Impact absorbing cross beam

Abstract

In order to make available an impact-absorbing cross-member which can be mounted on a rear region of a vehicle body beneath a bumper unit of the vehicle body, the cross-member extends in a transverse direction parallel to the bumper unit and has support elements arranged on an end side for supporting on a side region of the vehicle body, and wherein the cross-member has support elements arranged on the end side for supporting on the rear region of the vehicle body. According to the invention, the support elements are connected to one another by means of a central unit of a cross-member which can absorb side impact without damaging the central unit and likewise without damaging the vehicle body, it is proposed that side impact elements are arranged on both sides of the central unit, which side impact elements are arranged so as to be movable relative to the central unit, the support element is supported on the support element of the cross-member via the collision energy absorbing element.

Description

Technical Field

[0001] The invention relates to an impact-absorbing cross member which can be mounted in the rear region of a vehicle body below a bumper unit of the vehicle body, wherein the cross member extends in a transverse direction parallel to the extension of the bumper unit and has support elements arranged at the end sides for support on the side regions of the vehicle body, and wherein the support elements are connected to each other via a central unit of the cross member. Background Art

[0002] Such cross members are known from the prior art. Summary of the invention

[0003] The invention is based on the object of making available an impact-absorbing cross member which can absorb side impacts without damaging the central unit and likewise without damaging the vehicle body.

[0004] For example, such a rear-oblique impact is defined by the RCAR crash requirement, wherein the requirement is that the impact absorbing beam should not damage the vehicle body-in-white structure.

[0005] According to the invention, this object is achieved in the case of an impact-absorbing cross member of the type described above in that side impact elements are provided on both sides of the central unit, which are arranged displaceably relative to the central unit and are supported on support elements of the cross member via crash energy absorbing elements.

[0006] The advantage of this solution is that it is possible to absorb the impact energy of such a rear oblique impact via the side impact elements and the impact energy absorption elements supporting them without damaging the cross member with the supporting elements and the central unit and thus also the vehicle body structure.

[0007] In order to be able to absorb the impact energy optimally, it is preferably provided that the impact energy absorption element has a prefabricated wall element extending in the direction of extension from the respective support element to the respective side impact element and which is foldable for the impact energy absorption, wherein optimal absorption of the impact energy can be achieved by the folding.

[0008] In particular, it is provided that the wall element of the impact absorption element has a pre-embossing in such a way that it is folded for impact energy absorption along a folding line extending transversely to the extension direction of the impact energy absorption element from the supporting element to the side impact element.

[0009] By means of this pre-stamping of the crash energy absorbing element, the energy absorption and thus also the deformation of the crash energy absorbing element can be predetermined in a particularly advantageous manner in order to create defined conditions for the energy absorption.

[0010] A structurally advantageous solution provides that the impact energy absorbing element is designed to at least partially surround a center axis parallel to the extension direction, so that the impact energy can also be advantageously absorbed by the structure partially surrounding the center axis in the event of a predeterminable deformation of the impact energy absorbing element.

[0011] It is further advantageous if the impact energy absorption element is designed to be closed around a central axis parallel to the direction of extension, in order to be able to absorb as much impact energy as possible with a deformation that is as definable as possible.

[0012] Furthermore, in order to achieve a defined deformation of the impact energy absorbing element, it is advantageous if the impact energy absorbing element for supporting the side impact element has a smaller cross-sectional area on the impact side than the supporting side provided for supporting on the supporting element.

[0013] A defined deformation behavior, in particular approximately parallel to the central axis, can thus be specified in a particularly simple manner.

[0014] The deformation behavior of the impact energy absorbing element can be predefined more preferably by virtue of the impact energy absorbing element being designed to taper in the direction of its extension from the respective support element to the respective side impact element.

[0015] This cone-like structure makes it possible to predefine the overall deformation of the crash energy absorption element in such a way that in the event of a crash as little lateral movement as possible relative to the direction of extension and / or relative to the center axis occurs.

[0016] In connection with the present description of the solution according to the invention, it is merely presupposed that the side impact element is supported on the supporting element via the crash energy absorption element.

[0017] The solution according to the invention can be designed particularly advantageously when the side impact element is supported displaceably relative to the central unit in the pre-crash position.

[0018] Such a support on the central unit makes it possible to influence the movement of the side impact element in the event of a crash in such a way that as few movements as possible are carried out in the vertical and horizontal directions relative to the central unit and thus also contribute to a predeterminable deformation of the crash energy absorption element.

[0019] The movable support of the side impact element relative to the central unit ensures that the central unit is not damaged in the event of a crash, but only serves to guide the movement of the side impact element.

[0020] It is particularly advantageous if the side impact element for support on the central unit is supported displaceably via an articulated connection, comprising in particular a projection on the one hand and a recess for the projection on the other hand.

[0021] This articulated connection of the side impact element relative to the central unit allows, in particular, a very defined guidance of the side impact element.

[0022] In particular, the embodiment of the articulated connection by means of a projection and a recess accommodating the projection also makes it possible to create sufficient movement play for the side impact element in the event of a crash, in particular without damaging the central unit.

[0023] In principle, the projection and the recess can be designed in such a way that the projection is supported in the recess only at the beginning of the crash process and then releases itself from the recess.

[0024] However, a more advantageous solution provides that the respective projection is fixed in the recess in the pre-crash position against leaving the recess, so that the projection initially remains in the recess at least at the beginning of a crash situation.

[0025] With regard to the design of the side impact element itself, no further explanation is given in connection with the present description of the individual exemplary embodiments.

[0026] An advantageous solution therefore provides that each of the side impact elements extends in the transverse direction over at least one quarter of the total extension of the cross member in the transverse direction, so that the cross member can absorb a side impact over a considerable distance via one of the side impact elements.

[0027] It is further advantageous if the side impact element extends in the transverse direction over more than one quarter of the total extension of the cross member in the transverse direction.

[0028] In order to make sufficient space available for the central unit, it is further provided that each of the side impact elements extends in the transverse direction over a maximum of half of the total extension of the cross member in the transverse direction.

[0029] Preferably, the extension of the side impact element in the transverse direction is less than half of the total extension of the cross member in the transverse direction, for example a maximum of one third of the total extension of the cross member.

[0030] The design of the side impact elements is not specified further at this time.

[0031] The side impact element preferably has reinforcing ribs extending in the transverse direction in order to achieve improved stability of the side impact element.

[0032] No further information is given at this point regarding the extension of the central unit.

[0033] It is therefore preferably provided that the side impact element extends adjacent to a central section of the central unit, which extends at a maximum distance from a support contour for the cross member defined by the side regions of the rear region of the vehicle body.

[0034] It is particularly advantageous if the central unit extends following the middle section at a short distance from the support contour predetermined by the position of the support element, so that in the event of a crash there is sufficient space for the side impact element to move toward the support contour of the cross member.

[0035] In order to create sufficient space for the impact energy absorbing element to deform in the event of a crash, it is further provided that the support element has a support surface for the impact energy absorbing element which has a spacing of less than 10 mm from the vehicle body support surface of the support element which is supported on the side region of the vehicle body.

[0036] This solution therefore requires a very low-profile design of the support element.

[0037] In the simplest case, the supporting element can be designed as a plate-like shaped part.

[0038] Furthermore, it is preferably provided that the support surface of the impact energy absorption element and the vehicle body support surface of the support element are arranged on mutually opposite sides of the support element.

[0039] It is particularly advantageous if the support surface of the support element for the impact energy absorption element and the vehicle body support surface of the support element are arranged on opposite sides of the base plate of the support element.

[0040] For the stabilization of the support element, it is also advantageous if the support element has, outside the support surface for the impact energy absorption element, a stabilization element which improves the dimensional stability and thus significantly improves the dimensional stability of the support element, particularly in the case of a floor panel.

[0041] Preferably, provision is made here for the stabilization element to have webs which extend transversely to the support surface.

[0042] Such a web can be formed from a flat material or also from a shaped or rib-like material.

[0043] It is particularly advantageous here if the web is formed by a wall section of the support element, since this can be realized very easily.

[0044] It is particularly expedient if the stabilizing element is integrally formed onto the base plate.

[0045] A particularly advantageous solution further provides that the web extending transversely to the support surface extends from the side facing away from the central body toward the central unit with an increasing extent transversely to the support surface, ie extends away from the support surface.

[0046] A stable structure can thus be created in a simple manner.

[0047] A particularly advantageous solution provides that the stabilizing element extending transversely to the support surface is formed integrally with the floor panel forming the support surface and the vehicle body support surface, so that a stable structure can thereby be produced with low production costs.

[0048] In principle, the individual stabilization elements can be independent of one another. However, a particularly stable structure can be achieved if at least some of the stabilization elements, in particular at least three of the stabilization elements, are connected to one another.

[0049] In connection with the present description of the individual exemplary embodiments, no further explanation is given with regard to the construction of the central unit.

[0050] In principle, the central unit can be formed by two beams extending at a distance from one another.

[0051] However, a particularly advantageous solution provides that the central unit comprises a box-shaped structure.

[0052] Such a box-shaped structure has the advantage that it is lightweight on the one hand and has a high degree of rigidity on the other hand in order to achieve the greatest possible stability in the region of the central unit.

[0053] It is particularly advantageous if a part of the stabilization element of the support element is connected to a wall of the box-shaped structure of the central unit.

[0054] A stable connection between the support element and the central unit can thus be created in a particularly advantageous manner.

[0055] In particular, it is advantageous here if the stabilization elements connected to one another are connected to the walls of the box-shaped structure in order to thereby create a multiple connection between the support element and the box-shaped structure of the central unit.

[0056] No further explanation is given at present regarding the construction of the box-shaped structure.

[0057] An advantageous solution therefore provides that the box-shaped structure of the central unit has a wall facing the vehicle and a wall facing away from the vehicle, as seen in the direction of travel, which walls extend in particular at a distance from one another.

[0058] Furthermore, it is preferably provided that the box-shaped structure of the central unit has a wall facing away from the roadway.

[0059] Alternatively or additionally thereto, it is provided that the box-shaped structure of the central unit has a wall facing the roadway.

[0060] It is particularly advantageous if the wall facing away from the vehicle, the wall facing the vehicle, the wall facing the roadway and the wall facing away from the roadway each lie against one another with their longitudinal sides and are firmly connected to one another, in particular welded, and thus form a closed beam structure.

[0061] A further advantageous embodiment provides that the box-shaped structure is provided with reinforcements in the central region.

[0062] In particular, the box-shaped structure is provided with reinforcements at least in the wall facing the vehicle or in the wall facing away from the vehicle or in the region of both walls in the middle region, since the middle region is not significantly reinforced due to the opening in the wall facing the roadway and is subject to the greatest forces which are transmitted to the supporting element and from the supporting element to the rear of the vehicle, for example in the case of an additionally mounted trailer element.

[0063] In order to save weight in the region of the box-shaped structure, it is preferably provided that at least one wall thereof is provided with at least one cutout in order to reduce its weight.

[0064] Such cutouts in the walls of the box-shaped structure can be provided in one or more of these walls, preferably in each wall.

[0065] In order to avoid that the torsional and bending strength of the box-shaped structure is significantly affected by the cutouts, it is preferably provided that at least one cutout has in each direction of its planar extension an extension of a maximum of twice, preferably a maximum of one and a half times and preferably one time, the planar extension of the planar area surrounding it in the corresponding direction.

[0066] Furthermore, if cutouts are provided, it is expediently provided that a wall region is located between the cutouts, the extent of the wall region in each direction of its two-dimensional extension being at least 0.5 times the extent of the cutouts in the respective direction.

[0067] By means of such sufficiently wide wall regions or crosspieces, the torsional and flexural strength of the box-shaped structure can be ensured.

[0068] In particular, it is necessary for this purpose that in all walls in which the aforementioned cutouts are located, the aforementioned surface regions between the cutouts are also present.

[0069] It is particularly advantageous here if the surface areas lying in transverse direction between the cutouts extend at least partially parallel and / or transversely to the vertical longitudinal center plane and thus contribute, in particular in the region of the respective wall, to the tensile and shear stiffness of the respective wall.

[0070] Furthermore, it is preferably provided that at least one cutout has an outer contour with a substantially circular and / or oval basic shape.

[0071] Such a basic shape of the recess can avoid stresses that would otherwise form in the edge region of the cutout.

[0072] Alternatively to this, however, it is also possible for the cutout to have an outer contour with a triangle as basic shape, in particular with rounded corner areas, wherein such a triangularly constructed cutout has the advantage that the planar area located therebetween can be arranged in such a way that it extends, in particular, obliquely to the vertical longitudinal center plane, i.e. not only transversely but also parallel to the vertical longitudinal center plane and thus also improves the tensile and shear stiffness of the individual walls.

[0073] In this case, the rounded corner regions also serve in particular to avoid stress peaks in the corner regions.

[0074] In the case of the embodiments described so far, the cutouts are used in particular to save weight, which is important when the walls of the box-shaped structure have a relatively large sheet thickness, for example 4 mm or more in the case of a tensile strength of 400 MPascal or less. In this case, weight can be saved by the cutouts with negligible losses in torsional and bending stiffness.

[0075] A further advantageous solution provides that at least one cutout has, with respect to the surface area surrounding it, an edge area which stands upright relative to this surface area.

[0076] Such a raising of the edge region in the case of a cutout makes it possible to significantly improve the torsional and bending stiffness of the box-shaped structure and therefore of the individual walls, thereby making it possible to reduce the material thickness of the wall in certain cases, for example to less than 5 mm, preferably to less than 4 mm and less.

[0077] In this case, for example, the tensile strength of the sheet may be between 400 MPascal and 800 MPascal.

[0078] In particular, it is provided here that the edge region extends closed around the respective cutout and thus has the stabilizing effect of a closed annular body extending closed around the respective cutout.

[0079] It is particularly advantageous if the raised edge region has a height transversely to the surrounding surface region which corresponds to at least twice the material thickness of the surrounding surface region, so that in particular the closed annular surface region leads to an increased torsional and torsional strength of the corresponding wall.

[0080] In order to increase the stability of the wall, it is preferably provided that at least a part of the wall has an increased rigidity against deformation due to shaping, in particular shaping starting from a flat material.

[0081] In the simplest case, such shaping can consist in that the corresponding wall is provided with an arch or curvature which can extend in various directions.

[0082] It is particularly advantageous if at least one of the walls of the box-shaped structure has a curved structure extending transversely to the vertical longitudinal center plane.

[0083] Such an arched structure can be, for example, an arch or a bend with a bending line, for example parallel to the vertical longitudinal median plane or in a transverse direction to the longitudinal median plane.

[0084] A further advantageous solution provides that at least two walls are formed as a one-piece component by forming.

[0085] In this case, for example, the bending line of the shaped part can extend in a transverse direction relative to the vertical longitudinal center plane.

[0086] However, it is also possible that the bending line of the shaped part can also be additionally stabilized in sections by means of shaped parts extending transversely to the bending line.

[0087] An advantageous embodiment provides that at least one of the walls and the wall following it are parts of a profile body, for example an angle profile or a U-profile.

[0088] A particularly advantageous solution provides that at least one of the walls has at least one punched reinforcement rib.

[0089] Such punched ribs can provide stability in the most different directions, depending on their orientation.

[0090] An advantageous solution therefore provides that at least one of the walls, in particular the wall facing toward the vehicle and / or facing away from the vehicle, has at least one stamped reinforcement rib extending in a transverse direction relative to a vertical longitudinal center plane in order to be able to optimally transfer tensile and compressive forces to the supporting element toward or away from the rear of the vehicle.

[0091] Another advantageous solution provides that, additionally or alternatively, at least one of the walls has continuously arranged punched reinforcement ribs in the transverse direction of the box-shaped structure, which in particular improves the torsional and flexural rigidity of the box-shaped structure.

[0092] Such reinforcement ribs preferably extend obliquely to the vertical longitudinal center plane.

[0093] In this case, all the reinforcement ribs can extend obliquely in the same direction or in alternating directions.

[0094] Alternatively thereto, an advantageous solution provides that the reinforcing ribs which are consecutive in a transverse direction relative to a vertical longitudinal center plane extend transversely to one another and that the reinforcing ribs in particular are therefore arranged in a zigzag-like manner in the transverse direction.

[0095] Such a course of the reinforcing ribs can improve the flexural rigidity of the wall.

[0096] The provision of the reinforcement ribs makes it possible in particular to use high-strength sheet materials, for example with a tensile strength of 800 MPascal or more, with a thickness of 3 mm or less, and thus to reduce the weight of the vehicle coupling unit.

[0097] No further description is given at this time regarding the connection of the walls themselves.

[0098] An advantageous solution therefore provides that in the region of the connection of two walls at least one of the wall elements of these walls projects beyond the other of the wall elements with a web region.

[0099] Such a solution has the advantage that the web region contributes to a further advantageous reinforcement of the respective wall element forming the web region, since its extension increases the extent of the wall element in the direction in which the web region projects beyond the other wall element.

[0100] It is further advantageous if the web region also has a curvature and if this curvature also enables an additional reinforcement of the extent of the web region transversely, in particular if it extends transversely to the extent of the web region.

[0101] No further explanation is given at this stage with regard to the connection of two wall elements which abut against one another.

[0102] In principle, the connection of the wall elements can be realized with conventional weld seams.

[0103] In order to influence the material properties as little as possible, it is preferably provided that a laser weld is provided for connecting two walls which abut against one another.

[0104] In this case, the laser weld seam can be a continuous or interrupted weld seam.

[0105] Furthermore, another advantageous solution provides that, when connecting two adjacent walls, they form a plug connection.

[0106] Such a plug connection means that regions of the wall are connected in an alternating manner.

[0107] In particular, for the purpose of forming a plug connection, provision is made for one of the walls to have a recess, into which the other of the wall elements engages with a projection matching the recess.

[0108] Furthermore, it is preferably provided that the walls are welded to one another at least in the region of the plug connection, so that a permanent, stable and in particular rupture-proof connection of the wall elements is thus present even in the event of alternating forces acting on the box-shaped structure.

[0109] No further information is given about the course of the walls which form the box-shaped structure.

[0110] An advantageous solution therefore provides that at least one of the walls has a course that deviates from a certain course in a plane, so that the impact body has a varying cross section.

[0111] In particular, it is provided that the wall facing away from the vehicle is arched in a direction away from the wall facing the vehicle, so that the box-shaped structure has a changing cross section at least with respect to the distance between the wall facing the vehicle and the wall facing away from the vehicle.

[0112] With regard to the further configuration of the central unit, no further explanation is given at this time.

[0113] According to the invention, the central unit can therefore only be used to connect the supporting elements to one another and to create a sufficient basis for the impact-absorbing elements and the side-impact elements.

[0114] However, a particularly advantageous solution provides that the central unit is designed in such a way that trailer elements for a trailer or load carrier can be mounted thereon and that the forces transmitted to the central unit by the trailer elements are transmitted by the central unit to the supporting elements and from them to the side regions of the vehicle body.

[0115] In particular, the unit formed by the central unit and the supporting elements is designed with such stability that the forces acting from the trailer elements are reliably transmitted to the side regions of the vehicle body, independently of the design of the crash behavior of the cross member.

[0116] It is particularly advantageous if the box-shaped structure of the central unit carries the receiving unit for the trailer element, ie the receiving unit for the trailer element can be mounted on the box-shaped structure.

[0117] Furthermore, it is advantageously provided here that the receiving unit for the trailer element is arranged in the central unit, ie in particular in a box-shaped structure.

[0118] In particular, when the box structure is designed as a closed box structure, it is advantageous if the receiving unit for the trailer element is arranged in the interior of the central unit, ie in particular in the interior of the box structure.

[0119] The aforementioned solution is particularly advantageous when the wall of the central unit facing the carriageway has an opening through which the trailer element and the receiving unit can be inserted.

[0120] This means that the opening in the wall facing the roadway must be large enough to insert the receiving unit with the assembled trailer element into the interior of the central unit, ie in particular into the box-shaped structure of the central unit.

[0121] This solution has the great advantage that the impact-absorbing cross member according to the invention can be used on a vehicle which is supplied without a trailer element and in such a vehicle the receiving element according to the invention can then be inserted into the impact-absorbing cross member in order to also fasten the trailer element to the impact-absorbing cross member thereby.

[0122] It is preferably provided that the trailer element in its operating position passes through the opening in the wall facing the roadway and thus underneath the cross member unit opposite to the direction of travel, so that the trailer element can be extended opposite to the direction of travel as far as its connecting element.

[0123] The trailer element can be designed in such a way that it can be detached from the receiving unit and can thus be stored separately in an unused position or in a rest position.

[0124] A further advantageous solution provides that the trailer element is arranged in the rest position approximately in the interior of the box-shaped structure of the central unit.

[0125] Preferably, the solution can also be configured, for example, to accommodate removable trailer elements.

[0126] However, it is particularly advantageous in this case if the trailer element is pivotable between the working position and the rest position about at least one pivot axis, so that the receiving unit comprises a pivot bearing unit for the trailer element, which is then pivotable about the pivot axis using the pivot bearing unit.

[0127] The above description of the solution according to the invention therefore includes in particular the different combinations of features defined by the following numbered embodiments:

[0128] 1. An impact-absorbing cross member (20) which can be mounted in a rear region (14) of a vehicle body (12) below a bumper unit (16) of the vehicle body (12), wherein the cross member (20) extends in a transverse direction (58) extending parallel to the bumper unit (16) and has support elements (54, 56) arranged at the end sides for supporting on side regions (64, 66) of the vehicle body (12), and wherein the support elements (54, 56) are connected to each other via a central unit (52) of the cross member (20), wherein side impact elements (172, 174) are arranged on both sides of the central unit (52) and are supported on the support elements (54, 56) of the cross member (20) via collision energy absorbing elements (176, 178).

[0129] 2. A crossbeam according to embodiment 1, wherein the collision energy absorbing element (176, 178) has a prefabricated wall element (184) extending in an extension direction (202) from the corresponding support element (54, 56) to the corresponding side impact element (172, 174), which is foldable for collision energy absorption.

[0130] 3. A crossbeam according to embodiment 2, wherein the wall element (184) of the impact energy absorbing element (176, 178) has a pre-stamped portion such that it is folded along prefabricated folds (186) for impact energy absorption, and these folds extend transversely to the extension direction (202) of the impact energy absorbing element (176, 178).

[0131] 4. The cross member according to any of the preceding embodiments, wherein the impact energy absorption element (176, 178) is designed to at least partially surround a center axis parallel to the extension direction (202).

[0132] 5. The cross member according to embodiment 4, wherein the impact energy absorption element is designed to be closed around a center axis (182) parallel to the extension direction (202).

[0133] 6. A crossbeam according to any of the preceding embodiments, wherein the collision energy absorbing element for supporting the side impact element (172, 174) has a cross-sectional area (198) on the impact side which is smaller than the cross-sectional area (196) on the support side provided for supporting on the support element (54, 56).

[0134] 7. The cross member according to any of the preceding embodiments, wherein the crash energy absorption element is designed to taper in its extension direction (202) from the respective support element (54, 56) to the respective side impact element (172, 174).

[0135] 8. The cross member according to any of the preceding embodiments, wherein the side impact elements (172, 174) are supported so as to be displaceable relative to the central unit (52) in the pre-impact position.

[0136] 9. A crossbeam according to embodiment 8, wherein the side impact elements (172, 174) are supported movably on the central unit (52) via an articulated connection (217, 219) which in particular comprises projections (212, 214) on the one hand and recesses (216, 218) on the other hand.

[0137] 10. The beam of embodiment 9, wherein the protrusions (212, 214) are secured in the notches (216, 218) in the pre-impact position to prevent them from leaving the notches (216, 218).

[0138] 11. A crossbeam according to any of the preceding embodiments, wherein each of the side impact elements (172, 174) extends in the transverse direction (58) over at least one quarter of the total extent of the crossbeam (20) in the transverse direction (58).

[0139] 12. The cross member according to any of the preceding embodiments, wherein each of the side impact elements (172, 174) extends in the transverse direction (58) over a maximum of half of the total extension of the cross member (20) in the transverse direction (58).

[0140] 13. The crossbeam according to any of the preceding embodiments, wherein each of the side impact elements (172, 174) is provided with a reinforcing rib (170) extending in a transverse direction (58).

[0141] 14. A cross member according to any of the preceding embodiments, wherein the support element (54, 56) has a support surface (168) for a collision energy absorption element (176, 178), which has a spacing of less than 10 mm from a vehicle body support surface (166) of the support element (54, 56) supported therewith on a side region (64, 66) of the vehicle body (12).

[0142] 15. A cross member according to any of the preceding embodiments, wherein the support surface (168) for the impact energy absorption element (176, 178) and the vehicle body support surface (166) of the support element (54, 56) are arranged on opposite sides of the support element (54, 56).

[0143] 16. A cross member according to embodiment 14 or 15, wherein a support surface (168) of a support element for a collision energy absorbing element (176, 178) and a vehicle body support surface (166) of the support element (54, 56) are arranged on opposite sides of a base plate (122) of the support element (54, 56).

[0144] 17. The cross member according to any of the preceding embodiments, wherein the support element (54, 56) has, outside the support surface (168) for the crash energy absorption element (176, 178), stabilizing elements (132, 134, 136, 138) which improve the dimensional stability.

[0145] 18. The crossbeam according to embodiment 17, wherein the stabilizing element (132, 134, 136, 138) has a web (132, 134, 136, 138) extending transversely to the supporting surface (168).

[0146] 19. The crossbeam according to embodiment 17 or 18, wherein the stabilization element (132, 134, 136, 138) is designed as a wall section extending transversely to the support surface (168).

[0147] 20. The cross member according to any one of embodiments 17 to 19, wherein the stabilization element (132, 134, 136, 138) is integrally molded onto the base plate (122), in particular by bending.

[0148] 21. A crossbeam according to any one of embodiments 18 to 20, wherein the webs (132, 134, 136, 138) extending transversely to the support surface (168) extend from the side facing away from the central body (52) toward the central unit (52) with an increasing extent transversely to the support surface (168).

[0149] 22. A cross member according to any one of embodiments 17 to 21, wherein a stabilizing element (132, 134, 136, 138) extending transversely to the support surface (168) is constructed in one piece with a base plate (122) forming the support surface (168) and the vehicle body support surface (168).

[0150] 23. The crossbeam according to embodiment 22, wherein at least a portion of the stabilization elements (134, 136, 138) are connected to each other.

[0151] 24. The crossbeam according to any of the preceding embodiments, wherein the central unit (52) comprises a box-shaped structure (70).

[0152] 25. The crossbeam according to embodiment 24, wherein a portion of the stabilizing element (134, 136, 138) of the supporting element (54, 56) is connected to a wall (72, 74, 76, 78) of the box-shaped structure (70) of the central unit (52).

[0153] 26. The crossbeam according to embodiment 25, wherein the stabilization elements (134, 136, 138) connected to one another are connected to the walls (72, 74, 76, 78) of the box-shaped structure (70).

[0154] 27. The cross member according to any one of embodiments 24 to 26, wherein the box-shaped structure (70) of the central unit (52) has a wall (74) facing the vehicle and a wall (72) facing away from the vehicle when viewed in the direction of travel.

[0155] 28. The cross member according to any one of embodiments 24 to 27, wherein the box-shaped structure (70) of the central unit (52) has a wall (78) facing away from the roadway.

[0156] 29. The crossbeam according to any one of embodiments 24 to 28, wherein the box-shaped structure (70) of the central unit (52) has a wall (76) facing the roadway.

[0157] 30. The crossbeam according to any of the preceding embodiments, wherein the box-shaped structure (70) has at least one wall (72, 74, 76, 78) provided with at least one cutout (312, 322, 324, 326, 332, 336).

[0158] 31. A crossbeam according to any of the preceding embodiments, wherein at least one cutout (312, 322, 324, 326, 332, 336) has a planar extension which in each direction corresponds to a maximum of 2 times, preferably a maximum of 1.5 times, and even more preferably a maximum of 1 times, the surface extension of the surface area (313, 325, 327, 334, 338) surrounding it in the corresponding direction.

[0159] 32. The crossbeam according to embodiment 30 or 31, wherein at least one cutout (312, 322, 324, 326, 332, 336) is surrounded on all sides by a surface area (313, 325, 327, 334, 338).

[0160] 33. A crossbeam according to any one of embodiments 30 to 32, wherein at least one cutout (312, 322, 324, 326, 332, 336) has an outer contour with a substantially circular and / or elliptical basic shape.

[0161] 34. A crossbeam according to any one of embodiments 30 to 33, wherein at least one cutout (312, 322, 324, 326, 332, 336) has an edge area (354) that is upright relative to the surface area (352) surrounding it.

[0162] 35. A crossbeam according to embodiment 34, wherein the raised edge region (354) has a height transversely to the surface region (313, 325, 327, 332, 338) surrounding it that corresponds to at least twice the material thickness of the surface region (313, 325, 327, 334, 338) surrounding it.

[0163] 36. A beam according to any one of embodiments 24 to 35, wherein at least a portion of the walls (72, 74, 76, 78) of the box-shaped structure (70) has increased rigidity against deformation by forming.

[0164] 37. A beam according to embodiment 36, wherein at least one of the walls (72, 74, 76, 78) of the box-shaped structure (70) has a bending line (90) extending parallel to a relatively vertical longitudinal mid-plane (VL).

[0165] 38. The beam of embodiment 36 or 37, wherein at least one of the walls (72, 74, 76, 78) has at least one stamped reinforcing rib (114, 362, 364, 366, 368).

[0166] 39. A beam according to embodiment 38, wherein at least one of the walls (72, 74, 76, 78) has at least one stamped reinforcing rib (114) extending in a transverse direction (Q) relative to a vertical longitudinal mid-plane (VL).

[0167] 40. A beam according to embodiment 38 or 39, wherein at least one of the walls (72, 74, 76, 78) has continuously arranged stamped reinforcement ribs (362, 364, 366, 368) in the transverse direction (Q) of the box-shaped structure (70).

[0168] 41. A beam according to any one of embodiments 38 to 40, wherein the reinforcement ribs (362, 364, 366, 368) extend obliquely to the vertical longitudinal median plane (LV).

[0169] 42. A beam according to embodiment 41, wherein the reinforcing ribs (362, 364, 366, 368) which are continuous in a transverse direction (Q) relative to a vertical longitudinal mid-plane (VL) extend transversely to each other.

[0170] 43. A crossbeam according to any of the preceding embodiments, wherein the central unit (52) is designed so that a trailer element (40) for a trailer or a load carrier can be mounted thereon, and the forces transmitted to the central unit (52) via the trailer element (40) are transmitted by the central unit (52) to the supporting elements (54, 56) and by the supporting elements to the side regions (64, 66) of the vehicle body (12).

[0171] 44. The crossbeam according to embodiment 43, wherein the box-shaped structure (70) of the central unit (52) carries a receiving unit (260, 260') for the trailer element (40).

[0172] 45. The crossbeam according to embodiment 44, wherein a receiving unit (260, 260') for a trailer element (40) is arranged in the central unit (52).

[0173] 46. ​​The crossbeam according to any one of embodiments 43 to 45, wherein a receiving unit (260, 260') for a trailer element (40) is arranged in the inner space (82) of the central unit (52).

[0174] 47. The cross member according to embodiment 46, wherein the wall (76) of the central unit (52) facing the roadway has an opening (84) through which the trailer element (40) can be inserted together with the receiving unit (260, 260').

[0175] 48. The crossbeam according to any one of embodiments 43 to 47, wherein the trailer element (40) passes through the opening (84) in its working position (A).

[0176] 49. A crossbeam according to any one of embodiments 43 to 48, wherein the trailer element (40) is arranged in the rest position (R) essentially in the inner space (82) of the box-shaped structure (70) of the central unit (52). BRIEF DESCRIPTION OF THE DRAWINGS

[0177] Further features and advantages of the invention are the subject of the following description of some exemplary embodiments and of the drawings.

[0178] in:

[0179] Figure 1 A side view of a motor vehicle with a bumper unit arranged in the rear region of the vehicle body and an impact-absorbing cross member covered by the bumper unit, in which case the impact-absorbing cross member is part of a trailer coupling, so that a trailer element is held on the impact-absorbing cross member;

[0180] Figure 2 shows a cross-sectional illustration of the rear region of a vehicle body with an impact-absorbing cross member mounted at the rear region, the impact-absorbing cross member being supported via the side regions of the rear region;

[0181] Figure 3 shows a perspective illustration of a unit consisting of a central unit and the supporting elements held thereby, but without side impact elements and crash energy absorption elements as components of a first exemplary embodiment;

[0182] Figure 4 Shows the direction from the rear Figure 3 A plan view of a unit consisting of a supporting element and a central unit, likewise without a crash energy absorbing element and side impact elements;

[0183] Figure 5 Shows along Figure 4 The section along line 5-5;

[0184] Figure 6Shows along Figure 4 The section along line 6-6 in;

[0185] Figure 7 Shows along Figure 4 Section along line 7-7 in;

[0186] Figure 8 shows a perspective illustration of an impact-absorbing cross member comprising a central unit and supporting elements as well as a crash energy absorbing element and side impact elements according to a first embodiment;

[0187] Fig. 9 shows a plan view from the rear toward an impact absorbing beam according to a first embodiment;

[0188] Fig.10 shows a perspective illustration of a unit consisting of a crash energy absorbing element and a side impact element, which is arranged on the left side of the impact absorbing cross member;

[0189] Fig.11 A perspective illustration of a unit consisting of a crash energy absorbing element and a side impact element arranged on the right at the impact absorbing cross member is shown;

[0190] Fig.12 Shows along Fig. 9 A section along line 12-12 in FIG.

[0191] Fig.13 Shows something like Figure 6 Section through the first embodiment in the right region of the cross member and of the articulated connection of the side impact element to the central unit;

[0192] Fig.14 A sectional illustration of a wall of the central unit facing away from the vehicle is shown with a side impact element movably supported on the central unit;

[0193] Fig.15 A similar embodiment shows a variant of the articulated connection between the central unit and the side impact element. Fig.13 The cross section of

[0194] Fig.16 A similar embodiment shows a variant of the articulated connection between the central unit and the side impact element. Fig.14 pictorial diagram;

[0195] Fig.17 shows a schematic example illustration of a side impact on the right side of an impact absorbing beam;

[0196] Fig.18shows a representation of a unit consisting of a trailer element and a receiving unit, in this case designed as a pivot bearing unit, with the trailer element drawn in solid lines in the working position and the trailer element represented by dashed lines in the rest position;

[0197] Fig.19 A similar structure is shown through a central unit according to the invention with a receiving unit mounted in its interior space together with a trailer element. Figure 6 The cross section of

[0198] Fig. 20 shows a perspective illustration of an impact-absorbing cross member with an assembled receiving unit and trailer elements in an operating position;

[0199] Fig.21 A similar vehicle is shown with the trailer element in a rest position. Fig.19 pictorial diagram;

[0200] Fig. 22 A similar vehicle is shown with the trailer element in a rest position. Fig. 20 Perspective illustration of

[0201] Fig.23 A similar vehicle with a variant of a receiving unit for receiving a detachably mountable trailer element is shown. Fig.19 pictorial diagram;

[0202] Fig.24 A similar vehicle is shown with a detachably assembled trailer element in a working position. Fig. 20 Perspective illustration of

[0203] Fig.25 The central unit and the control unit held thereby are shown in a view from below in the direction of a motor vehicle as part of a second exemplary embodiment. Figure 3 A perspective illustration of a unit composed of supporting elements;

[0204] Fig.26 The second embodiment is shown in a view from above away from the vehicle. Fig.25 A perspective illustration of a unit of;

[0205] Fig. 27 The third embodiment is shown similar to Fig.25 A perspective illustration of a unit of;

[0206] Fig.28 The third embodiment is shown similar to Fig.26 A perspective illustration of a unit of;

[0207] Fig.29 Shows Fig. 27 The section along line 29-29, and

[0208] Fig.30 The fourth embodiment is shown similar to Figure 3 . DETAILED DESCRIPTION

[0209] The invention is intended for use on a motor vehicle 10, which has a body 12 which carries a bumper unit, designated as a whole by 16, at the rear end 14 of the vehicle. Figure 1 As shown in .

[0210] Covered by the bumper unit 16, an impact-absorbing crossbeam, designated as a whole by 20, is arranged at the rear end 14 of the vehicle, which can be part of a trailer connector, designated as a whole by 30, or can be extended to become a trailer connector, designated as a whole by 30, if a trailer element 40 is additionally provided on the impact-absorbing crossbeam 20, which is in particular designed as a ball neck 42, which extends from a first end 44 connected to the impact-absorbing crossbeam 20 to a second end 46 that carries a connecting element 48 (for example, designed as a connecting ball).

[0211] exist Figure 2 The impact-absorbing cross member 20 shown in connection with the section through the vehicle rear section 14 comprises a central unit 52 which is provided in a transverse direction 58 extending parallel to the bumper unit 16 with supporting elements 54 , 56 which are fixedly connected to the central unit 52 .

[0212] For example, Figure 2 and 3 As shown in the figure, the support elements 54, 56 are supported on side regions 64, 66 of the rear region 14, which are usually designed in such a way that they absorb the forces that occur in the event of a collision and can transmit them to the rear region 14, while the central section 62 of the rear region 14 between the support regions 64, 66 is not suitable for absorbing the forces in the event of a collision.

[0213] As in Figures 3 to 7 As shown in FIG, the central unit 52 comprises a box-shaped structure 70 having a wall 72 facing away from the vehicle, a wall 74 facing the vehicle, a wall 76 facing the roadway, and a wall 78 facing away from the roadway. Figure 7 As shown in FIG. 8 , an interior space 82 surrounds the central unit 52 .

[0214] The interior 82 is accessible from the roadway, for example, via an opening 84 on the roadway side in the wall 76 facing the roadway.

[0215] Furthermore, the wall 78 facing away from the roadway is preferably also provided with an opening 86 which, however, has a smaller cross section than the opening 84 and is located above the side of the interior 82 facing the support element 56 .

[0216] Preferably, in order to strengthen the wall 72 facing away from the vehicle, it is provided that it has, for example, bends 901, 902, 903 and 904 which are arranged symmetrically to the vertical longitudinal middle plane VL and extend approximately parallel to the vertical longitudinal middle plane VL, wherein the bends 901, 902, 903, 904 extend at a maximum angle of 15° to the vertical longitudinal middle plane VL, are preferably oriented in parallel and also extend parallel to each other, and the bends 901, 902, 903 and 904 are spaced apart from each other and extend at intervals that increase accordingly to the vertical longitudinal middle plane VL.

[0217] As a result, the rigidity of not only the wall 72 facing away from the vehicle but also the entire box-shaped structure 70 is improved.

[0218] Preferably, the wall 72 facing away from the vehicle, the wall 74 facing the vehicle, the wall 76 facing the lane, and the wall 78 facing away from the lane (such as in Figure 7 , wherein the wall 72 facing away from the vehicle extends with end wall sections 92, 94 beyond the wall 76 facing the lane and the wall 78 facing away from the lane, and the wall 74 facing the vehicle also extends with its end wall sections 96, 98 beyond the wall 76 facing the lane and the wall 78 facing away from the lane.

[0219] The rigidity of the central unit 52 can be additionally improved by means of the wall sections 92 , 94 , 96 , 98 .

[0220] Furthermore, in order to improve the rigidity of the central unit 52, based on the size of the opening 84 in the wall 76 facing the road, the wall 74 facing the vehicle is provided with an additional reinforced wall section 102, which in the region of the opening 84 also extends beyond the wall 76 facing the road toward the road and preferably extends as in Figure 3 As shown in FIG. 1 , the vehicle-facing wall 74 also has bends 104, 106 and 108 extending parallel to the wall 76 facing the roadway, which also improve the rigidity of the wall 74 facing the vehicle in the region of the opening 84 in the wall 76 facing the roadway ( Figure 3 ).

[0221] In addition, as in Figure 7 As shown in FIG. 8 , the wall 72 facing away from the vehicle is provided substantially on a central section 112 of the wall 72 facing away from the vehicle with reinforcing ribs 114 which also improve the rigidity of the central section 112 , preferably also in the region of the opening 84 .

[0222] As in Figure 5 and 6As shown in , each of the support elements 54, 56 includes a base plate 122, which is provided on the circumference with a web which surrounds the base plate 122 and is integrally molded onto the base plate 122 by bending and is configured as a wall segment extending transversely to the base plate from the side areas 64, 66, wherein the wall segment 132 facing away from the central unit 52 has the smallest extension transversely to the base plate 122, while the wall segment 134 facing the central unit 52 (which is also integrally connected to the base plate 122) has the largest extension starting from the base plate 122 in a direction away from the side areas 64 and 66, wherein the wall segment 134 constitutes the end side closure of the box-shaped structure 70.

[0223] Furthermore, a wall section 136 facing the roadway and a wall section 138 facing away from the roadway are integrally formed on the base plate 122 , which extend from the wall region 132 toward the wall section 134 with an increasing extent away from the base plate 122 and are welded to the wall section 134 on their side adjacent to the wall section 134 .

[0224] Furthermore, the wall region 134 facing the central unit 52 is provided on its side facing away from the base plate 122 with a bend 144 which is firmly connected to a lateral branch 152 of the wall 72 facing away from the vehicle. The end region 154 is welded and in addition, the wall section 136 facing the roadway and the wall section 138 facing away from the roadway are also provided with bends 146 and 148, which are welded to the fork-shaped protrusions 156 and 158 placed thereon of the end region 154 of the lateral branch 152 of the central unit 52, so that the lateral branch 152 surrounds the recess 162 extending from the central unit 52 like a fork between the end region 154 of the lateral branch 152 and the protrusions 156 and 158 of the lateral branch 152, wherein the extension of the recess 162 substantially corresponds to the extension of the base plate 122.

[0225] For additional reinforcement between the base plate 122 and the wall sections 134 , 136 and 138 , embossings 164 are formed at the transitions between the curved edges shown, which further reinforce the orientation of the wall sections 134 , 136 and 138 relative to the base plate 122 .

[0226] Thus, each of the support elements 54 and 56 together with the wall sections 132, 134, 136, 138 extending away from the side regions 64 and 66 of the rear region 14 forms a rigid, basin-like structure which is firmly connected to the wall 72 facing away from the vehicle by means of the wall sections 134, 136 and 138 on the one hand, and is firmly connected to the wall 72 facing away from the vehicle by means of its branches 152, and in particular with respect to the wall region 134 (e.g. Figures 5 to 7 ) is firmly connected not only to the wall 74 facing the vehicle but also to the wall 76 facing the roadway and the wall 78 facing away from the roadway by welding.

[0227] Overall, the central unit 52 together with the supporting elements 54 and 56 forms a rigid and stable structure, which in each case rests with a body supporting surface 166 of the corresponding floor panel 122 against one of the side regions 64 , 66 of the rear region 14 and furthermore has a supporting surface 168 opposite the body supporting surface 166 which serves to absorb the forces in the event of a side impact.

[0228] For this purpose, the crossbeam 20 is as shown in Figure 2 as well as Figures 8 to 13 As shown in FIG. 5 , on both sides of central unit 52 , side impact elements 172 and 174 are respectively arranged opposite supporting elements 54 and 56 and are supported on supporting elements 54 and 56 by means of impact energy absorption elements 176 and 178 .

[0229] Each of side impact elements 172 and 174 preferably extends in transverse direction 58 over at least one quarter and less than one third of the total extent of cross member 20 in transverse direction 58 .

[0230] Here, for example, Figure 8 As shown in FIG. 5 , the side impact elements 172 and 174 extend laterally into the continuation of the middle section 112 of the wall 72 facing away from the vehicle at approximately the same spacing from the vehicle rear end 14 as the middle section 112 in the transverse direction 58 and in particular overlap the lateral branches 152 of the wall 72 facing away from the vehicle in the middle section 112, so that a sufficiently large gap is available in the direction of travel in the event of an impact, as indicated by Figure 8 As concluded.

[0231] In particular, side impact elements 172 and 174 are provided with reinforcement ribs 170 extending parallel to their extent in transverse direction 58 for increasing stability.

[0232] exist Fig.10 and 11 The collision energy absorbing elements 176 and 178 shown in the figure are, for example, constructed as a hollow body 180 surrounding a center axis 182, whose wall element 184 has preformed folds 186 transversely to the center axis 182, wherein the folds 186 of the wall element 184 predefine the deformation of the collision energy absorbing elements 176 and 178 when impacting the corresponding side impact elements 172, 174.

[0233] Furthermore, the crash energy absorbing elements 176 and 178 each have a support flange 192 which is placed on the respective base plate 122 and which is placed flat on the respective support surface 168, wherein the crash energy absorbing elements 176 and 178 have a cross-sectional extension 196 in the region of the support surface 168 which is greater than the cross-sectional extension 198 ( Fig.12 ).

[0234] Different cross-sectional extents 196 and 198 ensure that, in the event of a crash, crash energy absorbing elements 176 and 178 deform approximately parallel to their center axis 182 between floor panel 122 and respective side impact element 172 , 174 while shortening their extent in their extension direction 202 and thus being able to absorb maximum crash energy.

[0235] As in Figure 7 , 8 , 11, 13 and 14, the side impact elements 172 and 174 are supported not only on the supporting elements 54 and 56 of the cross member 20 via the collision energy absorbing elements 176 and 178, but also on the central unit 52, namely via protrusions 212, 214 extending toward the middle section 112 from the end areas 173, 175 of the side impact elements 172, 174 facing the middle section 112, which are embedded in recesses 216 and 218 provided therefor, which are arranged in the wall 72 facing away from the vehicle and in particular in a transition area 222 which is arranged respectively between the middle section 112 and the branch 152 of the wall 72 facing away from the vehicle and extends obliquely from the middle section 112 toward the branch 152.

[0236] At least in the pre-crash position of side impact elements 172 , 174 , an articulated connection 217 , 219 thereof to central unit 52 is therefore present.

[0237] Protrusions 212 and 214 thus provide additional support and guidance relative to central unit 52 in the event of a crash, that is, in the event of a loading of one of side impact elements 172 and 174, in order to achieve a deformation of the respective impact energy absorption element 176 and 178 that is as uniform as possible and thus an optimal absorption of the impact energy ( Fig.13 and Fig.14 ).

[0238] In the above solution Fig.15In the case of the variant scheme shown in , the projections 212' and 214' are provided with laterally identically extending protrusions 232 and 234, which prevent the projections 212' and 214' from sliding out of the recesses 216' and 218', wherein the recesses 216' and 218' are additionally provided with guide sides 236, 238 extending into the interior space 82 of the central unit 52, which are used as follows, i.e., to hold the projections 212' and 214' with the lateral protrusions 232, 234 in a defined position relative to the recesses 216', 218'.

[0239] This solution therefore allows a more precise pivotable guidance of the side impact elements 172 and 174 relative to the central unit 52 .

[0240] As in Fig.17 As shown in the figure, the design according to the invention of the side impact elements 172 and 174 and the collision energy absorbing elements 176 and 178 (as shown by way of example in the side impact element 174 and the collision energy absorbing element 178) results in the following, namely, the impact of the colliding vehicle causes the bumper 250 of the side impact element 174 in the pre-impact position to be deformed on the one hand and at least initially also moved in a pivoting movement about it toward the supporting element 56 guided by the protrusion 214 and the recess 218 and at the same time the collision energy absorbing element 178 to be deformed in such a way that its extension 252 in the extension direction 202 in the pre-impact position is reduced to an extension direction 252c, which is approximately half of the extension 252.

[0241] Therefore, there is an extension 252c of the deformed collision energy absorbing element 178 starting from the base plate 122 which is always large enough, so that the collision energy absorbing element 178 is deformed in the extension direction 202 from its original extension 252 and is reduced in the case of activation of its folds, i.e., in the case of deformation to a shortened extension 252c, a defined and thus definably designed energy-absorbing deformation is achieved in the extension direction 202, which can absorb the necessary impact energy in the case of RCAR collision requirements and transfer it to the corresponding side area 66 of the rear area 16.

[0242] Furthermore, the branch 152 of the central unit 52 facing away from the wall 72 of the vehicle is preferably aligned with respect to the support elements 54 and 56 (at Fig.17 56 ) in such a way that the deformed side impact element 174 c also results in no deformation in the region of the branch 152 of the wall 72 of the central unit 52 facing away from the vehicle.

[0243] In order to expand the impact absorbing beam 20 into a trailer connector 30 including a trailer element 40, as in Fig.18As shown in FIG. 1 , the trailer element 40 is provided with a receiving unit for the trailer element 40 , which is designated as a whole by 260 and is located at Fig.18 In the case of the embodiment shown in FIG. 1 , on the one hand, a pivot bearing unit 262 is included, which has a pivot bearing body 264, to which the trailer element 40 is connected with the first end 44, so that by rotating the pivot bearing body 264 about a pivot axis S extending, for example, obliquely to the longitudinal center plane L of the motor vehicle, the trailer element 40 can be moved by Fig.18 , 19 and the working position A shown in 20 (which is Fig.18 The solid line in the middle) pivots to Fig.18 , 21 and the dashed line in 22 and in Fig.21 and 22 In the rest position R shown in FIG. 2 , for example, the ball neck 42 extends starting from the pivot bearing body 264 in such a way that the connecting element 48 is located below the ball neck 42 in the direction of gravity.

[0244] In this case, the pivot bearing unit 262 can also be driven by a drive motor 266 , for example.

[0245] In order to assemble the pivot bearing unit 262 in the internal space 82 of the box-shaped structure 70, the pivot bearing unit is held on an assembly base represented as a whole by 270, wherein the pivot bearing unit 262 passes through the assembly base 270 (for example, configured as a flange unit) and wherein, for example, a drive motor 266 is arranged on one side of the assembly base 270 and the pivot bearing body 264 is located on the opposite side.

[0246] In particular, in the case of the solution according to the invention, the entire receiving unit 260 together with the mounted trailer element 40 and the mounting base 270 is inserted in the wall 76 facing the roadway. Figure 2 , 20 The opening 84 shown in and 22 is inserted into the inner space 82 of the box-shaped structure 70 of the central unit 52, wherein the assembly base 270 has a mounting flange 272 for connecting to the wall 72 facing away from the vehicle, a mounting flange 274 for connecting to the wall 74 of the central unit 52 facing the vehicle, and a mounting flange 278 for connecting to the wall 78 of the central unit 52 facing away from the roadway, so that a stable connection between the pivot bearing unit 262 and the central unit can be established via the assembly base 270.

[0247] The installation position of the mounting base 270 in the central unit 52 is selected in this case so that Fig.19 and Fig. 20As shown in FIG. 1 , when the trailer element 40 is in the working position A, the ball neck 42 extends from the pivot bearing body 264 with the first end 44 downwardly through the opening 84 in the wall facing the roadway, and extends under the wall 72 facing away from the vehicle in the opposite direction of travel, so that the connecting element 48 is located in the working position in the opposite direction of travel behind the wall 72 facing away from the vehicle, as shown in FIG. Fig.19 and 20 As shown in .

[0248] However, if the trailer element 40 is pivoted from the working position A to the rest position R, the ball neck 42 together with the connecting element 48 moves through under the wall 72 facing away from the vehicle and enters from below through the opening 84 into the interior space 82 of the central unit 52, wherein in this case the ball neck 42 extends from the pivot bearing body 264 between the wall 72 facing away from the vehicle and the wall 74 facing the vehicle and is located close to the wall 78 facing away from the roadway.

[0249] As an alternative to the accommodation unit 260 for the pivotable trailer element 40, another embodiment (in Fig.23 and 24 2 ) is provided with a receiving unit 260', which has a bearing seat 282, which is provided with a recess 284, into which the first end 44' of the trailer element 40' can be inserted and can be locked by a locking device (not shown), so that the entire trailer element 40' with the first end 44', the ball neck 42' and the connecting element 48' can be removed downward from the bearing seat 282 by moving the first end 44' away and can be placed separately in the motor vehicle.

[0250] Here, the bearing seat 282 itself can also be assembled on the wall 72 facing away from the vehicle and the wall 74 facing the vehicle through the assembly base 270'. For example, the assembly base 270' has two flange plates 292 and 294 for accommodating the bearing seat 282 therebetween, which are firmly connected to the bearing seat 282 and themselves are connected to the wall 72 facing away from the vehicle and the wall 74 facing the vehicle through assembly flanges 302, 304, 306 and 308 respectively, so that when necessary, the entire accommodating unit 260' can also be assembled in the internal space 82 of the central unit 52 and thus the impact absorbing beam 20 can be used as part of the trailer connector 30.

[0251] In the case of the second embodiment, in which according to Fig.25 and 26Only the central unit 52 and the supporting elements 54 and 56 held thereby are shown. In order to achieve additional weight savings, the central unit 52 is provided with cutouts 3121, 3122, 3123 arranged symmetrically to the vertical longitudinal middle plane VL (which in particular coincides with the vertical longitudinal middle plane of the vehicle) on both sides of the vertical longitudinal middle plane VL (which is in particular consistent with the vertical longitudinal middle plane of the vehicle) in the area of ​​the wall 72 facing away from the vehicle, and which are respectively arranged at intervals from the vertical longitudinal middle plane VL.

[0252] Here, for example, the cutout 3121 is surrounded by a surface area 3131 of the wall 72 facing away from the vehicle, which is located between the vertical longitudinal center plane VL and the bend 901, the cutout 3122 is surrounded by the surface area 3132 and is located between the bends 902 and 903, and the cutout 3123 is surrounded by the surface area 3133 and is respectively located in the lateral branches 152.

[0253] The cutouts 3121, 3122, 3123 are selected such that their extension in all directions, in particular in directions parallel and transverse to the vertical longitudinal midplane VL, is at most twice as large in the corresponding directions as the corresponding surface areas 3131, 3132, 3133 surrounding them. These cutouts 312 are arranged in the corresponding surface areas so that there is a sufficiently wide material web surrounding the corresponding cutout 312, which helps as follows: the cutout 312 does not negatively affect the rigidity of the surface area 313 surrounding the cutout 312.

[0254] Such a surface area 313 extends, for example, in the case of the middle section 112 between the reinforcement 114 and the upper edge 314 of the wall 72 facing away from the vehicle, facing away from the lane, and between the vertical longitudinal center plane VL and the bend 901 or between the bends 902 and 903 or in the case of the lateral branch 152 between the bend 904 and the corresponding end area 154 and the edge 316 of the branch 152 facing the lane and the edge 318 facing away from the lane.

[0255] In the same way, the base plates 122 of the support elements 54 and 56 are also provided with cutouts 322 and 324, whose respective total extensions with respect to the extension of the surface area 325 surrounding the corresponding base plate 122 are also at most twice the extension of the surface area 325 surrounding it in the corresponding direction, so as not to reduce its rigidity.

[0256] In addition, cutouts 326 are also provided in the wall 76 facing the roadway on both sides of the opening 84 , whose extent in the respective direction is also at most twice the extent of a surface area 327 located on the respective side of the opening 84 and surrounding the cutouts in the respective direction of the wall 76 facing the roadway.

[0257] As in Fig.26As shown in the figure, the wall 74 of the box-shaped structure 70 facing the vehicle is also provided with recesses 3321 and 3322 arranged symmetrically to the vertical longitudinal center plane VL, which are surrounded by surface areas 334 of the wall 74 facing the vehicle, which extend respectively from the supporting elements 54 and 56 to the vertical longitudinal center plane VL.

[0258] In this case as well, the extent of the cutouts 3321 and 3322 in the respective direction is at most twice as great as the area region 334 surrounding it in the respective direction.

[0259] Furthermore, the wall 78 facing away from the roadway is also preferably provided with cutouts 3361 and 3362 on both sides of the vertical longitudinal center plane VL, which are also located in the surface area 338 of the wall 78 of the box-shaped structure 70 facing away from the roadway, adjacent to the supporting elements 54 and 56 .

[0260] In this case as well, the extent of the cutouts 3361 and 3362 in the respective direction is at most twice the extent of the surface region 338 surrounding it in the respective direction.

[0261] In addition, in this exemplary embodiment, further cutouts may also be provided, for example in the region of the wall sections 134 and 136 and 138 .

[0262] For additional stabilization of the wall 74 facing the vehicle, it is further provided at a distance from the wall section 102 with reinforcing ribs 342 which serve for additional stabilization in the region of the wall 74 facing the vehicle adjacent to the opening 84 .

[0263] In the case of the third embodiment (in Figures 27 to 29 ), in the region of the central unit 52, in particular the box-shaped structure 70, identical cutouts 312, 326, 332 and 336 are provided, as in the case of the second exemplary embodiment, but all these cutouts 312, 326, 332, 336 (as in Fig. 27 312) is constructed such that it has a corresponding cutout arranged therein (in Fig.28 Starting from the corresponding surface areas 313, 325, 327, 334, 338 of the cutout 3121, for example, there is a shaped edge area 354 extending transversely to the corresponding surface area 3131, which surrounds the corresponding cutout 3121 in a closed manner ( Fig.29) and thus constitutes an annular body 356 which is molded in one piece at the corresponding cut-out 3121 and has a height extension extending transversely to the surface area 3131, which height extension corresponds to at least twice the thickness of the surface area 3131, better at least three times the thickness of the surface area 3131, so that the corresponding annular body 356 contributes to significantly improving the torsional rigidity of the corresponding surface area 3131 of the corresponding wall (in this case the wall 72 of the box-shaped structure 70), which therefore acts in all areas of the box-shaped structure 70.

[0264] For example, it is possible to form the box-shaped structure 70 from a material with a small material thickness (eg less than 4 mm, preferably approximately 3 mm and less), wherein in this case, for example, the tensile strength of the material is in the range between 500 and 800 MPa.

[0265] In accordance with Fig.30 In the case of the fourth embodiment, reinforcing ribs 362, 364, 366, 368 as alternatives to the reinforcing rib 114 are arranged on both sides of the vertical longitudinal middle plane VL in the wall 72 facing away from the vehicle, and are continuously arranged in the transverse direction Q relative to the vertical longitudinal middle plane VL and extend from the vertical longitudinal middle plane at inclination angles that change relative to each other, in particular extend along a zigzag line on both sides of the vertical longitudinal middle plane, wherein the zigzag line extends symmetrically on both sides of the vertical longitudinal middle plane VL.

[0266] Such reinforcement ribs may also be provided in the wall 74 facing the vehicle and / or in the wall 76 facing the roadway or in the wall 78 facing away from the roadway.

[0267] Typically, such reinforcing ribs 362 , 364 , 366 , 368 increase the flexural rigidity of the respective wall 72 , 74 , 76 , 78 and allow, for example, the use of high-strength sheet materials with a thickness of 3 mm or less.

[0268] Otherwise, the structure of the central unit 52 in the case of the second, third and fourth exemplary embodiments is identical to that of the above-described first exemplary embodiment, so that supplementarily reference is made in its entirety to the above description of the embodiment of the first exemplary embodiment.

Claims

1. An impact absorbing cross member (20) which can be mounted in the rear region (14) of a vehicle body (12) below a bumper unit (16) of the vehicle body (12), wherein: The cross member (20) extends in a transverse direction (58) extending parallel to the bumper unit (16) and has support elements (54, 56) arranged at the end side for supporting on side areas (64, 66) of the vehicle body (12), wherein the support elements (54, 56) are connected to each other via a central unit (52) of the cross member (20), characterized in that side impact elements (172, 174) are arranged movably relative to the central unit on both sides of the central unit (52) and are supported on the support elements (54, 56) of the cross member (20) via collision energy absorption elements (176, 178).

2. The crossbeam according to claim 1, characterized in that The crash energy absorbing element (176, 178) has a prefabricated wall element (184) extending in an extension direction (202) from the respective support element (54, 56) to the respective side impact element (172, 174) and is foldable for crash energy absorption.

3. The crossbeam according to claim 2, characterized in that: The wall element (184) of the crash energy absorbing element (176, 178) has a pre-embossing such that it is folded for crash energy absorption along prefabricated folds (186) extending transversely to the extension direction (202) of the crash energy absorbing element (176, 178).

4. A crossbeam according to any one of the preceding claims, characterised in that The impact energy absorbing element (176, 178) is designed to at least partially surround a center axis parallel to the extension direction (202).

5. The crossbeam according to claim 4, characterized in that The impact energy absorbing element is designed to be closed and circumferentially disposed about a center axis (182) parallel to the extension direction (202).

6. A crossbeam according to any one of the preceding claims, characterised in that A crash energy absorbing element for supporting the side impact elements (172, 174) has an impact-side cross-sectional area (198) which is smaller than a support-side cross-sectional area (196) provided for supporting on the support elements (54, 56).

7. A crossbeam according to any one of the preceding claims, characterised in that The crash energy absorbing element is designed to taper in its extension direction (202) from the respective support element (54, 56) to the respective side impact element (172, 174).

8. A crossbeam according to any one of the preceding claims, characterised in that The side impact elements (172, 174) are supported so as to be displaceable relative to the central unit (52) in a pre-impact position.

9. The crossbeam according to claim 8, characterized in that The side impact elements (172, 174) are supported on the central unit (52) in a movably manner via an articulated connection (217, 219) which comprises, on the one hand, projections (212, 214) and, on the other hand, recesses (216, 218).

10. The crossbeam according to claim 9, characterized in that The protrusion (212, 214) is fixed in the recess (216, 218) in the pre-impact position to prevent it from leaving the recess (216, 218).

11. A crossbeam according to any one of the preceding claims, characterised in that Each of the side impact elements (172, 174) extends in the transverse direction (58) over at least one quarter of the total extent of the cross member (20) in the transverse direction (58).

12. A crossbeam according to any one of the preceding claims, characterised in that Each of the side impact elements (172, 174) extends in the transverse direction (58) over a maximum half of the total extension of the cross member (20) in the transverse direction (58).

13. A crossbeam according to any one of the preceding claims, characterised in that Each of the side impact elements (172, 174) is provided with a reinforcing rib (170) extending in the transverse direction (58).

14. A crossbeam according to any one of the preceding claims, characterised in that The support element (54, 56) has a support surface (168) for the crash energy absorption element (176, 178) which is spaced less than 10 mm from a vehicle body support surface (166) of the support element (54, 56) supported on a side region (64, 66) of the vehicle body (12).

15. A crossbeam according to any one of the preceding claims, characterised in that A support surface (168) for the crash energy absorbing element (176, 178) and a vehicle body support surface (166) of the support element (54, 56) are arranged on opposite sides of the support element (54, 56).

16. The crossbeam according to claim 14 or 15, characterized in that A support surface (168) of a support element for the crash energy absorbing element (176, 178) and a vehicle body support surface (166) of the support element (54, 56) are arranged on opposite sides of a base plate (122) of the support element (54, 56).

17. A crossbeam according to any one of the preceding claims, characterised in that The support element (54, 56) has, outside a support surface (168) for the crash energy absorption element (176, 178), stabilizing elements (132, 134, 136, 138) which improve the dimensional stability.

18. The crossbeam according to claim 17, characterized in that The stabilizing element (132, 134, 136, 138) has webs (132, 134, 136, 138) extending transversely to the supporting surface (168).

19. The crossbeam according to claim 17 or 18, characterized in that The stabilizing elements (132, 134, 136, 138) are designed as wall sections extending transversely to the supporting surface (168).

20. The crossbeam according to any one of claims 17 to 19, characterized in that The stabilizing elements (132, 134, 136, 138) are integrally formed on the base plate (122), in particular by bending.

21. The crossbeam according to any one of claims 18 to 20, characterized in that Webs (132, 134, 136, 138) extending transversely to the support surface (168) extend from a side facing away from the central body (52) toward the central unit (52) with an increasing extent transversely to the support surface (168).

22. The crossbeam according to any one of claims 17 to 21, characterized in that A stabilizing element (132, 134, 136, 138) extending transversely to the support surface (168) is formed integrally with a floor panel (122) forming the support surface (168) and the vehicle body support surface (168).

23. The crossbeam according to claim 22, characterized in that At least a portion of the stabilization elements (134, 136, 138) are connected to each other.

24. A crossbeam according to any one of the preceding claims, characterised in that The central unit (52) comprises a box-shaped structure (70).

25. The crossbeam according to claim 24, characterized in that A portion of a stabilizing element (134, 136, 138) of the support element (54, 56) is connected to a wall (72, 74, 76, 78) of a box-shaped structure (70) of the central unit (52).

26. The crossbeam according to claim 25, characterized in that The stabilizing elements (134, 136, 138) connected to one another are connected to the walls (72, 74, 76, 78) of the box-shaped structure (70).

27. A crossbeam according to any one of claims 24 to 26, characterised in that The box-shaped structure (70) of the central unit (52) has a wall (74) facing toward the vehicle and a wall (72) facing away from the vehicle, as viewed in the direction of travel.

28. A crossbeam according to any one of claims 24 to 27, characterised in that The box-shaped structure (70) of the central unit (52) has a wall (78) facing away from the roadway.

29. A crossbeam according to any one of claims 24 to 28, characterized in that The box-shaped structure (70) of the central unit (52) has a wall (76) facing the roadway.

30. A crossbeam according to any one of the preceding claims, characterised in that The box-shaped structure (70) has at least one wall (72, 74, 76, 78) which is provided with at least one cutout (312, 322, 324, 326, 332, 336).

31. A crossbeam according to any one of the preceding claims, characterised in that The at least one cutout (312, 322, 324, 326, 332, 336) has a planar extent which in each direction corresponds to a maximum of twice the planar extent of the surface region (313, 325, 327, 334, 338) surrounding it in the respective direction.

32. The crossbeam according to claim 30 or 31, characterized in that The at least one cutout (312, 322, 324, 326, 332, 336) is surrounded on all sides by the surface region (313, 325, 327, 334, 338).

33. A crossbeam according to any one of claims 30 to 32, characterized in that The at least one cutout (312, 322, 324, 326, 332, 336) has an outer contour with a substantially circular and / or oval basic shape.

34. A crossbeam according to any one of claims 30 to 33, characterized in that The at least one cutout (312, 322, 324, 326, 332, 336) has, with respect to a surface area (313, 325, 327, 334, 338) surrounding it, an edge area (354) that stands upright relative to the surface area (352).

35. The beam according to claim 34, characterized in that The raised edge region (354) has a height transversely to the surface region (313, 325, 327, 332, 338) surrounding it which corresponds to at least twice the material thickness of the surface region (313, 325, 327, 334, 338) surrounding it.

36. A crossbeam according to any one of claims 24 to 35, characterized in that At least a portion of the walls (72, 74, 76, 78) of the box-shaped structure (70) has stiffness increased by molding to prevent deformation.

37. The beam according to claim 36, characterized in that At least one of the walls (72, 74, 76, 78) of the box-shaped structure (70) has a bending line (90) extending parallel to a vertical longitudinal mid-plane (VL).

38. The crossbeam according to claim 36 or 37, characterized in that At least one of the walls (72, 74, 76, 78) has at least one stamped reinforcing rib (114, 362, 364, 366, 368).

39. The beam according to claim 38, characterized in that At least one of the walls (72, 74, 76, 78) has at least one stamped reinforcing rib (114) extending in a transverse direction (Q) relative to a vertical longitudinal mid-plane (VL).

40. The crossbeam according to claim 38 or 39, characterized in that At least one of the walls (72, 74, 76, 78) has continuously arranged stamped reinforcement ribs (362, 364, 366, 368) in a transverse direction (Q) of the box-shaped structure (70).

41. A crossbeam according to any one of claims 38 to 40, characterised in that The reinforcing ribs (362, 364, 366, 368) extend obliquely to the vertical longitudinal median plane (LV).

42. The beam according to claim 41, characterized in that Successive reinforcing ribs (362, 364, 366, 368) extend transversely to one another in a transverse direction (Q) relative to a vertical longitudinal mid-plane (VL).

43. A crossbeam according to any one of the preceding claims, characterised in that The central unit (52) is designed such that a trailer element (40) for a trailer or a load carrier can be mounted thereon and forces transmitted to the central unit (52) via the trailer element (40) are transmitted by the central unit (52) to the supporting elements (54, 56) and from the supporting elements to side regions (64, 66) of the vehicle body (12).

44. The beam according to claim 43, characterized in that The box-shaped structure (70) of the central unit (52) carries a receiving unit (260, 260') for the trailer element (40).

45. The beam according to claim 44, characterized in that A receiving unit (260, 260') for the trailer element (40) is arranged in the central unit (52).

46. ​​A crossbeam according to any one of claims 43 to 45, characterised in that A receiving unit (260, 260') for the trailer element (40) is arranged in an interior space (82) of the central unit (52).

47. The beam according to claim 46, characterized in that The wall (76) of the central unit (52) facing the roadway has an opening (84) through which the trailer element (40) can be inserted together with the receiving unit (260, 260').

48. A crossbeam according to any one of claims 43 to 47, characterised in that The trailer element (40) passes through the opening (84) in its operating position (A).

49. A crossbeam according to any one of claims 43 to 48, characterised in that The trailer element (40) is arranged in a rest position (R) substantially in an interior space (82) of a box-shaped structure (70) of the central unit (52).

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