Vehicle connection unit

Abstract

In order to construct a vehicle connection unit which can be mounted or mounted on the rear of the vehicle in such a way that it can be used even on the rear of the vehicle without trailer elements, the vehicle connection unit comprises a collision unit which can be mounted on the rear of the vehicle below the bumper unit and which has an impact body and a mounting body, the impact body extends transversely to a longitudinal center plane which coincides with the longitudinal center plane of the vehicle in the assembled state at the tail of the vehicle, and the assembly bodies are arranged on the two sides of the longitudinal center plane, support the impact body relative to the tail of the vehicle and are fixed at intervals from the tail of the vehicle. The collision unit is designed for the motor vehicle and meets the collision requirements of the motor vehicle without a trailer element arranged on the motor vehicle.

Description

Technical Field

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

[0002] Such vehicle connection units are known from the prior art, wherein these are designed specifically for receiving or mounting trailer elements. Summary of the invention

[0003] The object of the present invention is therefore to design such a vehicle connection unit in such a way that it can be effectively used at the rear of a vehicle even without a trailer element.

[0004] According to the invention, this object is achieved in the case of a vehicle connection unit of the type described above in that the vehicle connection unit comprises a crash unit that can be mounted at the rear of the vehicle below the bumper unit, the crash unit having an impact body and a mounting body, the impact body extending transversely to a longitudinal center plane that coincides with the longitudinal center plane of the vehicle in the mounted state at the rear of the vehicle, the mounting 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, and the crash unit being designed for a motor vehicle and meeting the crash requirements on the motor vehicle without an arranged trailer element.

[0005] In this case, the crash unit is designed in particular in such a way that it meets the energy absorption properties required for the safety requirements of the respective motor vehicle.

[0006] The solution according to the invention has the advantage that, on the one hand, the crash requirements of the motor vehicle can be met and, on the other hand, the trailer element can be installed without replacing the crash unit.

[0007] Thus, such a vehicle connection unit can be installed in series in a class of motor vehicles, for example as a crash unit, and the motor vehicles can be provided with trailer elements or the trailer elements only need to be mounted on the vehicle connection unit if the motor vehicles are not provided with trailer elements.

[0008] It is particularly expedient here if the crash unit of the vehicle connection unit is suitable for introducing the forces that occur during the installation of the trailer element into the rear end of the vehicle.

[0009] This means that the crash unit is not only used to meet the crash requirements of the corresponding vehicle without a trailer element, but is also designed in such a way that it can introduce the forces generated when the trailer element is installed into the rear of the vehicle and thus, in particular in this case, meet the requirements for a trailer coupling having such a vehicle connection unit with a trailer element.

[0010] It is particularly advantageous here if the impact body of the crash unit can be connected to the trailer element and if the trailer element is connected thereto using a trailer coupling, the crash unit transmits all forces acting on the trailer element to the rear end of the vehicle.

[0011] There is no further detailed description of the structure of the impact body.

[0012] An advantageous solution therefore provides that the impact body is designed as a hollow body.

[0013] In this case, the impact body can in principle be designed as a hollow body.

[0014] However, it is particularly advantageous for the impact body to have a cross section which deviates from a circular or oval cross section, in particular in order to achieve the required torsional strength and impact strength.

[0015] In this case, the impact body can have, for example, a triangular or polygonal cross section.

[0016] An advantageous solution provides that the impact body has a wall element facing the vehicle and a wall element facing away from the vehicle, and that an upper wall element facing away from the roadway and a lower wall element facing the roadway extend between them and that the wall elements are firmly connected to one another.

[0017] In this case, preferably at least some of the wall elements are connected to one another by welding, wherein the welded connection contributes not only to the connection of the wall elements but also to the torsional and flexural strength of the striking body.

[0018] In this case, the wall elements can optionally also merge into one another via a bend.

[0019] However, it is also conceivable that all wall elements are connected to one another by welding.

[0020] A further advantageous embodiment provides that the impact body is provided with a reinforcement in the central region.

[0021] In particular, the impact body is provided with reinforcements in the middle region at least in the region of the wall element facing the vehicle or the wall element facing away from the vehicle or both wall elements, since the middle region is subject to the greatest forces when the trailer element is mounted, which are transmitted by the impact body to the rear of the vehicle.

[0022] In order to reduce weight in the region of the impact body, it is preferably provided that the impact body is provided with cutouts on the sides of the central region in order to reduce the weight of the impact body.

[0023] Such a cutout in the impact body can be provided in one or more wall elements, preferably in each wall element.

[0024] In order to avoid that the torsional and flexural strengths of the impact body are significantly affected by these cutouts, it is preferably provided that these cutouts have an extension in the transverse direction of the impact body that is at most 1.5 times the extension transverse to the transverse direction, in particular in a height direction extending essentially vertically or in a direction extending essentially horizontally.

[0025] In this case, a substantially vertically extending height direction is a direction which is at most at an angle of + / -20° to the vertical, and a substantially horizontally extending direction is at an angle of + / -20° to the horizontal.

[0026] Furthermore, when cutouts are provided, it is expediently provided that wall regions of the striking body are located laterally between the cutouts, the extent of which in the transverse direction is at least 0.5 times the extent of the cutouts.

[0027] By means of such sufficiently wide wall regions or transverse webs, the torsional and flexural strength of the striking body can be ensured.

[0028] For this purpose, it is necessary in particular that in all wall elements in which the aforementioned cutouts are present, the aforementioned wall regions located between the cutouts are also present.

[0029] It is particularly advantageous here if the wall regions located in the transverse direction between the cutouts extend at least partially transversely to the transverse direction and thus contribute, in particular in the region of the wall elements, to the tensile and shear stiffness of the respective wall element.

[0030] Furthermore, it is preferably provided that the cutouts have an outer contour whose basic shape is essentially circular and / or oval.

[0031] This basic shape of the cutout makes it possible to avoid stresses in the edge region of the cutout.

[0032] However, as an alternative to this, it is also provided that the cutout has an outer contour with a triangle as the basic shape, in particular with rounded corner areas, wherein such a cutout constructed in the form of a triangle has the following advantage: the wall areas located between them can be arranged in such a way that they extend in particular obliquely with respect to the transverse direction, i.e. both in the transverse direction and in the height direction or width direction, and thus the tensile and shear stiffness of the individual wall elements is also improved.

[0033] In this case, in particular the rounded corner regions also serve to avoid stress peaks in the corner regions.

[0034] In the context of the presently described exemplary embodiments, the cutouts are used in particular to reduce weight, which is important when the sheet metal material thickness of the wall of the hollow body forming the impact body is relatively large (e.g. 4 mm or more) and the tensile strength is 400 MPascal or less. In this case, the cutouts can reduce weight without significant losses in torsional and flexural strength.

[0035] A further advantageous solution provides that the cutouts have an edge region which is raised relative to the wall region surrounding the cutout.

[0036] Such a raising of the edge region of the cutout can significantly improve the torsional and flexural rigidity of the impact body and the respective wall element, so that the material thickness of the wall element can be reduced if necessary, for example to less than 5 mm, or even to 4 mm or less.

[0037] In this case, the tensile strength of the plate material may be between 400 MPascal and 800 MPascal, for example.

[0038] In particular, it is provided here that the edge region surrounds the cutout in a closed manner and thus has the stabilizing effect of a closed annular body surrounding the cutout.

[0039] It is particularly advantageous if the raised edge regions have a height transversely to the wall region surrounding them which is at least twice as high as the thickness of the surrounding wall region, so that in particular the surrounding wall region is closed, thereby increasing the torsional and twisting resistance of the corresponding wall element.

[0040] In order to increase the stability of the wall element, it is preferably provided that at least some of the wall elements have an increased stiffness against deformation by shaping, in particular starting from a flat material.

[0041] In the simplest case, such a modification can consist in providing the respective wall elements with bulges or bends which can extend in various directions.

[0042] It is particularly advantageous if at least one wall element has a curvature extending transversely to the transverse direction.

[0043] Such a curvature can be, for example, a curvature or a bend with a bending line transverse to the transverse direction or with a bending line in the transverse direction.

[0044] An advantageous solution therefore provides that at least two wall elements are formed as a one-piece component by means of a shaping.

[0045] In this case, the bending line of the deformation can extend in the transverse direction, for example.

[0046] However, it is also conceivable that the bending line of the shaping is additionally stabilized in certain areas by shapings extending transversely to the bending line.

[0047] In this context, an advantageous embodiment provides that at least one wall element and the wall element adjoining thereto are part of a profile body, for example an angle profile or a U-profile.

[0048] A particularly advantageous solution provides that at least one wall element has punched reinforcement ribs.

[0049] Such stamped ribs can provide stability in various directions, depending on their orientation.

[0050] An advantageous solution therefore provides that at least one wall element or the elements facing toward the vehicle and facing away from the vehicle have punched reinforcement ribs which extend in the transverse direction in order to optimally transfer tensile forces and compressive forces towards or away from the rear of the vehicle to the assembly.

[0051] Another advantageous solution provides that, additionally or alternatively, at least one wall element has punched reinforcement ribs arranged one behind the other in the transverse direction of the striking body, which ribs improve in particular the torsional and flexural rigidity of the striking body.

[0052] Such reinforcement ribs preferably extend obliquely to the transverse direction.

[0053] In this case, all the reinforcement ribs can extend obliquely in the same direction with respect to the transverse direction.

[0054] Alternatively thereto, an advantageous solution provides that ribs which follow one another in transverse direction extend transversely relative to one another and are therefore arranged similarly to fold lines, in particular in transverse direction.

[0055] Such a course of the ribs allows the flexural rigidity of the wall element to be improved.

[0056] The provision of the reinforcing ribs in particular allows the use of high-strength sheet material, for example with a tensile strength of 800 MPascal or more and a thickness of 3 mm or less, and thus reduces the weight of the vehicle connection unit.

[0057] With regard to the connection of the wall elements themselves, no further details are given at present.

[0058] An advantageous solution therefore provides that in the connecting region of two wall elements at least one of the wall elements projects beyond the other wall element with a web region.

[0059] The advantage of this solution is that the strip region contributes to further advantageously stiffening the respective wall element forming it, since its extension in the direction in which the strip region projects beyond the other wall element increases the extent of the wall element.

[0060] It is further advantageous if the strip region also has a bend and if the bend also enables additional reinforcement transversely to the extent of the strip region, in particular if the bend extends transversely to the extent of the strip region.

[0061] With regard to the connection of two wall elements abutting one another, no further details are given at this stage.

[0062] In principle, the connection of the wall elements can be achieved using conventional welds.

[0063] In order to minimize the influence on the material properties, it is preferably provided that a laser weld is provided for connecting two wall elements abutting one another.

[0064] In this case, the laser weld seam can be a continuous or discontinuous weld seam.

[0065] Furthermore, another advantageous solution provides that when two adjacent wall elements are connected they form a plug-in connection.

[0066] Such a plug-in connection means that regions of the wall element are connected to one another in an alternating manner.

[0067] In particular, for forming the plug connection, it is provided that one of the wall elements has a recess into which the other wall element engages with a projection adapted to the recess.

[0068] Furthermore, it is preferably provided that the wall elements are welded to one another at least in the region of the plug connection, so that a permanently stable and in particular break-proof connection of the wall elements is achieved even in the event of varying forces acting on the impact body.

[0069] There is likewise no further information on the course of the wall elements forming the impact body.

[0070] An advantageous solution therefore provides that at least one wall element has a course that deviates from a course in a plane, so that the impact body has a varying cross section.

[0071] In this case, it is provided in particular that the wall element facing away from the vehicle is curved away from the wall element facing the vehicle, so that the impact body has a changing cross section at least with regard to the distance between the wall element facing the vehicle and the wall element facing away from the vehicle.

[0072] With regard to the assembly of the trailer element, no further details have yet been described in conjunction with the previous description of the individual embodiments of the solution according to the invention.

[0073] An advantageous solution therefore provides that a mounting base for mounting a trailer element can be mounted on the impact body of the crash unit.

[0074] 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.

[0075] 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.

[0076] In this case, it is conceivable, for example, for the mounting base to be mounted outside the striking body.

[0077] It is particularly advantageous if the mounting base can be mounted in an integrated manner in the striking body, so that the spatial volume of the striking body is selected to be as large as possible and can be used for mounting the mounting base in the striking body.

[0078] In this context, it is provided in particular that the mounting base is connected, preferably detachably 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.

[0079] Furthermore, it is preferably provided that the lower wall element facing the roadway has a cutout for receiving the mounting base, so that the mounting base can be mounted in a simple manner and subsequently integrated into the impact body.

[0080] The cutout is preferably dimensioned in such a way that the mounting base with the trailer element pre-mounted thereon can be mounted, so that the entire unit consisting of mounting base and trailer element can be mounted in the impact body in one step.

[0081] It is particularly advantageous here if a bearing unit for the trailer element, in particular a pivot bearing unit for the trailer element, is fastened to the mounting base, with which bearing unit the trailer element can be pivoted from a working position into a rest position.

[0082] In this case, too, the cutout is in particular dimensioned such that a mounting base together with a bearing unit for a trailer element, in particular a swivel bearing unit, can be mounted through the cutout, so that the bearing unit can be mounted on the mounting base in advance and subsequently the bearing unit connected to the mounting base and the trailer element connected to the bearing unit can be mounted in the impact body.

[0083] The entire mounting base including the bearing unit is therefore located later in particular in the striking body and is surrounded by the striking body.

[0084] A further advantageous solution provides that the trailer element is at least partially, in particular completely, accommodated in the impact body in the rest position.

[0085] Therefore, in order to improve the rigidity, the impact body can be designed to be as large as possible and therefore in particular not only serve to accommodate the mounting base with the bearing unit therein and for accommodating the part of the trailer element connected to the bearing unit in the working position, and also for at least partially, preferably completely accommodating the trailer element in the static position.

[0086] This solution has the great advantage that the entire space between the rear end and the bumper unit is available for arranging and shaping the impact body, since the later assembly of the mounting element with the bearing unit and the trailer element in the operating position and in the rest position does not require any additional space between the rear end and the bumper unit, but only utilizes the space available for this purpose in the impact body.

[0087] It is particularly advantageous here if the lower wall element is provided with a cutout in a central area for accommodating the mounting base, said cutout having such an extent that the mounting unit together with the pivot bearing unit mounted thereon can be inserted between the wall element facing the vehicle and the wall element facing away from the vehicle and can be mounted in a manner integrated in the impact body, so that in particular the entire mounting base together with the bearing unit is located within the impact body.

[0088] It is particularly advantageous if the mounting base extends obliquely both relative to the wall element facing away from the vehicle and relative to the wall element facing the vehicle and rests against these wall elements with the mounting flange.

[0089] In this case, it is provided in particular that the mounting unit also has a mounting flange which can be placed against the upper wall element and can be connected to the upper wall element.

[0090] In particular, it is expediently provided that the mounting base with the bearing unit mounted thereon together with the trailer element fixed by the bearing unit as a whole can be introduced into the impact body through a cutout in the lower wall element.

[0091] Furthermore, it is expedient here for the mounting base to be connectable with a mounting flange to the wall element facing the vehicle, with a mounting flange to the wall element facing away from the vehicle and with a mounting flange to the upper wall element.

[0092] It is particularly advantageous if the mounting base can be detachably connected to the wall element by means of a mounting flange.

[0093] In this case, the mounting base can be connected in an especially expedient manner with the mounting flange to the wall element by means of screws, so that the mounting base can be easily inserted into the impact body and / or can also be removed if necessary when the vehicle connection unit is already installed.

[0094] There is no further detailed description of the construction of the assembly base.

[0095] Therefore, an expedient solution provides that the mounting base is formed from molded parts as flat material, which are connected to one another and are arranged, for example, one above the other or spaced apart.

[0096] An alternative solution provides that the mounting base is designed as a solid component which can be connected with edge regions to the wall element facing the vehicle, to the wall element facing away from the vehicle and to the upper wall element.

[0097] There is no further explanation about the connection between the deformed body and the rear of the vehicle.

[0098] An advantageous solution therefore provides that the respective deformation body is supported on a foot body which can be placed against the rear end of the vehicle or which rests against the rear end of the vehicle.

[0099] 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.

[0100] 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.

[0101] In particular, the foot body is provided with anchoring elements which engage in a stabilizing region of the rear end of the vehicle.

[0102] There is no further information about the structure of the deformed body.

[0103] 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.

[0104] 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.

[0105] For this purpose, the connecting element preferably comprises a finger which is firmly connected to the fastening region of the striking body.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] Another advantageous solution provides that the additional energy absorption element is designed as a hollow body.

[0119] 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.

[0120] 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:

[0121] 1. A vehicle connection unit (20) which can be mounted at or on the rear of a vehicle and to which a trailer element (40), in particular a ball neck (42), can be mounted if necessary, wherein the vehicle connection unit (20) comprises a crash unit (60) which can be mounted at the rear of the vehicle (14) below a bumper unit (16), the crash unit comprising an impact body (62) and a mounting body (64, 65), the impact body extending transversely to a longitudinal center plane (18) which coincides with the longitudinal center plane (18) of the vehicle in a state mounted at the rear of the vehicle (14), the mounting body being arranged on both sides of the longitudinal center plane (18) and supporting the impact body (62) relative to the rear of the vehicle (14) and being fixed at a distance from the rear of the vehicle, and the crash unit (60) being designed for a motor vehicle (10) and meeting the crash requirements of the motor vehicle when no trailer element (40) is arranged on the motor vehicle (10).

[0122] 2. The vehicle connection unit according to embodiment 1, wherein the crash unit (60) of the vehicle connection unit (20) is suitable for introducing forces generated when mounting the trailer element (40) into the rear end (14).

[0123] 3. A vehicle connection unit according to embodiment 1 or 2, wherein the impact body (62) of the collision unit (60) can be connected to the trailer element (40), and the collision unit (60) transmits all forces acting on the trailer element (40) to the rear end (14) when the trailer element (40) is connected to it and a trailer connector (30) is used.

[0124] 4. The vehicle connecting unit according to one of the above embodiments, wherein the impact body (62) is designed as a hollow body.

[0125] 5. The vehicle connection unit according to embodiment 4, wherein the impact body (62) has a cross-section with at least three corners.

[0126] 6. A vehicle connection unit 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, and these wall elements (82, 84, 86, 88) are firmly connected to each other.

[0127] 7. The vehicle connection unit according to embodiment 6, wherein at least a portion of the wall elements (82, 84, 86, 88) are connected to each other by welding.

[0128] 8. A vehicle connection unit according to one of the above embodiments, wherein the impact body (62) is provided with a reinforcement portion (112, 82si, 88si) in the middle region (61).

[0129] 9. A vehicle connection unit according to any one of the above embodiments, wherein the impact body (62) is provided with cutouts (114s, 116s) on the side of the middle region (61).

[0130] 10. A vehicle connection unit according to one of the above embodiments, wherein the cutout (114s, 116s) has an extension in the transverse direction (QR) of the impact body (62), which is at most 1.5 times the extension of the cutout transverse to the transverse direction (QR).

[0131] 11. A vehicle connection unit according to embodiment 10, wherein a wall region (114s, 116s) of the impact body (62) in the transverse direction (QR) is located between the cutouts (114s, 116s), and an extension dimension of the wall region in the transverse direction (QR) is at least 0.5 times an extension dimension of the cutouts (114s, 116s).

[0132] 12. A vehicle connection unit according to one of embodiments 9 to 11, wherein the wall region (114s, 116s) located between the cutouts (114s, 116s) in the transverse direction (QR) extends at least partially transversely to the transverse direction (QR).

[0133] 13. The vehicle connection unit according to one of embodiments 9 to 12, wherein the cutout (114s, 116s) has an outer contour whose basic shape is essentially circular and / or elliptical.

[0134] 14. The vehicle connection unit according to one of embodiments 9 to 12, wherein the cutout (114s, 116s) has an outer contour having a triangle as a basic shape, in particular having rounded corner regions.

[0135] 15. The vehicle connection unit according to any one of embodiments 9 to 14, wherein the cutout (114s, 116s) has an edge region (202) that is raised relative to a wall region (204) surrounding the cutout.

[0136] 16. A vehicle connection unit according to embodiment 15, wherein the raised edge regions (202) have a height transversely to the wall region (204) surrounding them: the height is at least equal to twice the thickness of the surrounding wall region (204).

[0137] 17. The vehicle connection unit according to any one of embodiments 4 to 16, wherein at least a portion of the wall elements (82, 84, 86, 88) have an increased anti-deformation rigidity by modification.

[0138] 18. The vehicle connection unit according to embodiment 17, wherein at least two wall elements (82, 84, 86, 88) are constructed as an integral component by a reshaped portion.

[0139] 19. A vehicle connection unit according to one of the above embodiments, wherein at least one of the wall elements (82) and the wall elements (84, 86) extending away from the wall element are both parts of an angle body or a profile body, such as a U-shaped profile.

[0140] 20. The vehicle connection unit according to one of embodiments 17 to 19, wherein at least one of the wall elements (82, 88) has a stamped reinforcement rib (82si, 88si).

[0141] 21. A vehicle connection unit according to one of embodiments 17 to 19, wherein at least one of the wall elements (82, 84, 86, 88) has stamped reinforcing ribs (86qi, 88qi) arranged sequentially in the transverse direction (QR) of the impact body (62).

[0142] 22. The vehicle connection unit according to embodiment 21, wherein the reinforcing ribs (86qi, 88qi) arranged in sequence extend obliquely to the transverse direction (QR).

[0143] 23. The vehicle connection unit according to embodiment 22, wherein the reinforcing ribs (86qi, 88qi) successively arranged in the transverse direction (QR) extend transversely to each other.

[0144] 24. A vehicle connection unit according to one of embodiments 4 to 23, wherein, in the connection area of ​​two wall elements (82, 84, 86, 88), at least one wall element (82, 84, 86, 88) protrudes from the other wall element (82, 84, 86, 88) with a slat area (82SB, 88SB).

[0145] 25. The vehicle connection unit according to embodiment 24, wherein the slat area (82SB) further has a bend (82U).

[0146] 26. The vehicle connection unit according to one of embodiments 4 to 25, wherein a laser weld is provided for connecting two wall elements (82, 84, 86, 88) that abut against one another.

[0147] 27. A vehicle connection unit according to any one of embodiments 4 to 26, wherein when two adjacent wall elements (82, 84, 86, 88) are connected, the wall elements form a plug-in portion (82a, 88a, 84v, 86v).

[0148] 28. A vehicle connection unit according to embodiment 27, wherein, in order to construct a plug-in portion, one of the wall elements (82, 84, 86, 88) has a recess (82a, 88a), and the other wall element (84, 86) is embedded in the recess using a protrusion (84v, 86v) adapted to the recess.

[0149] 29. The vehicle connection unit according to embodiment 27 or 28, wherein the wall elements (82, 84, 86, 88) are welded to one another at least in the region of the plug-in connection.

[0150] 30. The vehicle connection unit according to one of embodiments 4 to 29, wherein at least one of the wall elements (82, 84, 86, 88) has a course that deviates from a course in a plane.

[0151] 31. The vehicle connection unit according to one of embodiments 4 to 30, 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.

[0152] 32. The vehicle connection unit according to one of the above embodiments, wherein a mounting base (70) for mounting a trailer element (40) can be mounted on an impact body (62) of a crash unit (60).

[0153] 33. The vehicle connection unit according to one of the preceding embodiments, wherein the mounting base (70) can be mounted in an integrated manner in the impact body (62).

[0154] 34. A vehicle connection unit according to one of the above embodiments, wherein the mounting base (70) is connected 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 (86), preferably in a detachable manner.

[0155] 35. The vehicle connection unit according to one of the preceding embodiments, wherein the lower wall element (86) facing the roadway has a cutout (92) for receiving the mounting base (70).

[0156] 36. The vehicle connection unit according to embodiment 35, wherein the cutout (92) is dimensioned such that it is possible to mount the mounting base (70) with a trailer element (40) pre-mounted thereon.

[0157] 37. A vehicle connection unit 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 on the assembly base (70), and the trailer element (40) can be pivoted from a working position (A) to a stationary position (R) using the bearing unit.

[0158] 38. The vehicle connection unit according to embodiment 37, wherein the trailer element (40) is at least partially, in particular completely, accommodated in the impact body (62) in the rest position (R).

[0159] 39. A vehicle connection unit according to one of the above embodiments, wherein the lower wall element (88) is provided with a cutout (92) in the middle area (61) accommodating the assembly base (70), and the cutout has a certain extension dimension so that the assembly unit (70) together with the 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).

[0160] 40. A vehicle connection unit according to embodiment 39, wherein the mounting base (70) extends obliquely not only relative to the wall element (82) facing away from the vehicle but also relative to the wall element (88) facing the vehicle and abuts against the wall element using a mounting flange (94, 96).

[0161] 41. A vehicle connection unit according to embodiment 40, wherein the mounting unit (70) further comprises a mounting flange (98) which can be abutted against an upper wall element (84) and can be connected to the upper wall element.

[0162] 42. A vehicle connection unit 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 inserted into the impact body (62) as a whole through the cutout (92) in the lower wall element (84).

[0163] 43. A vehicle connection unit according to embodiment 42, wherein the mounting base (70) can be connected to the wall element (82) facing the vehicle using a mounting flange (94), connected to the wall element (88) facing away from the vehicle using a mounting flange (96), and connected to the upper wall element (84) using a mounting flange (98).

[0164] 44. The vehicle connection unit 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).

[0165] 45. The vehicle connection unit 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).

[0166] 46. ​​The vehicle connection unit according to one of the above 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 on top of the other or spaced apart.

[0167] 47. A vehicle connection unit according to one of the above embodiments, wherein the assembly 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 using edge areas (104, 106, 108).

[0168] 48. A vehicle connection unit according to one of the above embodiments, wherein the corresponding assembly body is constructed as a deformation body (64) and is supported on a support body (66) that is or can be placed against the rear end of the vehicle (14).

[0169] 49. The vehicle connection unit according to embodiment 48, wherein each of the support legs (66) has a central region (124) of a flat configuration.

[0170] 50. The vehicle connection unit according to embodiment 48 or 49, wherein the support foot body (66) can be fixed to the rear of the vehicle (14) by means of an anchoring element.

[0171] 51. The vehicle connection unit according to embodiment 50, wherein the foot body (66) is provided with an anchoring element which engages on a stabilizing region of the rear end of the vehicle (14).

[0172] 52. A vehicle connection unit according to one of the above embodiments, wherein the deformation body (64) has a connection element (122) arranged between the corresponding support body (66) and the fixing area (152) of the impact body (62).

[0173] 53. The vehicle connection unit according to embodiment 52, wherein the connection element (122) has fingers (126, 128) which are firmly connected to the fixing region (152) of the impact body (62).

[0174] 54. A vehicle connection unit according to embodiment 53, wherein the finger-shaped parts (126, 128) are in contact with the wall elements (84, 86) below and above the impact body (62) and are connected to the fixing area (152) of the impact body.

[0175] 55. A vehicle connection unit according to embodiment 53 or 54, wherein the connecting element (122) has a support strip (142) extending between the finger-like members (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 body (66).

[0176] 56. A vehicle connection unit according to embodiment 55, wherein a wall element (82) of the impact body (62) facing the vehicle rests on a support strip (142) and is in particular firmly connected to the support strip.

[0177] 57. The vehicle connection unit according to one of embodiments 53 to 56, wherein the wall element (88) facing away from the vehicle rests on the finger-shaped elements (126, 128).

[0178] 58. A vehicle connection unit according to one of embodiments 53 to 57, wherein the fixing areas (152) of the upper and lower wall elements (84, 86) connected to the fingers (126, 128) are separated from the wall element (82) facing the vehicle by means of a cutout (154).

[0179] 59. A vehicle connection unit according to one of embodiments 57 to 58, wherein the connection element (122) is configured as a whole to deform in the collision direction (156) in the event of a collision.

[0180] 60. A vehicle connection unit according to one of embodiments 52 to 59, wherein the connection element (122) of the deformable body (64) is provided with an additional energy absorption element (162) which deforms in the collision direction (156) in the event of a collision.

[0181] 61. The vehicle connection unit according to embodiment 60, wherein the additional energy absorbing element (162) is configured to absorb forces transmitted from the trailer element (40) to the impact body (62).

[0182] 62. The vehicle connection unit according to embodiment 60 or 61, wherein the additional energy absorption element (162) is designed as an object that is folded up in the collision direction (156).

[0183] 63. A vehicle connection unit according to one of embodiments 60 to 62, wherein the additional energy absorption element (162, 162') has an intermediate body (164, 195) and a support element (166, 168, 196, 198) which can be folded in the collision direction (156) in the event of a collision, and the support 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).

[0184] 64. The vehicle connection unit according to one of embodiments 60 to 63, wherein the additional energy absorption element (162', 162") is designed as a hollow body (172, 174, 182, 184).

[0185] 65. A vehicle connection unit according to embodiment 64, 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

[0186] Further features and advantages of the invention are the subject matter of the following description and of the drawings of exemplary embodiments.

[0187] In the figure:

[0188] Figure 1 shows a side view of a motor vehicle having a first embodiment of a vehicle connection unit according to the invention mounted thereon, the vehicle connection unit being provided with a trailer element;

[0189] Figure 2 Show Figure 1 A rear view of a motor vehicle provided with a first embodiment of a vehicle connection unit according to the invention, the vehicle connection unit being provided with a trailer element;

[0190] Figure 3 A perspective view showing a first embodiment of a vehicle connection unit provided with a trailer element, which is a trailer element according to a first embodiment of the invention;

[0191] Figure 4 Shows the direction from one side of the lane Figure 3 A plan view of the vehicle connection unit;

[0192] Figure 5 Show Figure 3 A rear view of the vehicle connection unit;

[0193] Figure 6 Shows the lane direction Figure 3 A top view of a vehicle connection unit;

[0194] Figure 7 A perspective view of a first mounting base is shown, which has a trailer element mounted by means of a pivot bearing unit;

[0195] Figure 8 A single view showing a first mounting base for a vehicle connection unit;

[0196] Fig. 9 A view showing a second mounting base for a vehicle connection unit;

[0197] Fig.10 A similar diagram showing a second embodiment of a vehicle connection unit according to the present invention is shown. Figure 4 A view of a vehicle connection unit provided with a second embodiment of a trailer element according to the invention;

[0198] Fig.11 A view showing a third embodiment of a vehicle connection unit according to the invention;

[0199] Fig.12 Shown along Fig.11 A section along line 12-12 in FIG.

[0200] Fig.13 shows a side view of a vehicle connection unit according to a first exemplary embodiment, with the configuration of a first exemplary embodiment of deformation bodies, each in the form of a connection element;

[0201] Fig.14 Show Fig.13 An enlarged perspective view of the deformed body facing the observer;

[0202] Fig.15 Shown along Fig.14 The section of line 15-15 before the collision;

[0203] Fig.16 Shown along Fig.14 The section of line 15-15 after the collision;

[0204] Fig.17A view showing a fourth embodiment of a vehicle connection unit according to the invention with the second embodiment of a deformation body comprising a connection element and an additional energy absorption element;

[0205] Fig.18 Show Fig.17 An enlarged perspective view of the upper left angle of the deformed body;

[0206] Fig.19 Show Fig.18 An isolated view of an additional energy absorbing element of a variant of the second embodiment;

[0207] Fig. 20 Shown in Fig.19 A separate view of the additional energy absorbing element of the variant of the fourth embodiment of the vehicle connection unit from the perspective of the direction of the arrow X;

[0208] Fig.21 A first variant of an additional energy absorption element is shown as part of a deformation element together with a corresponding connecting element;

[0209] Fig. 22 Show Fig.21 An isolated view of a first variant of an additional energy absorbing element;

[0210] Fig.23 A second variant of an additional energy absorption element is shown as part of a deformation element together with a corresponding connecting element;

[0211] Fig.24 Show Fig.23 An isolated view of a second variant of an additional energy absorbing element;

[0212] Fig.25 A view showing a third variant of an additional energy absorption element as part of the deformation element together with the connecting element;

[0213] Fig.26 Show Fig.25 An isolated view of a third variant of an additional energy absorbing element;

[0214] Fig. 27 A perspective view showing a fifth embodiment of a vehicle connection unit according to the present invention;

[0215] Fig.28 Shown along Fig. 27 A partial view of a section taken along line 28-28 in FIG.

[0216] Fig.29 A partial perspective view of a sixth embodiment of a vehicle connection unit according to the present invention is shown as viewed in the direction of travel;

[0217] Fig.30 A partial perspective view of the sixth embodiment is shown, viewed from the reverse direction of travel;

[0218] Fig.31 Shown along Fig.29 A section along line 31-31 in FIG.

[0219] Fig.32 A perspective view showing a seventh embodiment of a vehicle connection unit according to the present invention; and

[0220] Fig.33 A perspective view shows an eighth exemplary embodiment of a vehicle connection unit according to the invention. DETAILED DESCRIPTION

[0221] The invention is used for a motor vehicle 10, which has a body 12, which carries a bumper unit (in its entirety, 16) at the rear 14. Figure 1 ).

[0222] A vehicle connection unit according to the invention, generally designated 20, is arranged on the rear end 14 and is covered by the bumper unit 16. When a trailer element 40 is provided in addition to the vehicle connection unit 20, the vehicle connection unit is part of a trailer coupling, generally designated 30, which is in particular configured 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 configured, for example, as a hitch ball.

[0223] like Figure 2 As shown in , in one embodiment, for example, 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 with respect 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.

[0224] 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.

[0225] 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 .

[0226] like Figures 3 to 5As 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 an assembly body arranged between the impact body 62 and the rear end 14 and constructed as a deformation body 64. The assembly body itself is abutted against the rear end 14 or can be abutted against the rear end 14 by means of a support body 66, and is connected to the rear end 14 or can be connected to the rear end 14.

[0227] 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.

[0228] To this end, Figures 4 to 9 In the first embodiment shown in FIG. 1 , the impact body 62 is designed as a hollow body, in which a mounting base 70 is arranged, which is located in the middle area 61 when the trailer element 40 is pivotable, and on which the trailer element 40 is supported by means of a bearing unit 72, which is designed, for example, as a pivot bearing unit, by means of which the trailer element 40 is supported in a pivotable manner 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 (in which the trailer element 40 is drawn as a solid line). Figure 4 (shown by dashed line).

[0229] 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.

[0230] 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.

[0231] 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.

[0232] 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 .

[0233] 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.

[0234] 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.

[0235] 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 .

[0236] 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.

[0237] Therefore, the mounting base 70 and the bearing unit 72 mounted thereon together with the trailer element 40 (such as Figure 8 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.

[0238] 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 .

[0239] However, as an alternative, Fig. 9As 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 .

[0240] In order to improve the rigidity of the impact body 62 which is constructed as a hollow body, in particular in the area of ​​the cutout 92 , the wall element 88 facing away from the vehicle is preferably also provided with a welded reinforcing rib 112 , which is arranged, for example, on the side of the wall element 88 facing away from the vehicle and is connected to the wall element.

[0241] Furthermore, the upper wall element 84 is preferably provided in the central region 61 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.

[0242] In order to fasten the foot element 66 to the rear end 14 , it can preferably be mounted by means of anchoring elements which engage in the rear end 14 .

[0243] If necessary, additional anchoring elements are provided which can be fixed in the rear of the vehicle, such as Figure 6 as shown in .

[0244] In contrast to the first exemplary embodiment, the second exemplary embodiment provides that the trailer element 40 , for example in the form of a ball neck 42 , is provided at an end 44 with a fastening element 45 which can be detachably connected to the vehicle connection unit 20 .

[0245] exist Fig.10 In the second exemplary embodiment shown in FIG. 1 , the bearing unit 72 ″ is designed as a housing 74 having an insertion opening 75 , into which the fastening element 45 can be inserted and fixed by form-fitting.

[0246] Furthermore, the housing 74 is fixed to an assembly base 70 ″ which has two assembly brackets 70 a , 70 b .

[0247] like Fig.10 As shown in FIG. , the fastening element 45 of the trailer element 40 ″ is arranged in the impact body 62 and has a bearing unit 72 ″, into which the fastening element 45 can be inserted and, when reaching the fastening position, is detachably fastened in this fastening position in a rotationally fixed and immovable receiving manner.

[0248] In the case of a 70" assembly base, Fig.10 As shown in FIG. 1 , the mounting base is formed by two mounting brackets 70 ″, both of which extend between the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle and rest against these wall elements with mounting flanges 94 a, b and 96 a, b.

[0249] In particular, the mounting bracket 70 ″a, 70 ″b also has a mounting flange 98 ″ which can be placed against the upper wall element 84 and can be connected thereto.

[0250] In addition, Fig.10 In the second embodiment shown in FIG. 1 , the striking body 62 is constructed in the same manner as described in conjunction with the first embodiment described above.

[0251] In particular, in the second embodiment, the mounting base 70" and the bearing unit 72" mounted thereon together with the trailer element 40" (eg, Fig.10 The impact body 60 as a whole can be inserted through the cutout 92 in the lower wall element 86 and can be connected to the wall element 82 facing the vehicle by means of mounting flanges 94"a, b, to the wall element 88 facing away from the vehicle by means of mounting flanges 96"a, b and to the upper wall element 84 by means of mounting flanges 98"a, b, 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 mounting bracket 70"a, b together with the bearing unit 72" and the trailer element 40".

[0252] In the third embodiment of the trailer coupling according to the present invention (such as Fig.11 ), the impact body 62' is provided with not only one or more cutouts 114 in the middle region 61' in the region of the upper wall element 84', but also with additional cutouts 114s arranged laterally in the middle region 61', for example, cutouts 114s1 and 114s3, which are arranged between the cutouts 114 in the middle region 61' and the deformation body 64, in order to contribute to additional weight reduction.

[0253] Furthermore, in a purposeful manner, the wall element 88 facing away from the vehicle is provided not only with one or more cutouts 116 in the central region 61 ′, but also with additional cutouts 116s between the central region 61 ′ and the lateral outer ends of the impact body 62 ′, for example cutouts 116s1 to 116s6 , which are also used to reduce weight.

[0254] The cutouts 114s1 to 114s3 and the cutouts 116s1 to 116s6 are shaped such that they have an extent starting from the central region 61 ′ in the transverse direction QR pointing to the deformation body 64 that is not much greater than in the horizontal direction HR or in the height direction HOER extending between the lower wall element 86 and the upper wall element 84 .

[0255] The extent of the cutouts 116s1 to 116s6 and 114s1 to 114s3 is preferably selected such that their extent in the transverse direction QR is at most 1.2 times, or even preferably 1 times, their extent in the horizontal direction HR or height direction HOER transversely, in particular approximately perpendicularly, to the transverse extension.

[0256] Due to the dimensions of the lateral cutouts 116s1 to 116s6 and 114s1 to 114s2, there are relatively wide wall areas constructed as transition strips 114s and 116s between the cutouts 116s1 to 116s6 and 114s1 to 114s3, and the extension dimensions of these wall areas are at least equal to 0.5 times the extension dimensions of the cutouts 116s1 to 116s6 or 114s1 to 114s3 in the lateral direction, thereby ensuring the torsional rigidity of the impact body 62.

[0257] It is also preferably provided that cutouts corresponding to the cutouts 116s1 to 116s6 are provided both in the lower wall element 86 and in the wall element 82 facing the vehicle.

[0258] In addition, Fig.12 As shown in the figure, only the wall element 82 facing the vehicle and the upper wall element 84 are integrally connected to each other via the bend U, and the upper wall element 84 is embedded in the recess 88a corresponding to the protrusion 84v by means of the protrusion 84v, wherein the protrusion 84v and the recess 88a are welded, for example, at least along their longitudinal sides or circumferentially, so as to provide a stable connection between the upper wall element 84 and the wall element 88 facing away from the vehicle.

[0259] In addition, the lower wall element 86 also engages with the protrusion 86v into the recess 88a of the wall element 88 facing away from the vehicle and also into the recess 82a of the wall element facing the vehicle and is welded to these recesses, for example at least along their longitudinal sides or circumferentially, so as to provide a stable welded connection between the lower wall element 86 and the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle.

[0260] Furthermore, both the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle preferably utilize strip regions 82SB and 88SB to protrude from the wall element 86 below toward the roadway, so that additional stability against bending in the vertical direction upward or in the vertical direction downward can also be provided by these additional strip regions 82SB and 88SB.

[0261] Likewise, the element 88 facing away from the vehicle also projects beyond the upper wall element 84 with a strip-shaped region 88SB in order to likewise increase the rigidity against loads in the vertical direction.

[0262] In addition, Fig.11 and Fig.12In the third exemplary embodiment shown in FIG, welded-on reinforcing ribs 112 are also provided which serve to additionally reinforce the wall element 88 facing away from the vehicle in order to compensate for the reduced stability of the wall element 88 facing away from the vehicle in the middle region 61 ′ due to the cutout 92 in the lower wall element 84 .

[0263] With regard to the remaining features of the striking body 62 ′, reference is made to the entire contents of the above-described embodiments with regard to the features of the striking body 62 .

[0264] A major advantage of the embodiment described above is that the impact body 62 together with the deformation body 64 and the corresponding support leg body 66 can be assembled on the rear of the vehicle as a vehicle connection unit 20, which can act as a collision unit without assembling the trailer element 40 using the assembly base 70, so that the same vehicle connection unit 20 can be assembled in each vehicle at the factory, regardless of whether a trailer element is required, and this vehicle connection unit is used as a collision unit in any case, regardless of whether the trailer element 40 is assembled.

[0265] like Fig.13 and Fig.14 As shown in the example of the first embodiment of the vehicle connection unit, in each of the above-described embodiments, each deformation element 64 according to the first embodiment of the deformation element includes a deformable connecting element 122, which is fixed on one side to the support foot body 66 and preferably extends transversely (in particular approximately perpendicularly) to the flat central area 124 of the support foot body 66 and extends toward the impact body 62 until the impact body.

[0266] 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.

[0267] 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 .

[0268] 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 .

[0269] 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.

[0270] 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.

[0271] 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.

[0272] 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 .

[0273] 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.

[0274] ( Fig.15 )

[0275] In order to facilitate the deformation of the connecting body 122 in the event of a collision, for example, the fixing regions 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 by 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 regions 152 of the impact body 62 can move toward each other, and in addition, the support strip 142 moves toward the support body 66 due to the action of the wall region 82 facing the vehicle of the impact body 62, while reducing the central hole 143, so that due to the mutual 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 regions 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 due to the resulting deformation. Fig.16 )

[0276] 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.

[0277] For this reason, in the second embodiment, the connecting element 122 (such as Figures 17 to 20) are also provided with additional energy absorption elements 162 which are effective between the impact body 62 and the corresponding foot body 66 in the region of the connecting element 122 .

[0278] exist Figures 17 to 20 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).

[0279] As in Fig.21 and Fig. 22 As 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.

[0280] 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 .

[0281] exist Fig.23 and Fig.24 In the second variant of the additional energy absorption element 162″ shown in FIG, 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.

[0282] 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 .

[0283] exist Fig.25 and Fig.26 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.

[0284] 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 .

[0285] In the embodiment currently described, it is assumed that the vehicle connection unit 20, in particular the impact body 60 and the deformation body 64 as well as the support foot body 66 are made of steel, for example with a thickness greater than 4 mm, preferably 5 mm or more, wherein in this case the steel has, for example, a tensile strength of less than 500 MPascal.

[0286] In a fifth embodiment of the vehicle connection unit 20, as Fig. 27 and Fig.28 As shown in FIG. 1 , notches 123 and 67 are provided both in the region of the impact body 62 and in the region of the deformation body 64 , in particular in the region of the connecting element 122 and the foot body 66 , in order to design them to reduce weight.

[0287] However, in this solution, if Fig.28As shown by way of example in the cutout 116 in the figure, the cutouts 114, 116, 123 and 67 are constructed so that they have edge regions 202, which are modified relative to the flat region 204 of the corresponding component (in this case, the wall element 88) so that they extend transversely to the flat region 204 and form an annular body 206 around the corresponding cutout 116, which has a height extension dimension extending transversely to the flat region 204, which height extension dimension is at least twice the thickness of the flat region 204, and even better at least three times the thickness of the flat region 204, so that since the corresponding annular body extends transversely to the flat region 204 of the corresponding component (in this case, the wall element 88), the annular body helps to significantly improve the torsional rigidity of the corresponding component (in this case, the wall element 88), which torsional rigidity takes effect in all regions of the impact body 62 as well as the deformation body 64 and the support foot body 66.

[0288] For example, it is possible for the object to consist of a material with a small material thickness (for example less than 4 mm, preferably approximately 3 mm or less), wherein in this case the tensile strength of the material is, for example, between 500 MPascal and 800 MPascal.

[0289] Otherwise, the structures of the impact body 62 and the deformation body 64 as well as the leg body 66 of the crash unit 60 are identical to those of the aforementioned embodiments, so that supplementary reference may be made to the entire contents of the detailed description of the respective described embodiments.

[0290] In a sixth embodiment of the vehicle connection unit according to the invention, as in Fig.29 and Fig.30 and Fig.31 As shown in , it is stipulated that the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle of the impact body 62 are respectively provided with a recess 82a or 88a, and the protrusion 86v of the lower wall element 86 and the protrusion 84v of the upper wall element are embedded in the recesses and welded to the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle, so that the connection between the wall elements 82, 84, 86, 88 is constructed to be relatively stable.

[0291] Furthermore, the vehicle-facing element 82 extends further downwardly beyond the lower wall element 86 with a strip region 82SB and the vehicle-facing wall element 88 extends further downwardly beyond the lower wall element 86 with a strip region 88SB and extends beyond the upper wall element 84 with strip regions 82SB and 88SB in order to achieve additional stabilization of the impact body 62 .

[0292] In order to improve the torsional rigidity, the impact body 62 is additionally provided with reinforcing ribs 82si in the wall area 82 facing the vehicle and with reinforcing ribs 88si in the wall area 88 facing away from the vehicle, which also contribute to stability, so that it is possible to select a material for producing such an impact body 62 of the same quality as in the preceding embodiment, wherein in this case the lateral cutouts 114s and the cutouts 116 outside the middle area 61 and also the lateral cutouts 116s (except the cutouts 92) which may be located in the wall element 82 facing the vehicle and in the lower wall element 86 can be omitted.

[0293] As in Fig.29 and Fig.30 As shown in FIG. 6 , the reinforcement ribs 82 si and 88 si extend only in the middle region 61 .

[0294] However, it is also possible that the reinforcement ribs 82si and 88si extend beyond the central region 61 to the deformation body 64 .

[0295] Furthermore, the region 82SB is in particular once again connected to the wall element 82 facing the vehicle via the bend 82U, so that an additional stabilization of the wall region 82 facing the vehicle, in particular in the central region 61 , is also achieved via this bend.

[0296] The reinforcement ribs 82si and 88si particularly stabilize the vehicle-facing wall element 82 and the vehicle-facing wall element 88 in the region of the cutout 92 in the lower wall element 86 , since in this region the lower wall element 86 has only reduced rigidity.

[0297] With regard to features not explicitly described, reference is made to the detailed description regarding the first exemplary embodiment.

[0298] In a seventh embodiment of the vehicle connection unit 20 according to the present invention, Fig.32 As shown in FIG. 6 , the impact body 62 is connected to the rear end 14 by means of mounting bodies designed as support bodies 65 , which can be mounted on the side walls of the rear end 14 .

[0299] The carrier body 65 also has deformable connecting elements 123 which are firmly connected to the striking body 62 at the end faces.

[0300] In the seventh embodiment, Fig.32 As shown in , the cross-section of the impact body is constructed in the same manner as described in the third exemplary embodiment of the vehicle connection unit 20 .

[0301] In this embodiment, the impact body also additionally has cutouts 114 and 116, which, however, have a triangular shape in this embodiment and are arranged in such a way that a cross bar 88q of the wall element facing the vehicle and a cross bar 86q of the upper wall element 86 remain between the cutouts 116 and 114, wherein successive cross bars 88q and 86q extend transversely to each other and thus form a truss-like structure, which in this case leads to a higher bending and torsional rigidity of the impact body 62.

[0302] With regard to features not explicitly described, reference is made to the detailed description regarding the third exemplary embodiment.

[0303] The eighth embodiment of the vehicle connection unit 20 is based on Figure 29 to Figure 31 The basic concept of the sixth embodiment, wherein, for example, the plate thickness of the wall elements 82, 84, 86, 88 is further reduced and, for example, is less than 3 mm, wherein the material is a high-strength material, for example, having a tensile strength of 800 MPascal or more. Fig.33 )

[0304] In the case of such sheet metal materials, in particular, cutouts for weight reduction are not absolutely necessary, but reinforcing ribs are provided for reinforcement, for example reinforcing ribs 88si are provided in the wall element 88 facing away from the vehicle (already in Fig.30 In the embodiment of the present invention, additional reinforcing ribs 88qi are preferably also provided, which extend obliquely relative to the transverse direction QR of the impact body 62 and extend in such a way that successive reinforcing ribs 88qi on the transverse direction QR extend transversely to each other, so that the reinforcing ribs 88qi additionally contribute to the torsional rigidity.

[0305] Likewise, reinforcing ribs 84qi are provided in the upper wall element 84 , which extend transversely to the transverse direction QR and are likewise arranged in such a way that reinforcing ribs extending one behind the other in the transverse direction QR also extend transversely to one another.

[0306] However, such reinforcement ribs can also be provided in the wall element 82 facing the vehicle and in the lower wall element 86 .

[0307] The advantage of this solution is that, due to the thin wall thickness of the plate material with high tensile stiffness, no cuts need to be introduced, but improved stiffness can be achieved by means of the reinforcing ribs 88si, 88qi and 84qi, while the stability is comparable to that of the previous embodiment.

[0308] In all exemplary embodiments according to the invention, it is preferably provided that the weld seam is a laser weld seam which has the smallest possible influence on the strength of the material itself.

[0309] More advantageously, in particular in the case where in the connection there is no projection of one wall element penetrating into a recess of another wall element, but rather the sheets (especially thin sheets) are connected by means of fillet welds, a cold welding process or CMT (cold metal transfer) welding process is more advantageous, which has less influence on the strength of the material used, but ensures high stability due to the welding filler.

Claims

1. A vehicle connection unit (20) which can be mounted on or at the rear of a vehicle (14) and to which a trailer element (40), in particular a ball neck (42), can be mounted if necessary, 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 mounting body (64, 65), the impact body extending transversely to a longitudinal center plane (18) coinciding with the longitudinal center plane (18) of the vehicle in a state of being mounted at the rear end (14), the mounting 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, and the collision unit (60) being designed for a motor vehicle (10) and meeting the collision requirements of the motor vehicle without a trailer element (40) being arranged on the motor vehicle (10).

2. The vehicle connection unit according to claim 1, characterized in that: The crash unit (60) of the vehicle connection unit (20) is suitable for introducing forces generated during the installation of the trailer element (40) into the rear end (14).

3. The vehicle connection unit according to claim 1 or 2, characterized in that: The impact body (62) of the crash unit (60) can be connected to the trailer element (40), and the crash unit (60) transmits all forces acting on the trailer element (40) to the rear end (14) when the trailer element (40) is connected thereto and a trailer coupling (30) is used.

4. The vehicle connection unit according to claim 1, characterized in that The impact body (62) is designed as a hollow body.

5. The vehicle connection unit according to claim 4, characterized in that: The impact body (62) has a cross-section with at least three corners.

6. The vehicle connection unit according to claim 1, 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, and the wall elements (82, 84, 86, 88) are firmly connected to each other.

7. The vehicle connection unit according to claim 6, characterized in that: At least some of the wall elements (82, 84, 86, 88) are connected to each other by welding.

8. The vehicle connection unit according to claim 1, characterized in that The impact body (62) is provided with a reinforcement (112, 82si, 88si) in the middle region (61).

9. The vehicle connection unit according to claim 1, characterized in that The impact body (62) is provided with cutouts (114s, 116s) on the side of the middle region (61).

10. The vehicle connection unit according to claim 1, characterized in that The cutouts (114s, 116s) have an extent in a transverse direction (QR) of the striking body (62) which is at most 1.5 times the extent of the cutouts transversely to the transverse direction (QR).

11. The vehicle connection unit according to claim 10, characterized in that: In the transverse direction (QR), a wall region (114s, 116s) of the impact body (62) is located between the cutouts (114s, 116s), the extent of which in the transverse direction (QR) is at least 0.5 times the extent of the cutouts (114s, 116s).

12. The vehicle connection unit according to any one of claims 9 to 11, characterized in that: Wall regions (114s, 116s) located between the cutouts (114s, 116s) in the transverse direction (QR) extend at least partially transversely to the transverse direction (QR).

13. The vehicle connection unit according to any one of claims 9 to 12, characterized in that The cutouts (114s, 116s) have an outer contour whose basic shape is substantially circular and / or elliptical.

14. The vehicle connection unit according to any one of claims 9 to 12, characterized in that: The cutouts (114s, 116s) have an outer contour which has a triangle as a basic shape, in particular with rounded corner regions.

15. The vehicle connection unit according to any one of claims 9 to 14, characterized in that The cutout (114s, 116s) has an edge region (202) that is raised relative to the wall region (204) surrounding the cutout.

16. The vehicle connection unit according to claim 15, characterized in that: The raised edge regions (202) have a height transversely to the wall region (204) surrounding them that is at least equal to twice the thickness of the surrounding wall region (204).

17. The vehicle connection unit according to any one of claims 4 to 16, characterized in that At least a portion of the wall elements (82, 84, 86, 88) are modified to have increased rigidity against deformation.

18. The vehicle connection unit according to claim 17, characterized in that: At least two wall elements (82, 84, 86, 88) are designed as a one-piece component by a shaping.

19. The vehicle connection unit according to one of the preceding claims, characterized in that At least one of the wall elements (82) and the wall elements (84, 86) extending away from it are part of an angled body or a profile body, such as a U-shaped profile.

20. The vehicle connection unit according to any one of claims 17 to 19, characterized in that At least one of the wall elements (82, 88) has punched reinforcement ribs (82si, 88si).

21. The vehicle connection unit according to any one of claims 17 to 19, characterized in that At least one of the wall elements (82, 84, 86, 88) has punched reinforcement ribs (86qi, 88qi) arranged one behind the other in a transverse direction (QR) of the impact body (62).

22. The vehicle connection unit according to claim 21, characterized in that The reinforcing ribs (86qi, 88qi) arranged in sequence extend obliquely to the transverse direction (QR).

23. The vehicle connection unit according to claim 22, characterized in that Successive reinforcing ribs (86qi, 88qi) in the transverse direction (QR) extend transversely to each other.

24. The vehicle connection unit according to any one of claims 4 to 23, characterized in that In the connection region of two wall elements (82, 84, 86, 88), at least one wall element (82, 84, 86, 88) protrudes beyond the other wall element (82, 84, 86, 88) with a strip region (82SB, 88SB).

25. The vehicle connection unit according to claim 24, characterized in that The slat region (82SB) also has a bend (82U).

26. The vehicle connection unit according to any one of claims 4 to 25, characterized in that A laser weld is provided for connecting two wall elements (82, 84, 86, 88) that abut one another.

27. The vehicle connection unit according to any one of claims 4 to 26, characterized in that When two adjacent wall elements (82, 84, 86, 88) are connected, the wall elements form a plug-in connection (82a, 88a, 84v, 86v).

28. The vehicle connection unit according to claim 27, characterized in that In order to form the plug connection, one of the wall elements (82, 84, 86, 88) has a recess (82a, 88a) into which the other wall element (84, 86) engages with a projection (84v, 86v) adapted to the recess.

29. The vehicle connection unit according to claim 27 or 28, characterized in that: The wall elements (82, 84, 86, 88) are welded to one another at least in the region of the plug connection.

30. The vehicle connection unit according to any one of claims 4 to 29, characterized in that At least one of the wall elements (82, 84, 86, 88) has a course that deviates from a course in a plane.

31. The vehicle connection unit according to any one of claims 4 to 30, 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.

32. The vehicle connection unit according to one of the preceding claims, characterized in that A mounting base (70) for mounting a trailer element (40) can be mounted on an impact body (62) of a crash unit (60).

33. The vehicle connection unit according to one of the preceding claims, characterized in that The mounting base (70) can be mounted in a manner integrated into the impact body (62).

34. The vehicle connection unit according to 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 (86).

35. The vehicle connection unit according to 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).

36. The vehicle connection unit according to claim 35, 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.

37. The vehicle connection unit according to 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).

38. The vehicle connection unit according to claim 37, 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).

39. The vehicle connection unit according to one of the preceding claims, characterized in that The lower wall element (86) is provided with a cutout (92) in a central area (61) for accommodating the mounting base (70), the cutout having a certain extension so that the mounting unit (70) together with the 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 in the impact body (62).

40. The vehicle connection unit according to claim 39, characterized in that The mounting base (70) extends obliquely both relative to a wall element (82) facing away from the vehicle and relative to a wall element (88) facing the vehicle and rests against the wall elements with mounting flanges (94, 96).

41. The vehicle connection unit according to claim 40, 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.

42. The vehicle connection unit 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 (62) through a cutout (92) in the lower wall element (84).

43. The vehicle connection unit according to claim 42, 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).

44. The vehicle connection unit according to 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).

45. The vehicle connection unit according to 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).

46. ​​The vehicle connection unit 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.

47. The vehicle connection unit 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.

48. The vehicle connection unit according to one of the preceding claims, characterized in that The corresponding assembly body is designed as a deformation body (64) and is supported on a support body (66) which is in contact with the rear end of the vehicle (14) or can be in contact with the rear end of the vehicle.

49. The vehicle connection unit according to claim 48, characterized in that Each of the foot bodies (66) has a flat central region (124).

50. The vehicle connection unit according to claim 48 or 49, characterized in that: The support leg body (66) can be fixed to the rear end of the vehicle (14) by means of anchoring elements.

51. The vehicle connection unit according to claim 50, characterized in that The foot body (66) is provided with an anchoring element which engages on a stabilizing region of the rear end (14).

52. The vehicle connection unit 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).

53. The vehicle connection unit according to claim 52, characterized in that The connecting element (122) has fingers (126, 128) which are firmly connected to a fastening region (152) of the striking body (62).

54. The vehicle connection unit according to claim 53, characterized in that 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.

55. The vehicle connection unit according to claim 53 or 54, characterized 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).

56. The vehicle connection unit according to claim 55, characterized in that 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.

57. The vehicle connection unit according to any one of claims 53 to 56, characterized in that The wall element (88) facing away from the vehicle rests on the fingers (126, 128).

58. The vehicle connection unit according to any one of claims 53 to 57, characterized 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).

59. The vehicle connection unit according to any one of claims 57 to 58, characterized in that The connecting element (122) is designed as a whole to deform in a collision direction (156) in the event of a collision.

60. The vehicle connection unit according to any one of claims 52 to 59, characterized 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.

61. The vehicle connection unit according to claim 60, characterized in that The additional energy absorption element (162) is designed to absorb forces transmitted from the trailer element (40) to the impact body (62).

62. The vehicle connection unit according to claim 60 or 61, characterized in that: The additional energy absorption element (162) is designed as a body that folds up in the impact direction (156).

63. The vehicle connection unit according to any one of claims 60 to 62, characterized 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).

64. The vehicle connection unit according to any one of claims 60 to 63, characterized in that The additional energy absorption element (162', 162") is designed as a hollow body (172, 174, 182, 184).

65. The vehicle connection unit according to claim 64, characterized in that 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