Trailer coupling

Abstract

In order to provide a trailer coupling in which the vehicle connection unit has collision adaptability, it is proposed that the vehicle connection unit comprises a collision unit which can be mounted at the rear below the bumper unit and which has an impact body which extends transversely to a longitudinal center plane which coincides with the vehicle longitudinal center plane and a deformation body which extends transversely to the vehicle longitudinal center plane, the deformation bodies are arranged on the two sides of the longitudinal center plane and support the impact body relative to the tail of the vehicle and are fixed at intervals from the tail of the vehicle, the impact body of the impact unit is connected with the trailer element, and the impact unit transmits all the forces acting on the trailer element when the trailer coupler is used to the tail of the vehicle.

Description

Technical Field

[0001] The invention relates to a trailer coupling comprising a trailer element, in particular a ball neck, and a vehicle connection unit carrying the trailer element, which can be mounted on or at the rear of a vehicle. Background Art

[0002] Such trailer couplings are known from the prior art, but there is the problem that in order to assemble the known vehicle coupling unit, when the vehicle is used without a trailer coupling, a crash unit provided on the vehicle must be removed and replaced by the vehicle coupling unit, wherein the known vehicle coupling unit is not crash-resistant or is only slightly crash-resistant. Summary of the invention

[0003] It is therefore an object of the present invention to provide a trailer coupling in which the vehicle connection unit is crash-resistant.

[0004] According to the invention, this object is achieved in the case of a trailer coupling of the type described above in that the vehicle coupling unit comprises a crash unit which can be mounted at the rear of the vehicle below the bumper unit, the crash unit having an impact body and a deformation body, the impact body extending transversely to a longitudinal center plane of the trailer coupling coinciding with the longitudinal center plane of the vehicle, the deformation body being arranged on both sides of the longitudinal center plane and supporting the impact body relative to the rear of the vehicle and being fixed at a distance from the rear of the vehicle, the impact body of the crash unit being connected to the trailer element and the crash unit transmitting all forces acting on the trailer element when the trailer coupling is used to the rear of the vehicle.

[0005] The advantage of the solution according to the invention is that, on the one hand, it offers the possibility of configuring the vehicle connection unit as a crash unit, wherein the impact body acts on the deformation body in the event of a crash in such a way that the deformation body allows the impact body to move toward the rear of the vehicle, deforming in the process and absorbing energy, and, on the other hand, when the trailer is in motion, the crash unit enables forces acting on the trailer element to be transmitted to the rear of the vehicle without deformation.

[0006] In this case, the crash unit is preferably a crash unit which is adapted to a vehicle connection unit for trailer operation.

[0007] However, there is also the possibility that the crash unit is a crash unit which is designed for a motor vehicle and can be used on a motor vehicle without an provided trailer element.

[0008] This means that the crash unit itself has the crash and energy absorption properties required for a motor vehicle without a trailer coupling and also has the same crash properties when using a trailer element, but can additionally transmit the forces transmitted by the trailer element to the rear of the vehicle when the trailer is in motion.

[0009] In order to configure the crash unit according to the invention for mounting on a trailer element, it is preferably provided that a mounting base for mounting the trailer element is formed on the impact body of the crash unit.

[0010] Such a mounting base can be a mounting base for a firmly mounted trailer element or a removable trailer element or also a mounting base for a pivotable trailer element.

[0011] In this case, a trailer element means that the trailer element is either designed for connection to a trailer or is designed as a so-called receiver, ie as a receptacle for a hitch element, or is also designed such that it can be connected to a load carrier, in particular a bicycle carrier.

[0012] In order to simply give the impact body the properties required for a crash unit, it is preferably provided that the impact body is designed as a hollow body and thus has the required stability to transmit forces to the deformation body in the event of a crash, wherein a large part of the provided energy absorption takes place in the event of a crash.

[0013] In this case, the mounting base can be arranged on the striking body, for example on the outer side of the striking body.

[0014] However, a particularly advantageous solution provides that the mounting base is integrated into the impact body so that firstly the crash resistance of the impact body is not effectively impaired and secondly the impact body is additionally reinforced so that it can transmit the forces generated during the impact to the deformation body.

[0015] Preferably, provision is made here for the impact body to have a wall element facing toward the vehicle and a wall element facing away from the vehicle, and for an upper wall element facing away from the roadway and a lower wall element facing toward the roadway to extend between them.

[0016] Preferably, all wall elements are firmly connected to one another, for example welded or riveted.

[0017] A particularly advantageous embodiment of the impact body provides that the wall element facing the vehicle and the upper and lower wall elements extending away from it are part of a U-shaped profile.

[0018] With regard to the connection of the mounting base to the striking body, various solutions are conceivable.

[0019] An advantageous solution provides that the mounting base is connected to the wall element facing the vehicle and to the wall element facing away from the vehicle and in particular also to the upper wall element, preferably in a detachable manner.

[0020] The mounting base is therefore used not only to connect the trailer element to the impact body, but also to stabilize the impact body itself, in particular to connect the wall element facing the vehicle to the wall element facing away from the vehicle and, if necessary, also to the upper wall element in the middle region of the impact body, and thus to increase the stability of the impact body.

[0021] In order to facilitate the insertion of the mounting base into the impact body, it is preferably provided that the lower wall element facing the roadway has a cutout for receiving the mounting base.

[0022] In this case, such a cutout is dimensioned in such a way that the mounting base itself can be inserted into the striking body in any case in a simple manner and connected to the striking body.

[0023] However, it is particularly advantageous if the cutout is dimensioned in such a way that the mounting base can be mounted with a trailer element pre-mounted on the mounting base, optionally with a bearing unit which supports the trailer element.

[0024] It is particularly advantageous if a bearing unit for the trailer element is fastened to the mounting base, in particular a pivot bearing unit, with which the trailer element can be pivoted from a working position into a rest position.

[0025] In this case, the mounting base together with the swivel bearing unit and the trailer element can also be introduced through the cutout in the wall element facing the roadway and mounted in the impact body.

[0026] Furthermore, it is advantageously provided that the trailer element is at least partially, in particular completely, accommodated in the impact body in the rest position, wherein the cutout for mounting the mounting base is also dimensioned accordingly in a suitable manner for this purpose so that the trailer element, which extends in the rest position, in particular transversely to the longitudinal center plane, can be at least partially or completely introduced into the impact body and positioned there in the rest position.

[0027] There is no further explanation about the connection between the deformed body and the rear of the vehicle.

[0028] An advantageous solution therefore provides that the respective deformation body is supported on a foot body which can be placed against the rear of the vehicle or which rests against the rear of the vehicle.

[0029] For this purpose, each foot body is preferably provided with a flat central region which enables a flat support at the rear of the vehicle.

[0030] In order to connect the foot body to the rear vehicle, it is preferably provided that the foot body can be fastened to the rear vehicle by means of an anchoring element.

[0031] In particular, the foot body is provided with anchoring elements which engage in a stabilizing region of the rear end of the vehicle.

[0032] There is no further information about the structure of the deformed body.

[0033] In principle, the deformation body can be designed in any desired manner which allows sufficient absorption of high energies in the event of a collision.

[0034] It is particularly advantageous if the deformation body has a connecting element which is arranged between the respective foot body and the fastening region of the striking body.

[0035] For this purpose, the connecting element preferably comprises a finger which is firmly connected to the fastening region of the striking body.

[0036] Preferably, provision is made for the fingers to rest against lower and upper wall elements of the striking body and to be connected to fastening regions of the striking body.

[0037] Furthermore, for additional support of the striking body, it is provided that the connecting element has a support web extending between the fingers, which at least stabilizes the fingers relative to one another.

[0038] In particular, in the corresponding connecting element, a central hole is provided between the support strip and the corresponding leg body, through which the deformation capability of the support strip towards the corresponding leg body is increased.

[0039] It is particularly advantageous if a wall element of the impact body facing the vehicle rests against the support strip and is in particular firmly connected to the support strip, so that further support of the impact body is provided at the connecting element.

[0040] In order to provide further support in addition to the existing connection between the impact body and the connecting element, it is preferably provided that the wall element facing away from the vehicle rests on the finger, in particular on its end region, and is thus also supported directly on the finger.

[0041] In order to enable deformation of the connecting element, in particular deformation in the region of the fingers, in the event of a collision, it is preferably provided that the fixing regions of the upper and lower wall elements connected to the fingers are separated from the wall element facing the vehicle by cutouts, so that the fixing regions of the upper and lower wall elements can deform together with the fingers independently of the wall element facing the vehicle in order to absorb as much collision energy as possible in the event of a collision.

[0042] In particular, it is provided that the connecting element is designed as a whole to deform in the event of a crash in the crash direction, which means that not only individual parts of the connecting element but the entire connecting element deforms in the crash direction in order to absorb as much of the crash energy as possible.

[0043] For example, the fingers are moved with their regions adjacent to the support strip towards or away from one another, and the support strip is moved towards the foot body, in particular with a reduction in the extent of the central opening.

[0044] If the impact energy absorbed by the connecting element in the event of a crash is insufficient, it is preferably provided that an additional energy absorption element is assigned to the connecting element of the deformation body, which element deforms in the direction of the crash in the event of a crash.

[0045] Such an additional energy absorption element can, for example, not only serve to absorb energy in the event of a crash, but can also be designed, for example, in addition to transmit the forces transmitted from the trailer element to the impact body to the foot body.

[0046] A particularly advantageous embodiment of the additional energy absorption elements that deform in the event of a crash provides that they are bodies that fold up in the direction of the crash, meaning that they fold up in such a way that the distance between the foot body and the impact body is reduced and thus additional energy is absorbed by the additional energy absorption elements.

[0047] For example, the additional energy absorption elements are designed in such a way that they have a central body and supporting elements which are deformed (eg folded) in the event of a crash and which extend from the central body on the one hand toward the foot body and on the other hand toward the impact body.

[0048] Another advantageous solution provides that the additional energy absorption element is designed as a hollow body.

[0049] In this case, the hollow bodies are preferably designed in such a way that they extend about a geometric axis and the geometric axis extends in the impact direction or transversely to the impact direction.

[0050] The above description of the solution according to the invention therefore includes in particular the various combinations of features defined by the following consecutively numbered embodiments:

[0051] 1. A trailer coupling (30) comprising a trailer element (40), in particular a ball neck (42), and a vehicle connection unit (20) carrying the trailer element (40), the vehicle connection unit being mountable on or at a rear end (14), wherein the vehicle connection unit (20) comprises a crash unit (60) which can be mounted at the rear end (14) below a bumper unit (16), the crash unit having a crash body (62) and a deformation body (64), the crash body extending transversely to a longitudinal center plane (18) coinciding with a longitudinal center plane (18) of the vehicle, the deformation bodies being arranged on both sides of the longitudinal center plane (18) and supporting the crash body (62) relative to the rear end (14) and being fixed at a distance from the rear end, the crash body (62) of the crash unit (60) being connected to the trailer element (40) and the crash unit (60) transmitting all forces acting on the trailer element (40) to the rear end (14) when the trailer coupling (30) is used.

[0052] 2. The trailer coupling according to embodiment 1, wherein the collision unit (60) is a collision unit adapted to a vehicle connection unit (20) for trailer operation.

[0053] 3. A trailer coupling according to embodiment 1 or 2, wherein the crash unit (60) is a crash unit (60) designed for a motor vehicle (10) and can be used on the motor vehicle (10) without an arranged trailer element (40).

[0054] 4. The trailer coupling according to one of the above embodiments, wherein a mounting base (70) for mounting the trailer element (40) is fixed to the impact body (62) of the crash unit (60).

[0055] 5. The trailer coupling according to one of the above embodiments, wherein the impact body (62) is designed as a hollow body.

[0056] 6. The trailer coupling according to one of the preceding embodiments, wherein the mounting base (70) is integrated into the impact body (62).

[0057] 7. A trailer coupling according to one of the above embodiments, wherein the impact body (62) has a wall element (82) facing the vehicle and a wall element (88) facing away from the vehicle, and an upper wall element (84) facing away from the lane and a lower wall element (86) facing the lane extend between the wall element facing the vehicle and the wall element facing away from the vehicle.

[0058] 8. The trailer coupling according to embodiment 7, wherein the wall elements (82, 84, 86, 88) are firmly connected to each other.

[0059] 9. Trailer coupling according to one of the above embodiments, wherein the wall element (82) facing the vehicle and the upper and lower wall elements (84, 86) extending away from the wall element facing the vehicle are part of a U-shaped profile.

[0060] 10. Trailer coupling according to one of the preceding embodiments, wherein the wall element (88) facing away from the vehicle is curved in a direction away from the wall element (82) facing toward the vehicle.

[0061] 11. A trailer coupling according to one of the above embodiments, wherein the mounting base (70) is connected, preferably detachably, to the wall element (82) facing the vehicle and the wall element (88) facing away from the vehicle and in particular also to the upper wall element (84).

[0062] 12. The trailer coupling according to one of the preceding embodiments, wherein the lower wall element (86) facing the carriageway has a cutout (92) for receiving the mounting base (70).

[0063] 13. Trailer coupling according to embodiment 12, wherein the size of the cutout (92) makes it possible to assemble the mounting base (70) with the trailer element (40) pre-assembled on the mounting base.

[0064] 14. A trailer coupling according to one of the above embodiments, wherein a bearing unit (72), in particular a pivot bearing unit, for a trailer element (40) is fixed to the assembly base (70), and the trailer element (40) can be pivoted from a working position (A) to a stationary position (R) by means of the bearing unit.

[0065] 15. Trailer coupling according to embodiment 14, wherein the trailer element (40) is at least partially, in particular completely, accommodated in the striker (62) in the rest position (R).

[0066] 16. A trailer coupling according to one of the above embodiments, wherein the lower wall element (88) is provided with a cutout (92) in a middle area for accommodating the assembly base (70), the cutout having a certain extension dimension so that the assembly unit (70) together with the pivot bearing unit (72) assembled on the assembly unit can be inserted between the wall element (82) facing the vehicle and the wall element (88) facing away from the vehicle and can be assembled in a manner integrated in the impact body (62), so that in particular the entire assembly base (70) together with the bearing unit (72) is located in the impact body (62).

[0067] 17. A trailer coupling according to embodiment 16, wherein the mounting base (70) extends obliquely both relative to the wall element (88) facing away from the vehicle and relative to the wall element (82) facing the vehicle and rests against the wall element using a mounting flange (96, 94).

[0068] 18. The trailer coupling according to embodiment 17, wherein the mounting unit (70) further comprises a mounting flange (98) which can be placed against the upper wall element (84) and can be connected to the upper wall element.

[0069] 19. A trailer coupling according to one of the above embodiments, wherein the mounting base (70) and the bearing unit (72) mounted thereon together with the trailer element (40) fixed by the bearing unit (72) can be placed as a whole into the impact body (70) through the cutout (92) of the lower wall element (86).

[0070] 20. A trailer coupling according to embodiment 19, wherein the mounting base (70) can be connected to the wall element (82) facing the vehicle using a mounting flange (94), to the wall element (88) facing away from the vehicle using a mounting flange (96), and to the upper wall element (84) using a mounting flange (98).

[0071] 21. The trailer coupling according to one of the above embodiments, wherein the mounting base (70) can be detachably connected to the wall element (82, 84, 88) by means of the mounting flange (94, 96, 98).

[0072] 22. The trailer coupling according to one of the above embodiments, wherein the mounting base (70) can be connected to the wall element (82, 84, 88) by means of screws using the mounting flange (94, 96, 98).

[0073] 23. Trailer coupling according to one of the preceding embodiments, wherein the mounting base (70) is formed by molded parts (102, 103) made of flat material, which are connected to one another and are arranged, for example, one above the other or spaced apart.

[0074] 24. A trailer coupling according to one of the above embodiments, wherein the mounting base (70') is constructed as a solid component, which can be connected to the wall element (82) facing the vehicle, the wall element (88) facing away from the vehicle and the upper wall element (84) respectively via edge regions (104, 106, 108).

[0075] 25. A trailer coupling according to one of the preceding embodiments, wherein the respective deformation body (64) is supported on a support body (66) which bears against or can bear against the rear end of the vehicle (14).

[0076] 26. The trailer coupling of embodiment 25, wherein each of the leg bodies (66) has a central region (124) of flat configuration.

[0077] 27. The trailer coupling according to embodiment 25 or 26, wherein the foot body (66) can be fixed to the rear end (14) by means of anchoring elements (116, 118).

[0078] 28. The trailer coupling according to embodiment 27, wherein the foot body (66) is provided with anchoring elements (116, 118) engaging on a stabilizing region of the rear end of the vehicle (14).

[0079] 29. A trailer coupling according to one of the above embodiments, wherein the deformation body (64) has a connecting element (122) arranged between the corresponding foot body (66) and the fastening region (152) of the impact body (62).

[0080] 30. The trailer coupling according to embodiment 29, wherein the connecting element (122) has fingers (126, 128) that are firmly connected to the fixing region (152) of the impact body (62).

[0081] 31. The trailer coupling according to embodiment 30, wherein the fingers (126, 128) bear against lower and upper wall elements (84, 86) of the impact body (62) and are connected to a fastening region (152) of the impact body.

[0082] 32. A trailer coupling according to embodiment 30 or 31, wherein the connecting element (122) has a support strip (142) extending between the fingers (126, 128), and in particular, a central hole (143) is provided in the corresponding connecting element (122) between the support strip (142) and the support foot body (66).

[0083] 33. The trailer coupling according to embodiment 32, wherein a wall element (82) of the impact body (62) facing the vehicle rests against the support strip (142) and is in particular firmly connected to the support strip.

[0084] 34. Trailer coupling according to one of embodiments 30 to 33, wherein the wall element (88) facing away from the vehicle rests on the fingers (126, 128).

[0085] 35. A trailer coupling according to one of embodiments 30 to 34, wherein the fixing regions (152) of the upper and lower wall elements (84, 86) connected to the fingers (126, 128) are disconnected from the wall element (82) facing the vehicle by means of cutouts (154).

[0086] 36. Trailer coupling according to one of embodiments 29 to 35, wherein the connecting element (122) is designed as a whole to deform in the collision direction (156) in the event of a collision.

[0087] 37. Trailer coupling according to one of embodiments 29 to 36, wherein an additional energy absorption element (162) is provided for the connecting element (122) of the deformation body (64), which is deformed in the collision direction (156) in the event of a collision.

[0088] 38. The trailer coupling of embodiment 37, wherein the additional energy absorbing element (162) is configured to absorb forces transmitted from the trailer element (40) to the impact body (62).

[0089] 39. Trailer coupling according to embodiment 37 or 38, wherein the additional energy absorbing element (162) is designed as an object that folds up in the impact direction (156).

[0090] 40. A trailer coupling according to one of embodiments 37 to 39, wherein the additional energy absorbing element (162, 162') has an intermediate body (164, 195) and a supporting element (166, 168, 196, 198) which can be folded in the collision direction (156) in the event of a collision, and the supporting element extends from the intermediate body on the one hand toward the support body (66) and on the other hand toward the impact body (62).

[0091] 41. Trailer coupling according to one of embodiments 37 to 40, wherein the additional energy absorbing element (162', 162") is designed as a hollow body (172, 174, 182, 184).

[0092] 42. A trailer coupler according to embodiment 41, wherein the hollow body (172, 174, 182, 184) extends around a geometric axis (176, 186) and the geometric axis (176, 186) extends in the collision direction (156) or transversely to the collision direction (156). BRIEF DESCRIPTION OF THE DRAWINGS

[0093] Further features and advantages of the invention are the subject matter of the following description and of the drawings of exemplary embodiments.

[0094] In the figure:

[0095] Figure 1 shows a side view of a motor vehicle having a trailer coupling according to the invention mounted thereon;

[0096] Figure 2 Show Figure 1 A rear view of a motor vehicle provided with a trailer coupling according to the present invention;

[0097] Figure 3 shows a perspective view of a vehicle connection unit having a trailer element according to a first embodiment of a trailer coupling according to the invention;

[0098] Figure 4 Shows the direction from one side of the lane Figure 3 A plan view of the trailer coupling;

[0099] Figure 5 Show Figure 3 Rear view of the trailer coupler;

[0100] Figure 6 Shows the lane direction Figure 3 A top view of a trailer coupling;

[0101] Figure 7 shows a perspective view of a mounting base with a trailer element mounted by means of a pivot bearing unit;

[0102] Figure 8 A single view showing a first mounting base for a trailer coupling according to the invention;

[0103] Fig. 9 A view showing a second trailer coupling according to the invention;

[0104] Fig.10 A side view of a trailer coupling is shown, with the configuration of deformation bodies, each in the form of a connecting element;

[0105] Fig.11 Show Fig.10 An enlarged perspective view of the deformed body facing the observer;

[0106] Fig.12 Shown along Fig.11 The section of line 12-12 before the collision;

[0107] Fig.13 Shown along Fig.11 The section of line 12-12 after the collision;

[0108] Fig.14 A view showing a second embodiment of a trailer coupling according to the invention having a deformation body which comprises a connecting element and also an additional energy absorbing element;

[0109] Fig.15 Show Fig.14 An enlarged perspective view of the upper left angle of the deformed body;

[0110] Fig.16 Show Fig.14 An isolated view of an additional energy absorbing element of a variant of the second embodiment;

[0111] Fig.17 Shown in Fig.16 A separate view of the additional energy absorbing element of the variant of the second embodiment from the perspective of the direction of the arrow X;

[0112] Fig.18A first variant of an additional energy absorption element according to the invention is shown as part of a deformation element together with a corresponding connecting element;

[0113] Fig.19 Show Fig.18 An isolated view of a first variant of an additional energy absorbing element;

[0114] Fig. 20 A second variant of the additional energy absorption element according to the invention is shown as part of a deformation element together with a corresponding connecting element;

[0115] Fig.21 Show Fig. 20 An isolated view of a second variant of an additional energy absorbing element;

[0116] Fig. 22 A third variant is shown of an additional energy absorption element as part of the deformation element together with the connecting element;

[0117] Fig.23 Show Fig. 22 Individual views of a third variant of the additional energy absorption element. DETAILED DESCRIPTION

[0118] The invention relates to a motor vehicle 10 having a body 12 which carries a bumper unit (designated as a whole by 16) at the rear end 14. Figure 1 ).

[0119] A vehicle connection unit, generally designated 20, is arranged on the rear end 14 and is covered by a bumper unit 16. The vehicle connection unit is part of a trailer coupling, generally designated 30, which, in addition to the vehicle connection unit 20, also carries a trailer unit 40, which is particularly designed as a ball neck 42, which extends from a first end 44 connected to the vehicle connection unit 20 to a second end 46, which carries a hitch element 48, which is designed, for example, as a hitch ball.

[0120] like Figure 2 As shown in , in an advantageous embodiment, it is provided that the trailer element 40 can be moved from a working position A under the lower edge 52 of the bumper unit 16 facing the roadway to a rest position R, in which the hitch element 48 is arranged essentially symmetrically to the longitudinal center plane 18 of the trailer coupling 30 coinciding with the longitudinal center plane of the vehicle, and in which the trailer element 40 together with the hitch element 48 is located in the rest position R covered by the bumper unit 16.

[0121] This is done, for example, by surrounding Figure 1 and Figure 2 Not visible in Figure 4 The pivoting movement is achieved by means of the pivot axis visible in FIG.

[0122] As in Figure 2 As shown in FIG. 1 , it is further provided that the vehicle connection unit 20 extends on both sides of the longitudinal center plane 18 and is covered by the bumper unit 16 .

[0123] like Figures 3 to 5 As shown in the figure, the vehicle connection unit 20 is constructed as a collision unit 60, which has an impact body 62 extending transversely to the longitudinal center plane 18, and the impact body is supported on the rear end 14 by a deformation body 64 arranged between the impact body 62 and the rear end 14. The deformation body itself can be abutted against the rear end 14 or abuts against the rear end 14 by means of a support body 66, and can be connected to the rear end 14 or is connected to the rear end 14.

[0124] In this case, in the solution according to the invention, the impact body 62 and the deformation body 64 as well as the support body 66 are each designed in such a way that they not only transmit the forces to which the motor vehicle 10 is subjected to in the event of a collision to the rear end 14 and absorb at least a portion of the collision energy in the region of the deformation body 64, but are also designed in such a way that they absorb the forces generated by the trailer element 40 during the operation of the trailer or load carrier or bicycle carrier and transmit these forces to the rear end 14.

[0125] For this purpose, in the exemplary embodiment shown, the impact body 62 is designed as a hollow body, in which a mounting base, designated as 70, is arranged, on which the trailer element 40 is supported by means of a bearing unit, designated as a whole by 72, which bearing unit is designed, for example, as a pivot bearing unit, by means of which the trailer element 40 is supported so as to be pivotable about, for example, a pivot axis 74, in order to move the trailer element 40 from an operating position A, in which the trailer element 40 is drawn as a solid line, into a rest position R, in which the trailer element 40 is supported. Figure 4 (shown by dashed line).

[0126] Here, the bearing unit 72 comprises, in particular, on the one hand a locking unit in order to fix the trailer unit 40 in the working position A and the rest position R, and on the other hand, for example, also comprises, in particular, an electric pivot drive, by means of which a pivoting movement of the trailer element 40 from the working position A into the rest position R and vice versa can be performed.

[0127] like Figures 3 to 6 As shown in FIG, impact body 62 is formed by a wall element 82 facing the vehicle, from which an upper wall element 84 facing away from the roadway and a lower wall element 86 facing the roadway extend toward a wall element 88 facing away from the vehicle.

[0128] For example, the wall element 82 facing the vehicle and the upper wall element 84 and the lower wall element 86 are formed by a U-shaped profile (e.g. a deep-drawn part or an extruded profile), whose middle branch forms the wall element 82 facing the vehicle and whose side branches form the upper wall element 84 and the lower wall element 86, wherein the upper wall element 84 and the lower wall element 86 both extend to a wall element 88 facing away from the vehicle and are firmly connected to the wall element.

[0129] In this case, the wall element 88 facing away from the vehicle is formed, for example, from a flat material which is welded at least in places to the upper wall element 84 and the lower wall element 86 over its extent transversely to the longitudinal center plane 18 .

[0130] Furthermore, the wall element 88 facing away from the vehicle is designed, for example, to be curved away from the wall element 82 facing the vehicle, so that there is sufficient space in the region of the mounting base 70 to accommodate the mounting base between the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle.

[0131] In addition, the lower wall element 86 is provided with a cutout 92 in a central area for accommodating the mounting base 70, which has such an extension that the mounting base 70 together with the pivot bearing unit 72 mounted thereon can be inserted between the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle and can therefore be assembled in a manner integrated in the impact body 62, so that in particular the entire mounting base 70 together with the bearing unit 72 is located within the impact body 62.

[0132] For a suitable alignment of the bearing unit 72 and the pivot axis 74 , the mounting base 70 extends obliquely both relative to the wall element 82 facing the vehicle and relative to the wall element 88 facing away from the vehicle and rests against these with a mounting flange 94 or 96 .

[0133] In addition, if Figure 7 As shown in FIG. 8 , the mounting unit 70 further comprises a mounting flange 98 which can be placed against the upper wall element 84 and can be connected thereto.

[0134] Therefore, the mounting base 70 and the bearing unit 72 mounted thereon together with the trailer element 40 (such as Figure 7 The impact body 70 as a whole can be inserted through a cutout 92 in the lower wall element 86 and can be connected to the wall element 82 facing the vehicle by means of a mounting flange 94, to the wall element 88 facing away from the vehicle by means of a mounting flange 96 and to the upper wall element 84 by means of a mounting flange 98, in particular can be detachably connected, for example by means of screws, thereby providing a simple feasible solution for the integration and assembly of the assembly 70 together with the bearing unit 72 and the trailer element 40.

[0135] For this purpose, it is preferred that Figure 8 As shown in FIG. 1 , the mounting base 70 is formed by molded parts 102 and 103 made of flat material, which are connected to one another and are arranged, for example, one on top of the other or spaced apart, allowing a high degree of flexibility in the geometrical shape of the mounting base 70 .

[0136] However, as an alternative, Fig. 9 As shown in FIG, the mounting base 70 ′ can also be designed as a solid component, which can be connected with edge regions 104 , 106 and 108 to the wall element 82 facing the vehicle, the wall element 88 facing away from the vehicle and the upper wall element 84 .

[0137] In order to improve the rigidity of impact body 62 constructed as a hollow body, in particular in the region of cutout 92 , wall element 88 facing away from the vehicle is preferably also provided with reinforcing ribs 112 , which are arranged, for example, on a side of wall element 88 facing away from the vehicle and are connected to the wall element.

[0138] Furthermore, the upper wall element 84 is preferably provided with a cutout 114 which improves the accessibility of the mounting base 70 and, for example, forms a free space into which the trailer element 40 can be inserted in the rest position R, if appropriate also only partially.

[0139] In order to fasten the foot element 66 to the rear end 14 , it can preferably be mounted by means of an anchoring element 116 which engages in the rear end 14 .

[0140] If necessary, additional anchoring elements 118 are provided which can be fixed in the rear of the vehicle. Figure 6 as shown in .

[0141] As in Fig.10 and Fig.11 As shown in the figure, each deformation element 64 includes a deformable connecting element 122, which is fixed on one side to the support body 66 and preferably extends transversely (especially approximately perpendicularly) to the flat central area 124 of the support body 66 and extends toward the impact body 62 until the impact body.

[0142] For connection to the striking body 62 , the connecting element 122 has two fingers 126 , 128 , wherein the finger 126 bears against the upper wall element 84 and the finger 128 bears against the lower wall element 86 and is respectively connected thereto.

[0143] Furthermore, the fingers 126 and 128 extend as far as the wall element 88 facing away from the vehicle and rest against it with the end region 132 and 134 , respectively, so that the wall element 88 facing away from the vehicle is directly supported by the fingers 126 , 128 .

[0144] For example, the wall element 88 facing away from the vehicle also has flanges 136 and 138 for this purpose, which are therefore supported directly on the end regions 132 and 134 of the fingers 126 , 128 .

[0145] Furthermore, connecting element 122 comprises a supporting web 142 which extends between fingers 126 and 128 and which rests against wall element 82 of impact body 62 facing the vehicle and thereby supports the latter.

[0146] A central opening 143 is preferably also provided in the connecting element 122 between the support strip 142 and the foot body 66 , through which the support strip 142 can be moved in a deformed manner towards the foot body 66 in the event of a crash.

[0147] In order to stabilize the connecting element 122 relative to the support body 66, the support body 66 also has modified areas 144 and 146, which extend in the same direction as the corresponding connecting element 122, but extend transversely to the connecting element, and the area of ​​the connecting element 122 roughly reaching the support strip 142 is accommodated therebetween and thereby stabilized.

[0148] Each connecting element 122 is therefore preferably firmly connected to the corresponding foot body 166 on the one hand by means of the flat central region 124 and on the other hand by means of the profiled regions 144 and 146 .

[0149] Therefore, through this connection of the support foot body 66 to the corresponding connecting element 122 and the connection of the connecting element to the impact body 62, the unit consisting of the impact body 62 and the deformation body 64 is able to transmit the forces acting on the impact body by the trailer element 40 transversely and parallel to the impact body 62 to the support foot body 66, wherein these forces are then also introduced into the rear end 14 via the support foot body 66 itself.

[0150] ( Fig.12 )

[0151] In order to facilitate the deformation of the connecting body 122 in the event of a collision, the fixing areas 152 of the upper wall element 84 and the lower wall element 86 connected to the fingers 126 and 128 are released relative to the wall element 82 facing the vehicle via the cutouts 154, so that in the event of a collision, the fingers 126 and 128 of the connecting element 122 together with the fixing areas 152 of the impact body 62 can move relative to each other, and in addition, the support strip 142 moves toward the support body 66 while reducing the central hole 143 due to the action of the wall area 82 facing the vehicle of the impact body 62, so that due to the relative movement of the fingers 126, 128 and the movement of the support strip 142 toward the support body 66, together with the deformation of the impact body 62 in the fixing areas 152, the entire connecting element 122 enables the impact body 62 to move in the collision direction 156, i.e., toward the support body 66 and absorb energy based on the resulting deformation.

[0152] ( Fig.13 )

[0153] Depending on the respective size of the energy absorbed by the deformation body 64 during a collision, the connecting element 122 may sometimes not be able to absorb the high energy sufficiently by deformation.

[0154] For this reason, in the second embodiment, the connecting element 122 (such as Fig.14 , 15 16 ) are also provided with additional energy absorption elements 162 , which are effective between the impact body 62 and the corresponding support body 66 in the area of ​​the connecting element 122 .

[0155] exist Figures 14 to 17 Such an additional energy absorption element 162 is shown in the figure and comprises an intermediate body 164, from which, on the one hand, a support element 166 extends to the central region 124 of the corresponding support foot body 66 and, on the other hand, a support element 168 extends to the vehicle-facing wall element 82, so that when the vehicle-facing wall element 82 of the impact body 62 moves toward the corresponding support foot body 66, the support elements 168 and 166 are deformed and thus additional energy is absorbed when the vehicle-facing wall element 82 moves in the impact direction 156 (i.e. toward the support foot body 66).

[0156] As in Fig.18 and Fig.19As shown in , a first variant of the additional energy absorption element 162′ according to the invention is formed by two elements 172 and 174, which are constructed in the shape of half shells about a geometric axis 176 and are arranged on both sides of the connecting element 122. The two elements are supported on the one hand in the central area 124 of the corresponding support body 66 and on the other hand on the vehicle-facing wall element 82 of the impact body 62, and extend between the two elements with a cross-section that changes in a plane perpendicular to the geometric axis 176, so that the elements 172 and 174 can fold up in the impact direction 156 approximately parallel to the geometric axis 176 due to the change in cross-section when the vehicle-facing wall element 82 acts on them, in order to absorb energy.

[0157] Preferably, the elements 172 and 174 are also firmly connected to the connecting element 122 located between them and thus provide additional stabilization of the connecting element 122 between the respective foot body 66 and the support strip 142 .

[0158] exist Fig. 20 and Fig.21 In the second variant of the additional energy absorption element 162" shown in Figure 1, tubular bodies 182 and 184 extending about a geometric axis 186 are arranged on both sides of the connecting element 122, which on the one hand abut against the central area 124 of the corresponding support body 66 and on the other hand also support the impact body 62 on both sides of the connecting element 122 in the area of ​​the wall element 82 of the impact body facing the vehicle.

[0159] Tubular bodies 182 and 184 extend with their geometric axis 186 parallel to central region 124 of respective foot body 66 and parallel to the flat extension of connecting element 122 , so that in the event of a collision, tubular bodies 182 and 184 can be deformed in collision direction 156 transverse to their geometric axis 186 .

[0160] exist Fig. 22 and Fig.23 In the third variant of the additional energy absorption element 162″′ shown in , C-shaped or bracket-shaped elements 192, 194 are arranged on both sides of the connecting element 122, which are constructed in such a way that they are supported on the central area 124 of the corresponding supporting body 66 by means of a plurality of supporting elements 196 arranged on the intermediate body 195, and on the opposite sides of the corresponding connecting element 122, and are also supported on the vehicle-facing wall element 82 of the impact body 62 by means of one or more supporting elements 198 arranged on the intermediate body 195.

[0161] In this case, energy absorption element 162 ′″ extends with elements 192 and 194 from central region 124 of the respective foot body 66 to vehicle-facing wall element 82 and can therefore absorb energy by folding in shape in impact direction 156 .

Claims

1. A trailer coupling (30) comprising a trailer element (40), in particular a ball neck (42), and a vehicle connection unit (20) carrying the trailer element (40), said vehicle connection unit being mountable on or at the rear of a vehicle (14), It is characterized in that The vehicle connection unit (20) comprises a collision unit (60) which can be mounted at the rear end (14) below the bumper unit (16), the collision unit having an impact body (62) and a deformation body (64), the impact body extending transversely to a longitudinal center plane (18) coinciding with the longitudinal center plane (18) of the vehicle, the deformation body being arranged on both sides of the longitudinal center plane (18) and supporting the impact body (62) relative to the rear end (14) and being fixed at a distance from the rear end, the impact body (62) of the collision unit (60) being connected to a trailer element (40) and the collision unit (60) transmitting all forces acting on the trailer element (40) when a trailer coupling (30) is used to the rear end (14).

2. The trailer coupling according to claim 1, characterized in that The crash unit (60) is a crash unit adapted to a vehicle connection unit (20) for trailer operation.

3. The trailer coupling according to claim 1 or 2, characterized in that: The crash unit (60) is a crash unit (60) which is designed for a motor vehicle (10) and can be used on the motor vehicle (10) without an arranged trailer element (40).

4. Trailer coupling according to any one of the preceding claims, characterized in that A mounting base (70) for mounting a trailer element (40) is fixed to an impact body (62) of a crash unit (60).

5. Trailer coupling according to any one of the preceding claims, characterized in that The impact body (62) is designed as a hollow body.

6. Trailer coupling according to any one of the preceding claims, characterized in that The mounting base (70) is integrated into the impact body (62).

7. Trailer coupling according to any one of the preceding claims, characterized in that The impact body (62) has a wall element (82) facing the vehicle and a wall element (88) facing away from the vehicle, and an upper wall element (84) facing away from the roadway and a lower wall element (86) facing the roadway extend between the wall element facing the vehicle and the wall element facing away from the vehicle.

8. The trailer coupling according to claim 7, characterized in that The wall elements (82, 84, 86, 88) are firmly connected to one another.

9. Trailer coupling according to any one of the preceding claims, characterized in that The wall element (82) facing the vehicle and the upper and lower wall elements (84, 86) extending away from the wall element facing the vehicle are part of a U-shaped profile.

10. Trailer coupling according to any one of the preceding claims, characterized in that The wall element (88) facing away from the vehicle is curved in a direction away from the wall element (82) facing toward the vehicle.

11. Trailer coupling according to any one of the preceding claims, characterized in that The mounting base (70) is connected, preferably detachably, to the wall element (82) facing the vehicle and to the wall element (88) facing away from the vehicle and in particular also to the upper wall element (84).

12. Trailer coupling according to any one of the preceding claims, characterized in that The lower wall element (86) facing the carriageway has a cutout (92) for receiving the mounting base (70).

13. The trailer coupling according to claim 12, characterized in that The dimensions of the cutout (92) make it possible to assemble the mounting base (70) with the trailer element (40) pre-assembled on the mounting base.

14. Trailer coupling according to any one of the preceding claims, characterized in that A bearing unit (72), in particular a pivot bearing unit, for the trailer element (40) is fixed to the mounting base (70), with which the trailer element (40) can be pivoted from an operating position (A) into a rest position (R).

15. The trailer coupling according to claim 14, characterized in that The trailer element (40) is at least partially, in particular completely, accommodated in the impact body (62) in the rest position (R).

16. Trailer coupling according to any one of the preceding claims, characterized in that The lower wall element (88) is provided with a cutout (92) in a central area for accommodating the mounting base (70), the cutout having a certain extension dimension so that the mounting unit (70) together with the pivot bearing unit (72) mounted thereon can be inserted between the wall element (82) facing the vehicle and the wall element (88) facing away from the vehicle and can be mounted in a manner integrated in the impact body (62), so that in particular the entire mounting base (70) together with the bearing unit (72) is located within the impact body (62).

17. The trailer coupling according to claim 16, characterized in that The mounting base (70) extends obliquely both relative to a wall element (88) facing away from the vehicle and relative to a wall element (82) facing the vehicle and rests against the wall elements with mounting flanges (96, 94).

18. The trailer coupling according to claim 17, characterized in that The mounting unit (70) furthermore has a mounting flange (98) which can be placed against the upper wall element (84) and can be connected thereto.

19. Trailer coupling according to any one of the preceding claims, characterized in that The mounting base (70) with the bearing unit (72) mounted thereon and the trailer element (40) fixed by the bearing unit (72) can be inserted as a whole into the impact body (70) through the cutout (92) of the lower wall element (86).

20. The trailer coupling according to claim 19, characterized in that The mounting base (70) can be connected to the wall element (82) facing the vehicle by means of a mounting flange (94), to the wall element (88) facing away from the vehicle by means of a mounting flange (96), and to the upper wall element (84) by means of a mounting flange (98).

21. Trailer coupling according to any one of the preceding claims, characterized in that The mounting base (70) can be detachably connected to the wall element (82, 84, 88) by means of the mounting flange (94, 96, 98).

22. Trailer coupling according to any one of the preceding claims, characterized in that The mounting base (70) can be connected to the wall element (82, 84, 88) by means of screws using the mounting flange (94, 96, 98).

23. Trailer coupling according to any one of the preceding claims, characterized in that The mounting base (70) is formed by molded parts (102, 103) made of flat material, which are connected to one another and are arranged, for example, one on top of the other or spaced apart.

24. Trailer coupling according to any one of the preceding claims, characterized in that The mounting base (70') is designed as a solid component which can be connected with edge regions (104, 106, 108) to a wall element (82) facing the vehicle, a wall element (88) facing away from the vehicle and an upper wall element (84), respectively.

25. Trailer coupling according to any one of the preceding claims, characterized in that The corresponding deformation body (64) is supported on a support body (66) which is or can be placed against the rear end (14).

26. The trailer coupler of claim 25, wherein: Each of the foot bodies (66) has a flat central region (124).

27. A trailer coupling according to claim 25 or 26, characterised in that The support leg (66) can be fixed to the rear end (14) by means of anchoring elements (116, 118).

28. The trailer coupler of claim 27, wherein: The foot body (66) is provided with anchoring elements (116, 118) which engage on a stabilizing region of the rear end (14).

29. Trailer coupling according to any one of the preceding claims, characterized in that The deformation body (64) has a connecting element (122) which is arranged between the corresponding foot body (66) and a fastening region (152) of the striking body (62).

30. The trailer coupler of claim 29, wherein: The connecting element (122) has fingers (126, 128) which are firmly connected to a fastening region (152) of the striking body (62).

31. The trailer coupling of claim 30, wherein: The fingers (126, 128) bear against lower and upper wall elements (84, 86) of the striking body (62) and are connected to a fastening region (152) of the striking body.

32. A trailer coupling according to claim 30 or 31, characterised in that The connecting element (122) has a support strip (142) extending between the fingers (126, 128) and, in particular, a central hole (143) is provided in the respective connecting element (122) between the support strip (142) and the foot body (66).

33. The trailer coupler of claim 32, wherein: A wall element (82) of the impact body (62) facing the vehicle rests against the support strip (142) and is in particular firmly connected thereto.

34. A trailer coupling according to any one of claims 30 to 33, characterised in that The wall element (88) facing away from the vehicle rests on the fingers (126, 128).

35. A trailer coupling according to any one of claims 30 to 34, characterised in that The fastening regions (152) of the upper and lower wall elements (84, 86) connected to the fingers (126, 128) are disconnected from the wall element (82) facing the vehicle by means of cutouts (154).

36. A trailer coupling according to any one of claims 29 to 35, characterised in that The connecting element (122) is designed as a whole to deform in a collision direction (156) in the event of a collision.

37. A trailer coupling according to any one of claims 29 to 36, characterised in that An additional energy absorption element (162) is assigned to the connecting element (122) of the deformation body (64), which element deforms in the collision direction (156) in the event of a collision.

38. The trailer coupler of claim 37, wherein: The additional energy absorption element (162) is designed to absorb forces transmitted from the trailer element (40) to the impact body (62).

39. A trailer coupling according to claim 37 or 38, characterised in that The additional energy absorption element (162) is designed as a body that folds up in the impact direction (156).

40. A trailer coupling according to any one of claims 37 to 39, characterised in that The additional energy absorption element (162, 162'") has a central body (164, 195) and a supporting element (166, 168, 196, 198) which can be folded in the impact direction (156) in the event of a crash and which extends from the central body on the one hand toward the support body (66) and on the other hand toward the impact body (62).

41. A trailer coupling according to any one of claims 37 to 40, characterised in that The additional energy absorption element (162', 162") is designed as a hollow body (172, 174, 182, 184).

42. The trailer coupler of claim 41, wherein: The hollow body (172, 174, 182, 184) extends about a geometric axis (176, 186), and the geometric axis (176, 186) extends in the impact direction (156) or transversely to the impact direction (156).

Images