoidable collisions occur when the sensor paths are blocked, for example by trees, other road users, etc. Optimum alignment of the door 2 relative to the two-wheeler 200 ensures a controlled collision and reduces the consequences of the impact.

A HAF sensor array, for example, is used to identify the cyclist. If a bicycle approaches the stationary vehicle, this is recognized by the sensors. As soon as door 2 is opened, an algorithm runs in the background. This calculates the probability of an accident based on the door kinematics (angle, angular velocity, angular acceleration) and the bicycle kinematics (speed, direction, acceleration), which are recorded by the sensors.

If a collision can no longer be avoided by the door check, door 2 is actively positioned at an optimal impact angle to the bicycle. In addition, other mechanisms (side window airbags, A-pillar airbags, sliding plane 26, airbag unit 5 or the like) can be conditioned and activated in order to reduce the effects of an accident.

Related to the 9 until 12 exemplary embodiments of the over-rotatable hinge device 3 will now be described. The hinge devices 3 presented here are used to be able to pivot the door 2 over a first pivot angle range 13 during normal operation. The first pivoting angle range 13 extends here from the closed position to an open position of the door 2. At the end of the first pivoting angle range 13, further opening of the door 2 is blocked by a door catch device 33 and, for example, a door catch strap. For the safety device 4, however, the door catch device 33 can be deactivated here due to an accident, so that the door can be moved beyond the first pivoting angle range 13 into a second pivoting angle range 23.

The hinge device 3 is equipped here with a damping device 43 in order to specifically dampen door movement caused by an accident. The damping device 43 is provided here by a spring 93 or a piston 133, for example.

In the hinge device 3 of 9 a larger maximum swivel angle is achieved by special kinematics and an adapted geometry of a crescent-shaped hinge lever 53 . The hinge lever 53 is mounted on a pivot point 63 fixed to the shell. The hinge lever 53 has a constant radius 83 to the pivot point 63 in the front area. In the area of the pivot point 63, the radius 73 becomes very much smaller. The pivot point 63 is located at a defined distance from a fender panel. The connection point fixed to the door and the hinge lever 53 move on a circular path when the hinge lever 53 rotates about the connection point fixed to the shell. The hinge lever 53 is supported in a translatory manner in the area of a through-hole 143 in the shell. The door catch device 33, here z. B. a door catch, limits the maximum opening angle of the door 2 in normal operation. The crescent-shaped hinge lever 53 is designed here in such a way that it enables the door to be opened further without a door catch device 33 .

The door catch device 33 used here is structurally designed so that it gives way in a targeted manner in the event of a collision with a cyclist (input of a much higher force than in normal operation), thus enabling the door 2 to be smashed through or overturned unhindered. When door 2 is smashed through, the crescent-shaped hinge lever 53 is pulled out of its guide to the structural maximum ( 9 , rightmost). There it is provided with a weakened cross-section, which then leads to a slight deformation via the axis of the guide and thus makes it even easier to break through the door 2. Thus, the cyclist is not abruptly braked.

The hinge device 3 of 10 is a rotary hinge and can control the opening force by means of a spring preload, and also act as a door catch device 33 or door catch strap. From a certain angle of rotation, the spring force can be kept constant. For this purpose, door 2 is connected to the rotary hinge that is fixed to the shell. The rotary hinge consists of two (rotary) parts 103, which consist of two planes 113 that are round in the Z view and inclined in the XY view. The two slanted rotating parts 103 are mounted by means of an axle and can be rotated against each other.

The rotary part 103 connected to the door 2 is pressed onto the lower part 103 together with the door 2 by a spring 93 . When opening the door 2 ent due to the rotational movement around the axis of rotation, there is a stroke movement in the Z direction. As the angle of rotation increases, the force increases due to the increasing spring force, whereby the characteristic curve can be adjusted linearly or non-linearly by different spring arrangements.

From a defined angle of rotation, the inclined plane 113 jumps over the highest point, so that the door 2 can be rotated further immediately without any load. In the event of a dooring accident, the door 2 is held in a defined position by the door catch device 33 . At the time the cyclist hits the door, the door catch device 33 tears off at a predetermined breaking point. The door 2 rotates around the axis of rotation. The cyclist is braked by the opposing force due to the spring 93 . The hinge flips over from a maximum angle of rotation or from maximum force. The hinge is designed in such a way that the cyclist is slowed down in a defined manner. In addition, the skilful design of the rotation planes means that a lifting movement can only take place from a defined angle of rotation, so that there is no difference when the door is opened every day.

The hinge device 3 of 11 and 12 is a rotary hinge and can control the opening force by spring preload and also function as a door catch device 33 or door catch strap. From a certain angle of rotation, the spring force can be reduced to zero. For this purpose, the inclined plane 113 of the rotary hinge consists of a part 153 fixed to the shell and a part 103 fixed to the door, which are rotatably mounted by means of an axis. The part 103 fixed to the door is provided with an inclined plane 113 . The inclined plane 113 is provided with a shoulder 123 in a defined area. A spring-loaded piston 133 presses perpendicularly onto the inclined plane 113. If door 2 is opened, the inclined plane 113 rotates relative to the spring-loaded piston 133. With an increasing angle of rotation, the force increases due to the increasing spring force, with the characteristic being linear or linear can also be adjusted non-linearly by different spring arrangements. From a defined angle of rotation, the spring-loaded piston 133 runs over the shoulder 123 and loses its preload. The door 2 can then be rotated further without load.

Reference List

1

vehicle security system

2

door

3

hinge device

4

safety device

5

airbag unit

6

sliding device

7

deformation body

12

narrow side

13

swivel angle range

14

actuating device

15

cover

16

sliding geometry

22

door body

23

swivel angle range

26

slip plane

32

door glass

33

door catch device

36

actuator unit

42

pane window

43

damper device

46

gas generator

52

door frame

53

hinge lever

56

connecting rod

62

door outside

63

pivot point

66

backdrop

72

door inside

73

radius

76

sacrificial sled

83

radius

93

Feather

101

body structure

103

Part

113

level

123

Unit volume

133

Pistons

143

Shell passage

153

Part

200

bicycle

201

front wheel

202

head

Claims (7)

Vehicle safety system (1) to prevent personal injury to two-wheelers by opening doors (2) of stopped or parked motor vehicles, comprising at least one door (2) pivotably connected to a body structure (101) by means of at least one hinge device (3) and at least one safety device (4) assigned to the door (2) for the protection of two-wheelers , characterized in that the safety device (4) has at least one airbag unit (5) designed to cover a narrow side (12) of the door (2), by means of which at least one upper narrow side (12) and at least one rear narrow side (12) of the door ( 2) can be covered at least in sections, and/or at least one sliding device (6) assigned to the door (2), which is suitable and designed by means of at least one sliding geometry (16) to prevent a hitting the narrow side (12) of the door (2). Deflect the front wheel (201) of a two-wheeler (200) in a targeted manner outwards, and/or comprises at least one deformation body (7) arranged on the door (2), we hole is arranged on a rear narrow side (12) of the door (2) and is suitable and designed to deform in a targeted manner when a front wheel (201) of a bicycle (200) hits it, so that impact energy results in a deformation of the deformation body (7 ) can be implemented. Vehicle safety system (1) according to the preceding claim, in which the airbag unit (5) is arranged in a door body (22) and/or on a door body (22) of the door (2) in the region of the narrow side (12) and, when the Airbag unit detachable panel (15) is covered. Vehicle safety system (1) according to one of the preceding claims, wherein the door (2) is designed without a frame and wherein the airbag unit (5) is suitable and designed for at least partially covering a frameless narrow side (12) of a door window (32) of the door (2). and is arranged below a pane window (42) of the door (2) and can be unfolded from there upwards at least over the frameless narrow side (12) of the door pane (32) when triggered. Vehicle safety system (1) according to one of the preceding claims, wherein the slide-off geometry (16) comprises at least one slide-off plane (26) running at an angle to the longitudinal axis of the vehicle. Vehicle safety system (1) according to one of the preceding claims, wherein the sliding device (6) is suitable and designed to adjust the sliding geometry (16) by means of at least one actuator unit (36) in order to actively deflect the front wheel (201) outwards. Vehicle safety system (1) according to one of the preceding claims, wherein the actuator unit (36) comprises at least two gas generators (46) and wherein a defined position of the sliding geometry (16) can be adjusted by the gas generators (46). Vehicle safety system (1) according to one of the preceding claims, wherein the deformation body (7) is arranged behind the sliding device (6) with respect to the forward direction of travel, so that a combined effect of deformation body (7) and sliding device (6) is provided.

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