fig1 is a schematic illustration of a side view of a drive unit 100 which can be monitored according to the disclosure . the drive unit 100 has an electric drive motor 110 which is connected to a power component 130 via a usually three - phase power connection 120 . in addition to the power connection 120 , one or more data connections 121 , for example for the rotational speed , temperature , position etc ., are expediently also provided . the power component 130 is in turn connected to a control component 150 , via a connection 140 , usually a field bus connection , which control component 150 serves to actuate and monitor the drive unit . a movable component 160 is driven by the electric drive motor , which movable component 160 is implemented in the simple embodiment illustrated here as a wheel 160 which is attached to the shaft 111 of the drive motor 110 . a detection of a collision within the scope of the disclosure will now be explained in more detail below with reference to fig1 to 4 . in the event of a collision which is to be detected , the wheel 160 or a component which is connected thereto , such as for example a processing mechanism or conveying mechanism , impacts against an obstacle , as the result of which the movement of said component is inhibited . this inhibiting effect on the drive motor 110 can be particularly easily detected in a particularly preferred embodiment by monitoring the selected drive parameters of the torque m and acceleration a . even though fig1 shows a rotational drive motor in which the torque and acceleration are monitored according to the disclosure , features of the disclosure can , of course , also be applied with translational motors in which the driving force and the acceleration are then monitored . fig2 is a schematic illustration of a preferred embodiment of the collision detection method according to the disclosure by means of a flowchart . the method occurs in parallel with an operation 200 of the drive unit . during the detection of the collision , the torque m and the acceleration a of the drive motor 110 are monitored for this purpose in a step 201 , wherein the detection of the collision preferably takes place in the control component 150 which is assigned to the drive motor 110 . during the monitoring process , the product m · a of the torque and the acceleration is compared with a threshold value l in a step 202 . if the product is greater than the threshold value ( which is negative ), no collision is detected and the method returns to the sensing step 201 . if , on the other hand , it is detected that the product m · a is smaller than the threshold value l ( i . e . more negative ), the system continues in a step 204 . in the step 204 , measures which protect the drive unit are initiated and / or operating states are stored for later analysis . operating states such as the operating period ( for example operating hours of the motor , power component and control component ), position , speed and torque or force of the motor at the time of the collision and the like , are expediently stored , preferably in a memory of the control component . the stored data can be used later for the evaluation . the threshold value l can , for example , be predefined during the activation of the drive unit or , as is illustrated in the figure by an optional step 203 , can also be determined during operation . for this purpose , the maximum torque m max which is sensed over a first time period is multiplied by the maximum acceleration a max which is sensed over a second time period and a negative weighting factor - c wherein the first and second time periods are expediently the same and move along , for example , with the sensing time . the maximum values of the last 30 , 60 , 90 , 120 or the like seconds are therefore expediently used for the purpose of determining threshold values . in fig3 , in a diagram 300 , a sensed acceleration a is plotted on graph 301 , a sensed torque m is plotted on a graph 302 , and the product a · m which is formed from the acceleration a and torque m is plotted on a graph 303 , all against time t on the abscissa . during the sensing , the drive unit was accelerated at times t 1 and t 2 , and a collision with a fixed obstacle took place at a time t 3 . it is clearly apparent that the signal 303 which is to be evaluated behaves significantly differently in the event of a collision than in the event of acceleration . in particular , in the event of acceleration relatively small deflections in the upward direction occur , whereas in the event of a collision a large deflection in the downward direction occurs . in this way , a collision can be particularly easily detected with the solution according to the disclosure . the long - term average serves as a zero line in relation to which the maximum values and the threshold value are determined . in fig4 , different evaluation signals m · a are plotted against the time t on the abscissa in a diagram 400 . the graph 401 shows the evaluation signal during operation of a drive unit at a constant speed , wherein there is a marked play between the drive motor and the driven component . the graph 402 shows the evaluation signal for the same drive unit , wherein an acceleration takes place . it is apparent that in this case significant deflections in the upward and downward directions occur in the evaluation signal after the play has been passed through , i . e . when the drive motor drives along the component ( time t 4 ). the graph 403 shows the evaluation signal for a drive unit which is operated in the central torque range , in the event of a collision ( time t 5 ), and the graph 404 shows the evaluation signal for a drive unit which is operated at the torque limit , in the event of a collision ( time t 6 ). by comparing the graphs it becomes clear that a collision ( graphs 403 and 404 ) can be particularly easily differentiated from an accelerated drive system with play ( graph 402 ) through a suitable predefined value for the weighting factor .