Vehicle component for a vehicle

Abstract

Vehicle component (100) for a vehicle, with: a component body (101) which is formed from a core material (103), wherein the component body (101) has a locally limited deformation zone (105) which is arranged planarly in the core material (103), wherein the deformation zone (105) has a locally variable tensile strength according to a predetermined tensile strength profile in order to influence a deformation process of the component body (101) when a force is applied to the component body (101), wherein the component body (101) has a body surface, wherein a metallic coating is applied to the body surface, which is designed to prevent corrosion after manufacture and scaling during a hot forming process for the manufacture of the component body (101), wherein the coating comprises an aluminum-silicon alloy which, during the hot forming process, forms a stable alloy layer system with the core material to provide corrosion and scaling protection for the component body, wherein the vehicle component (100) is a hot-formed vehicle component, wherein the vehicle component (100) is a vehicle column, wherein the component body (101) has a body surface (401) and a sheet thickness (403) which describes the material thickness of the component body (101) in the direction of a surface normal (405) of the body surface (401), and wherein the deformation zone (105) completely penetrates the component body (101) with respect to the sheet thickness (403) and has an edge region which follows a perimeter of the deformation zone (105) on the body surface (401), and wherein the tensile strength in the edge region approaches the tensile strength of the material of the component body (101) surrounding the deformation zone (105) in order to form a homogeneous tensile strength transition, wherein the component body (101) is made of steel core material (103) with a tensile strength R M,K is manufactured in a range of 1200 MPa to 2200 MPa, wherein the deformation zone (105) has a tensile strength R M,D exhibits a range of 450 MPa to 1100 MPa, wherein the component body (101) has a body surface (401) and the area of ​​the deformation zone (105) on the body surface (401) corresponds to at least 0.05 to 0.4 times the area of ​​the body surface (401), wherein the tensile strength of the deformation zone (105) decreases continuously towards a center point of the deformation zone (105), wherein at least two tensile strength plateaus (107-1, 107-2) are formed in the deformation zone (105), which have different tensile strengths relative to each other and to the core material (103).

Description

[0001] The present disclosure relates to a vehicle component for a vehicle, in particular for a motor vehicle.

[0002] The vehicle component can, in particular, be part of a vehicle body and determine its mechanical properties, such as the deformation of the vehicle body in the event of a force being applied to it. Furthermore, the vehicle component can have deformation zones with reduced material hardness to concentrate deformation of the component in these zones. In particular, this allows the direction of deformation to be controlled and / or cracks to be prevented in the vehicle component. Accordingly, the deformation zones can be used to predict a change in the geometry of the vehicle component under the influence of a force. However, with known vehicle components, the time course of the deformation or the energy absorption by the vehicle component under an external force cannot be predicted.

[0003] Document US 2004 / 0201256 A1 concerns a deformation rail with deformation triggers for a vehicle.

[0004] The publication DE 691 10 872 T2 discloses an energy-absorbing structure with a longitudinal support element, in particular for absorbing impact energy through axial compression deformation in motor vehicles.

[0005] The publication DE 10 2005 054 847 B3 discloses a high-strength steel component with targeted deformation in the event of a crash.

[0006] Document DE 10 2011 050 657 B3 discloses a motor vehicle chassis component.

[0007] Publication EP 1 180 470 A1 discloses a B-pillar for a motor vehicle.

[0008] The purpose of the present disclosure is to provide a more efficient vehicle component, which is specifically designed to realize a predetermined temporal and / or geometric deformation behavior of the vehicle component when a force is applied to the vehicle component.

[0009] This problem is solved by the features of the independent claim. Advantageous embodiments are the subject of the dependent claims, the description, and the accompanying figures.

[0010] The present disclosure is based on the finding that the above problem is solved by a vehicle component which has a deformation zone with a tensile strength profile, in particular with a planar tensile strength topography. The tensile strength profile describes a local change in tensile strength within the deformation zone, whereby different tensile strength gradients can be realized in the deformation zone in different spatial directions. Accordingly, a predetermined deformation behavior of the vehicle component can be achieved with a single, tensile strength-profiled deformation zone.

[0011] In particular, the deformation zone at force application points of the vehicle component may exhibit low material hardness, and the material hardness in the deformation zone may increase with increasing distance from the force application points. This can predetermine the deformation behavior of the vehicle component, especially accordion-like folding, buckling and / or bending, and / or their respective development over time.

[0012] According to a first aspect, the disclosure relates to a vehicle component for a vehicle with a component body formed from a core material and featuring a locally confined deformation zone arranged over a surface within the core material. The deformation zone exhibits a locally variable tensile strength according to a predetermined tensile strength profile in order to influence the deformation pattern of the component body when a force is applied to it.

[0013] The vehicle component can be a hot-formed component, in particular made of a hardenable steel alloy, for example manganese-boron steel. Furthermore, the vehicle component can be an A-pillar, a B-pillar, and / or a C-pillar.

[0014] Furthermore, the vehicle component can be made of steel, in particular UHSS steel, aluminum, an aluminum alloy, or a composite material. The deformation zone can be created, for example, by local heat treatment of the component body. This heat treatment allows the tensile strength within the deformation zone to be adjusted. For example, a gradual, continuous, or step-like adjustment of the tensile strength can be achieved. The deformation zone can be located in a flat surface of the component body and / or extend over edges, bends, and / or recesses of the component body. Forming of the component body can take place during or after the creation of the deformation zone.

[0015] The core material of the component body can in particular be a homogeneous sheet metal material which has homogeneous properties over the sheet thickness of the component body, in particular material composition, elasticity and / or material hardness.

[0016] According to the invention, the component body has a surface onto which a coating is applied. This coating is designed to prevent corrosion after manufacturing and scaling during the hot forming process used to produce the component body. A metallic coating, in particular an aluminum-silicon alloy, is applied to the surface of the component body, forming a stable alloy layer system with the core material during the hot forming process. Accordingly, the surface of the component body, with its alloy layer system, can provide corrosion and / or scaling protection.

[0017] In one embodiment, the component body is formed from at least two joined sheet metal blanks. The component body can, in particular, be a tailored blank or be formed from a tailored blank, and accordingly be composed of sheet metal blanks which may have different material grades, sheet thicknesses, and / or materials. Furthermore, the joined sheet metal blanks can have overlapping areas in which the sheet metal blanks are arranged in an overlapping manner, in particular joined. A reinforcing plate can also be arranged at the joining areas or be formed by the joining area.

[0018] The component body can extend longitudinally in a longitudinal direction, with the deformation zone being designed to control deformation of the component body under a force acting parallel to the longitudinal direction. For example, a multi-stage folding of the component body can be implemented. The folding can be predetermined in terms of time and location by adjusting the tensile strength profile of the deformation zone. Local tensile strength minima within the deformation zone, characterized by lower tensile strength, can allow deformation of the component body before local tensile strength maxima, characterized by higher tensile strength, allow further deformation.

[0019] The deformation zone can be positioned at the points of force application expected on the component body in the event of a vehicle impact, in order to absorb the force and thus achieve deformation within the deformation zone. Areas of the component body outside the deformation zone may experience less deformation or no deformation at all. Further deformation zones with increasing tensile strength can be arranged along the longitudinal direction of the component body.

[0020] Furthermore, several separate deformation zones with comparable tensile strength profiles can be arranged in a first section of the component body. In a second section, offset along the longitudinal direction from the first section, further separate deformation zones with different tensile strength profiles can be arranged. The average tensile strength profile of the additional deformation zones in the second section can be greater than the average tensile strength profile of the deformation zones in the first section. The deformation zones in each section can be arranged centrally or partially spaced from an axis of symmetry of the component body.

[0021] The component body extends axially along its longitudinal direction, which may have a curved profile following the geometry of the component body. Furthermore, the longitudinal direction may coincide with an axis of symmetry and / or a principal direction of extension of the component body.

[0022] The local rate of change in tensile strength within the deformation zone can be continuous, meaning that no abrupt changes in tensile strength occur within the zone and transitions between areas of differing tensile strength exhibit a gradual change. At a zone transition between the deformation zone and the core material of the component body surrounding the deformation zone, the tensile strength can correspond to that of the core material, with the tensile strength decreasing with increasing distance from the zone transition towards the center of the deformation zone. Furthermore, the local rate of change in tensile strength can increase from the zone transition towards the center of the zone and decrease again upon reaching the center, in order to achieve a continuous tensile strength profile at the center point.

[0023] In one embodiment, at least two tensile strength plateaus are formed in the deformation zone, which exhibit different tensile strengths, and in particular different tensile strength profiles, relative to each other and to the core material. This offers the advantage that the deformation behavior within the deformation zone can be controlled over time and / or spatially. For example, areas of lower tensile strength can deform before areas of higher tensile strength when a force is applied.

[0024] Furthermore, a gradual increase in tensile strength within the deformation zone with increasing distance from the force application point can mitigate the progression of deformation. In particular, the structural integrity of the component body can be maintained after an initial deformation.

[0025] In one embodiment, the component body can be made of steel core material with a tensile strength R M,Kmanufactured in a range of 1200 MPa to 2200 MPa, with the deformation zone having a tensile strength R M,D exhibits a range of 450 MPa to 1100 MPa.

[0026] In one embodiment, the core material of the component body can be an aluminum alloy, wherein the core material has a tensile strength R M,K in a range of 300 MPa to 600 MPa and the deformation zone has a tensile strength R M,D exhibits a range of 50 MPa to 200 MPa.

[0027] In one embodiment, the tensile strength profile has a minimum tensile strength range, whereby the absolute tensile strength values ​​of the tensile strength profile fluctuate by at least 5% and at most 30% with respect to a tensile strength mean value. This can, for example, result in a tensile strength fluctuation of at least 10% and at most 60%. With respect to the tensile strength of the core material, the tensile strength profile of the deformation zone can exhibit tensile strength values ​​that are reduced by at least 30% and up to 150%.

[0028] In one embodiment, the tensile strength of the core material is always higher than the tensile strength in the deformation zone. Accordingly, deformation of the component body can be limited to the deformation zone and / or to areas adjacent to the deformation zone. Consequently, when a force is applied to the component body, the core material can experience less deformation than the deformation zone. In particular, the stiffness of the component body can be increased, and advantageously, a higher resistance to deformation of the component body can be achieved.

[0029] In one embodiment, the component body extends along a longitudinal direction, and the deformation zone is formed to achieve a predetermined longitudinal deformation pattern, particularly bending and / or folding, of the component body, especially in the event of an impact. The reduced tensile strength of the deformation zone allows for the determination of a preferred direction of folding and / or bending of the component body.

[0030] Furthermore, the component body can have multiple deformation zones, each with a distinct tensile strength profile. A temporal sequence of folding can be achieved through increasing mean values ​​of the tensile strengths within the respective deformation zones. For example, deformation zones with higher tensile strength may cause the component body to fold later than those with lower tensile strength. Similarly, deformation zones with lower tensile strength may yield first upon impact.

[0031] In one embodiment, the deformation zones can be arranged locally distributed within the component body, with the core material exhibiting a higher tensile strength relative to the deformation zones. This achieves the advantage that the deformation zones do not reduce the stability of the component body, particularly under static or, compared to an impact, less pronounced dynamic loads.

[0032] Furthermore, by spacing the deformation zones between them, dimensionally stable areas can be formed that do not deform, or deform only minimally compared to the deformation zones, in the event of an impact. The combination of dimensionally stable areas and deformation zones can be used to control a defined deformation of the component body upon impact, thus allowing for a high degree of energy dissipation. For example, an accordion-like compression of the component body in the impact direction and / or longitudinal direction can be reproducibly achieved upon impact.

[0033] In one embodiment, the component body with the deformation zone is formed in one piece from the same sheet metal material, in particular from a metal or a metal alloy.

[0034] In one embodiment, the deformation zone is segmentally oval, circular, triangular, and / or rectangular in shape. Furthermore, the deformation zone can correspond to any freeform shape, which may be adapted to the geometry of the component body. In particular, the deformation zone can be arranged in planar areas of the component body. The perimeter of the deformation zone can, in particular, have a continuous curvature, so that the deformation zone can be edgeless.

[0035] In one embodiment, the deformation zone has a tensile strength gradient field that describes a change in tensile strength along a body surface in the deformation zone according to a predefined tensile strength topography, and wherein the tensile strength gradient field has a plurality of local maxima. The tensile strength gradient field describes, in particular, the local rates of change of the tensile strength in the deformation zone. The tensile strength topography is, in particular, a scalar field that assigns a tensile strength value to each point in the deformation zone in an arbitrarily fine grid. By arranging a plurality of tensile strength maxima and / or tensile strength minima within the deformation zone, a multi-step deformation, in particular the formation of several bends or fold edges, can be achieved when a force is applied to the vehicle component.

[0036] In one embodiment, the component body has a first end edge and the deformation zone is at least partially arranged at the first end edge, wherein the deformation zone has at least a local minimum tensile strength at the first end edge, and wherein the tensile strength within the deformation zone increases with increasing distance from the first end edge.

[0037] In particular, the tensile strength within the deformation zone can increase continuously up to a boundary region of the deformation zone where it meets the surrounding core material. This boundary region can be defined, in particular, by the area of ​​the deformation zone on a surface of the component body. Furthermore, this continuous increase in tensile strength can be interrupted by local tensile strength maxima, each representing a local area of ​​increased tensile strength within the deformation zone.

[0038] The deformation zone may, for example, exhibit reduced tensile strength at one end of the component body in the longitudinal direction, and / or areas of the deformation zone located further away from the end of the component body may exhibit increased tensile strength. Accordingly, when a force is applied to the component body, deformation may first occur at the end of the component body, followed by deformation further away from the end of the component body, either temporally and / or spatially.

[0039] A maximum tensile strength within the deformation zone, particularly in the form of a tensile strength maximum, can correspond to a tensile strength outside the deformation zone in the core material. This tensile strength maximum is surrounded within the deformation zone by areas of lower tensile strength, with the tensile strength at the edge region potentially increasing to match the tensile strength of the core material.

[0040] In one embodiment, the component body has a second end edge which is arranged at an angle to the first end edge, with the deformation zone being located at least partially on the second end edge. The deformation zone can, for example, be arranged in a corner geometry of the component carrier.

[0041] According to the invention, the component body has a body surface and a sheet thickness which describes the material thickness of the component body in the direction of a surface normal of the body surface, wherein the deformation zone completely penetrates the component body with respect to the sheet thickness and has an edge region which follows a circumference of the deformation zone on the body surface, and wherein the tensile strength in the edge region approaches the tensile strength of the material of the component body surrounding the deformation zone in order to form a homogeneous tensile strength transition.

[0042] In one embodiment, the tensile strength of the deformation zone decreases continuously towards a center point of the deformation zone.

[0043] In one embodiment, the tensile strength changes at different rates along a surface cross-section towards the center of the deformation zone in different, in particular opposite, directions.

[0044] In one embodiment, the deformation zone has a first tensile strength profile and a second tensile strength profile, each extending along a straight surface cross-section encompassing a center point of the deformation zone, wherein the tensile strength profiles each describe a change in tensile strength from an edge point of the deformation zone to the center point of the deformation zone, and wherein the first tensile strength profile has a smaller maximum rate of change in tensile strength with respect to the second tensile strength profile.

[0045] The component body can contain multiple tensile-strength profiled deformation zones, which are geographically distributed and arranged in a manner distinct from one another. Each deformation zone can exhibit a variable tensile strength according to a predefined tensile strength profile. The tensile strength profiles can be continuously interconnected and form a local or global tensile strength extreme at a junction between the two profiles.

[0046] In one embodiment, the vehicle component comprises a coupling element which is arranged on the component body and outside the deformation zone, in particular between two adjacent deformation zones.

[0047] Furthermore, the coupling element can be an internal reinforcement plate or patch located outside the deformation zone. The coupling element can be connected to other vehicle components to integrate the component into the vehicle body. A connection between the vehicle component and the vehicle body via the coupling element can be formed, in particular, in an area of ​​the component body that has increased tensile strength, in order to concentrate, and especially limit, any deformation of the component body to the deformation zone when a force is applied to the coupling element or the component body. In one embodiment, the coupling element is located at least partially within the deformation zone.In particular, the coupling element can form a common load path with the component body, with the deformation zone being formed directly in a joining connection of the coupling element with the component body.

[0048] In one embodiment, the connection between the component body and the coupling element is reinforced by means of an additional reinforcing element, in particular a transversely inserted bulkhead, in order to increase the strength of the connection between the coupling element and the component body.

[0049] In one embodiment, the component body has a force-bearing area where, particularly in the event of a vehicle impact, the force acting on the vehicle component is at its maximum, with the deformation zone being located within this force-bearing area. This achieves the advantage that deformation of the component body can be realized directly at the point of force application. Deformation of the component body further away from the point of force application and / or further away from the deformation zone can be correspondingly reduced or prevented. The structural integrity and / or the shape of the component body can be preserved, particularly further away from the point of force application.

[0050] In one embodiment, the component body has a force-bearing area, wherein a deformation zone downstream of the force-bearing area exhibits a tensile strength that increases with increasing distance from the force-bearing area. In particular, deformation of a region of the deformation zone with low tensile strength can cause the tensile strength in this region, especially in the force application direction, to increase until it exceeds the tensile strength of regions of the deformation zone with higher tensile strength. Subsequently, these regions with higher tensile strength deform. Accordingly, a time-cascaded deformation of the component body can be achieved by means of a deformation zone with a variable tensile strength profile.

[0051] In one embodiment, the deformation zone has a plurality of local tensile strength maxima, and the magnitudes of the local tensile strength maxima increase with increasing distance from the force absorption area.

[0052] In one embodiment, the deformation zone along a longitudinal axis of the vehicle has a plurality of local tensile strength maxima, wherein the magnitudes of the local tensile strength maxima increase from a respective vehicle end towards a vehicle center, in order to form a series of local tensile strength maxima with increasing tensile strength in the direction of force in the event of an impact of the vehicle in the front area or in the rear area.

[0053] In one embodiment, the deformation zone along a transverse axis of the vehicle has a plurality of local tensile strength maxima, wherein the magnitudes of the local tensile strength maxima increase from each side of the vehicle towards the vehicle's center, in order to form a series of local tensile strength maxima with increasing tensile strength in the direction of force application in the event of a side impact. The transverse direction of the vehicle can, in particular, be transverse to a direction of travel and / or transverse to a vertical axis of the vehicle.

[0054] The vehicle component can be integrated into the vehicle body in such a way that force is introduced into the component body at a low-tensile-strength area within the deformation zone. Alternatively, the component body can be connected to the vehicle body via a high-tensile-strength mounting section, and the deformation zone can be positioned at a distance from this mounting section to allow deformation of the component body away from it. Deformation of the component body can offer the particular advantage of reduced impulse transmission to a vehicle occupant. Furthermore, it can prevent uncontrolled displacement and / or deformation of the component carrier, especially within the vehicle's passenger compartment.

[0055] Furthermore, the rate of change of momentum of the vehicle in the event of an impact can be advantageously reduced, since, upon impact with an obstacle, particularly a stationary one, the vehicle decelerates during the deformation of the component body. Additionally, the acceleration of the vehicle upon impact with another vehicle at its rear can be advantageously reduced, as the component body initially deforms and thus absorbs a portion of the impact energy. This can advantageously reduce acceleration forces, particularly those acting on vehicle occupants. The deformation zone can, in particular, have a tensile strength profile with a tensile strength gradient that maximizes energy absorption of the component carrier upon impact and / or maintains the structural integrity of the component carrier up to a maximum momentum and / or maximum kinetic energy.Accordingly, the tensile strength profile can have a wave shape, a linearly increasing shape, or a superposition of the aforementioned shapes.

[0056] In one embodiment, the vehicle component is arranged along a vertical axis in a vehicle and the deformation zone has a plurality of local tensile strength maxima transverse to the direction of travel of the vehicle, wherein the magnitudes of the local tensile strength maxima increase, in particular with vehicle height.

[0057] In one embodiment, the component body is formed in a longitudinal direction and the deformation zone has a cross-sectional length in the longitudinal direction which corresponds to at least 0.2 times the component body length in the longitudinal direction.

[0058] In one embodiment, the component body has a body surface and the area of ​​the deformation zone on the body surface corresponds to at least 0.05 to 0.4 times the area of ​​the body surface.

[0059] In one embodiment, the tensile strengths of the locally distributed deformation zones are lower relative to the surrounding core material of the component body.

[0060] In one embodiment, the component body additionally has further locally distributed deformation zones transverse to the longitudinal direction. In particular, the deformation zones arranged transversely to the longitudinal direction can have the same characteristics as the deformation zones arranged longitudinally.

[0061] According to the invention, the vehicle component is a vehicle pillar, in particular an A-, B-, or C-pillar.

[0062] In one embodiment, the different tensile strengths within the deformation zone are caused by different material hardnesses. Changes in material hardness can be achieved through heat treatment, mechanical forming, chemical processes, and / or structural modifications, such as material recesses. The tensile strength can be proportional to the material hardness of the respective area within the deformation zone. In one embodiment, the component body is manufactured by hot forming, also known as press hardening.

[0063] In particular, the deformation zone can be softened by heat treatment of an already hardened component body. The component body can be made of a material combination comprising martensite, retained austenite, pearlite, ferrite, and / or bainite. The material hardness of the component body can depend on the martensite content. The deformation zone can be created by partial austenitization of the component body, especially with subsequent ferrite-pearlite transformation. Softening the deformation zone offers the advantage of improved formability. Alternatively, tempering can be carried out at a temperature lower than the recrystallization temperature Ac3.

[0064] Furthermore, the softening of the deformation zone can be achieved by recrystallizing the component body, which is particularly likely to be formed from a thin sheet. The grain structure of the material can be completely renewed by brief heating to enable further cold forming.

[0065] In one embodiment, the component body is formed from a cold-worked 5000 series aluminum alloy. After forming the component body, a specific area can be heat-treated using induction, laser, torch, and / or a hot plate to create the deformation zone and, in particular, the tensile strength profile. Subsequent heat treatment of the surrounding high-strength areas is then unnecessary. Furthermore, the surrounding high-strength areas can be additionally cooled to slow heat flow. This allows heat input to be limited to a specific area. This may be necessary for areas of the deformation zone with low tensile strength, as these can experience increased heat input.

[0066] In one embodiment, the component body is formed from a cold-worked 5000 series or a precipitation-hardenable 6000 or 7000 series aluminum alloy, and prior to forming the component body, a portion of it can be heat-treated by induction, laser, torch, and / or hot plate to create the deformation zones. The duration and / or intensity of the heat treatment can be varied, whereby a change in tensile strength can be proportional to the energy input into the deformation zone or a local area of ​​the deformation zone.

[0067] After heat treatment, the deformation zones and / or the semi-finished product can be cooled by active cooling, in particular by quenching. The semi-finished product can then be formed into the component body using a cold pressing tool. Forming can take place immediately after heat treatment and / or cooling. With a 5000 series alloy, forming may be necessary immediately after heat treatment.

[0068] In one embodiment, the vehicle component is arranged laterally on the left or right side or on the roof of the vehicle, wherein the vehicle component has an A-pillar, a B-pillar, a C-pillar, and wherein the deformation zone is designed to allow the vehicle component to buckle in a controlled manner upon impact and / or to provide expansion reserves at stiffness discontinuities.

[0069] In one embodiment, the vehicle component is arranged laterally on the left or right, particularly in a door of the vehicle, wherein the vehicle component is a door impact beam and the deformation zone is designed to cause the door impact beam to buckle in a controlled manner upon impact. This controlled buckling of the door impact beam can be achieved, in particular, while maintaining the structural integrity of the door impact beam and reducing, especially minimizing, the maximum penetration depth of the door impact beam.

[0070] During controlled buckling of the vehicle component, the deformation zone can exhibit low tensile strength at force application points and increased tensile strength further away from these points. Controlled buckling can result in an accordion-like folding of the vehicle component through an alternating arrangement of areas with lower tensile strength and areas with higher tensile strength.

[0071] In one embodiment, the deformation zone forms a predetermined buckling point to prevent buckling of buckling-prone areas of the vehicle component outside the deformation zone.

[0072] Controlled deformation can be defined as a predetermined geometric influence, particularly with a predetermined deformation direction and / or a predetermined time sequence. Controlled compression, buckling, bending, twisting, and / or folding offers the advantage of preventing uncontrolled collapse of the vehicle component.

[0073] In one embodiment, the component body and the deformation zone are formed integrally, particularly integrally and without interruption, from the core material. This offers the advantage that the component body can have gap-free transitions between the deformation zones and the core material, and / or that connecting the deformation zone to the component body by adhesive, welding, or screw connections is unnecessary. Furthermore, the component body can have a homogeneous surface and / or a homogeneous surface structure. This also allows for the efficient force transmission from the core material to the deformation zone.

[0074] Further examples are explained with reference to the accompanying figures. These show: Fig. 1A a vehicle component in one embodiment; Fig. 1B a vehicle component in one embodiment; Fig. 2A a vehicle component in one embodiment; Fig. 2B a vehicle component in one embodiment; Fig. 3A a vehicle component in one embodiment; Fig. 3B a vehicle component in one embodiment; Fig. 4 a vehicle component in one embodiment; Fig. 5 a vehicle component in one embodiment; and Fig. 6 a vehicle component in one embodiment.

[0075] Fig. Figure 1A shows a schematic representation of a vehicle component 100 for a vehicle in one embodiment, with a component body 101 formed from a core material 103. The component body 101 has a locally limited deformation zone 105, which is arranged over a surface within the core material 103. The deformation zone 105 has a locally variable tensile strength according to a predetermined tensile strength profile in order to influence the deformation profile of the component body 101 when a force is applied to the component body 101.

[0076] Furthermore, the deformation zone 105 has a first tensile strength profile 113-1 and a second tensile strength profile 113-2, each of which extends along a straight surface cross-section 115 encompassing a center point 117 of the deformation zone 105. The tensile strength profiles 113-1 and 113-2 each describe a change in tensile strength from a respective edge point 119-1 or 119-2 of the deformation zone 105 to the center point 117 of the deformation zone 105.

[0077] Furthermore, the first tensile strength profile 113-1 exhibits a smaller maximum rate of change in tensile strength compared to the second tensile strength profile 113-2. The surface cross-section 115 runs parallel to the longitudinal direction 109, with the component body 101 being elongated along the longitudinal direction 109. The material hardness for the area between the boundary points 119-1 and 119-2 is shown in diagram form, where the material hardness is described as a relative value of the Vickers hardness (HV) along a spatial direction (X-axis). The material hardness is specified along the surface cross-section 115.

[0078] Fig. Figure 1B shows a further schematic representation of a vehicle component 100 for a vehicle in an embodiment, with a component body 101 formed from a core material 103. The component body 101 has a locally limited deformation zone 105, which is arranged over a surface within the core material 103. The deformation zone 105 has a locally variable tensile strength according to a predetermined tensile strength profile in order to influence the deformation profile of the component body 101 when a force is applied to it. The deformation zone 105 is rectangular and extends with a first end edge 111-1 to the edge of the component body 101.

[0079] In the deformation zone 105, at least two tensile strength plateaus 107-1 and 107-2 are formed, which exhibit different tensile strengths relative to each other and to the core material 103. Furthermore, the deformation zone 105 exhibits a tensile strength gradient field, which describes a change in tensile strength along a surface of the deformation zone 105 according to a predefined tensile strength topography. The tensile strength topography also exhibits a plurality of local maxima.

[0080] For the area between the first termination edge 111-1 and the boundary point 119-1, the material hardness of the deformation zone 105 is shown in diagram form, where the material hardness is described as a relative value of the Vickers hardness (HV) along a spatial direction (X-axis). The material hardness is specified along the indicated longitudinal direction 109.

[0081] In one embodiment, the component body 101 can be oriented in the direction of travel 111 of the vehicle. Furthermore, the material hardness of the deformation zone 105 can have a wave-like profile shape in order to cause an accordion-like folding of the component body 101 and / or force absorption at the points of application in the event of an impact.

[0082] Fig. Figure 2A shows a schematic representation of a vehicle component 100 for a vehicle in one embodiment, with a component body 101 formed from a core material 103. The component body 101 has a locally limited deformation zone 105, which is arranged over a surface area in the core material 103.

[0083] The component body 101 further comprises a first end edge 111-1, and the deformation zone 105 is at least partially located at the first end edge 111-1. Furthermore, the deformation zone 105 exhibits at least a local minimum tensile strength at the first end edge 111-1, and the tensile strength within the deformation zone 105 increases with increasing distance from the first end edge 111-1.

[0084] The component body 101 also has a force-absorbing area 201, at which the force acting on the vehicle component 100 is at its maximum in the event of a vehicle impact. The deformation zone 105 is located in the force-absorbing area 201.

[0085] The material hardness of the deformation zone 105 is shown in diagram form along the longitudinal direction 109 (X-axis) and along a transverse direction 203 (Y-axis). The material hardness is described as a relative value of the Vickers hardness (HV) for each spatial direction, here designated by the X-axis and Y-axis, respectively. In the X-direction, the deformation zone 105 exhibits a continuously decreasing tensile strength profile, and in the Y-direction, the deformation zone 105 exhibits a depression-shaped tensile strength profile, which is particularly symmetrical. Furthermore, the tensile strength profile in the Y-direction is scaled according to the tensile strength profile in the X-direction. In particular, the minimum tensile strength plotted on the Y-axis shows a decreasing tensile strength in the direction of the X-axis.

[0086] Fig. Figure 2B shows a schematic representation of a vehicle component 100 for a vehicle in one embodiment, with a component body 101 formed from a core material 103. The component body 101 has a locally limited deformation zone 105, which is arranged over a surface in the core material 103.

[0087] The component body 101 has a second end edge 111-2, which is arranged at an angle to the first end edge 111-1, and wherein the deformation zone 105 is arranged at least partially at the second end edge 111-2. In particular, the second end edge 111-2 is arranged at right angles to the first end edge 111-1. Furthermore, the deformation zone 105 is arranged in an edge region, in particular in a corner of the component body 101.

[0088] The material hardness of the deformation zone 105 is shown in diagram form along the longitudinal direction 109 (X-axis) and along a transverse direction 203 (Y-axis). The material hardness is described as a relative value of the Vickers hardness (HV) for each spatial direction, here denoted by the X-axis and Y-axis, respectively. In the X-direction, the deformation zone 105 exhibits a continuously decreasing tensile strength profile, and in the Y-direction, it exhibits a wavy tensile strength profile, which is particularly asymmetrical. Furthermore, the tensile strength profile in the Y-direction is scaled according to the tensile strength profile in the X-direction. In particular, the tensile strength profile plotted on the Y-axis shows an increasing tensile strength range in the direction of the X-axis, with a rising maximum tensile strength and a decreasing minimum tensile strength.

[0089] The component body 101 has a U-shaped profile and further comprises two flattened side bands 205-1, 205-2 and two curvature regions 207-1, 207-2, which are formed in the longitudinal direction 109, with the flattened side bands 205-1, 205-2 each adjoining a curvature region 207-1, 207-2. The deformation zone 105 extends beyond a plateau region of the U-shaped profile into the curvature region 207-1. Accordingly, the deformation zone 105 can also have a curved profile shape.

[0090] Fig. Figure 3A shows a schematic representation of a vehicle component 100 for a vehicle in one embodiment, with a component body 101 formed from a core material 103. The component body 101 has a plurality of locally confined deformation zones 301-1, 301-2, 301-3, 301-4, which are arranged planarly in the core material 103. Furthermore, the component body 101 is elongated along the longitudinal direction 109.

[0091] The deformation zones 301-1, 301-2, 301-3, and 301-4 are each locally distributed and separated from one another within the component body 101, each of which has a locally varying tensile strength according to a predefined tensile strength profile. The tensile strength profile of deformation zone 301-4 can correspond to the tensile strength profile of deformation zone 301-3.

[0092] The respective tensile strength profiles of the deformation zones 301-1, 301-2, and 301-3 are shown in diagram form along the respective surface cross-sections 307-1, 307-2, and 307-3. The material hardness is described as a relative value of the Vickers hardness (HV) along a spatial direction, here represented by the X-axis. In the X-direction, deformation zone 301-1 exhibits a wavy, consistently increasing tensile strength profile, while deformation zones 301-2 and 301-3 each exhibit a wavy, decreasing tensile strength profile. A plurality of tensile strength maxima are present in each of the deformation zones 301-2 and 301-3.

[0093] Furthermore, the locally distributed deformation zones 301-1 to 301-4 are formed to achieve a predetermined deformation profile of the component body 101 in the longitudinal direction 109 in the event of an impact, in particular a bending or a folding. The locally distributed deformation zones 301-1 to 301-4 are arranged at a predetermined distance from one another and are insulated by core material 103. The core material 103 has a higher tensile strength compared to the deformation zones 301-1 to 301-4.

[0094] The vehicle component 100 has a U-shaped profile, with a flattened side band 305-1, 305-2 formed at each profile end, on which the further deformation zones 301-3 and 301-4 respectively are arranged. The further deformation zones 301-3; 301-4 may have a lower average tensile strength compared to the deformation zones 301-1, 301-2.

[0095] Fig. Figure 3B shows a schematic representation of a vehicle component 100 for a vehicle in one embodiment, with a component body 101 formed from a core material 103. The component body 101 has a plurality of locally confined deformation zones 301-1 to 301-5, which are arranged over a surface in the core material 103.

[0096] Furthermore, the vehicle component 100 comprises a coupling element 303, which is arranged on the component body 101 and outside the deformation zone 301-2, in particular between two adjacent deformation zones 301-2, 301-4. A connection between the component body 101 and the coupling element 303 can be reinforced by means of an additional reinforcing element, in particular a transversely inserted bulkhead plate, in order to increase the strength of a connection between the coupling element 303 and the component body 101.

[0097] The component body 101 has a force-absorbing area 201, at which the force acting on the vehicle component 100 is at its maximum in the event of a vehicle impact. The deformation zone 301-1 is located in the force-absorbing area 201, and a deformation zone 301-2 downstream of the force-absorbing area 201 has a tensile strength that increases with increasing distance from the force-absorbing area 201.

[0098] Fig. Figure 4 shows a schematic representation of a vehicle component 100 for a vehicle in one embodiment, comprising a component body 101 formed from a core material 103. The component body 101 has a locally confined deformation zone 105, which is arranged over a surface within the core material 103. Furthermore, the component body 101 is elongated along the longitudinal direction 109 and has a U-shaped profile. Adjacent to the deformation zone, a curvature region 207-1, 207-2 is formed on each side.

[0099] The component body 101 further comprises a body surface 401 and a sheet thickness 403, which describes the material thickness of the component body 101 in the direction of a surface normal 405 of the body surface 401, and wherein the deformation zone 105 completely penetrates the component body 101 with respect to the sheet thickness 403 and has an edge region which follows a circumference of the deformation zone 105 on the body surface 401, and wherein the tensile strength in the edge region approaches the tensile strength of the material of the component body 101 surrounding the deformation zone 105 in order to form a homogeneous tensile strength transition.

[0100] The component body 101 has a force-absorbing area 201 at which the force acting on the vehicle component 100 is at its maximum in the event of a vehicle impact. The deformation zone 105 is located at least partially within the force-absorbing area 201.

[0101] The deformation zone 105 exhibits a plurality of local tensile strength maxima 407-1, 407-2, 407-3, the magnitudes of which increase with increasing distance from the force-bearing area 201. Furthermore, the deformation zone 105 is arranged over a surface within the core material 103 and exhibits a locally variable tensile strength according to a predetermined tensile strength profile in order to influence the deformation profile of the component body 101 when a force is applied to it. The deformation zone 105 is rectangular and extends with a first end edge 111-1 to a first edge of the component body 101 and with a second end edge 409 to a second edge of the component body 101.

[0102] For the area between the first end edge 111-1 and the next end edge 409, the material hardness of the deformation zone 105 is shown in diagram form, where the material hardness is described as a relative value of the Vickers hardness (HV) along a spatial direction (X-axis). The material hardness is specified along the indicated longitudinal direction 109.

[0103] Fig. Figure 5 shows a schematic representation of a vehicle component 100 for a vehicle in one embodiment, comprising a component body 101 formed from a core material 103. The component body 101 has a locally confined deformation zone 105, which is arranged over a surface within the core material 103. Furthermore, the component body 101 is elongated along the longitudinal direction 109 and U-shaped, with the component body 101 having two curvature regions 207-1, 207-2 extending longitudinally. The curvature regions 207-1, 207-2 are configured to form the U-shaped profile of the component body 100. Side bands 305-1, 305-2 adjoin each of the curvature regions 207-1, 207-2 laterally. The deformation zone 501-1 is arranged on the side band 305-1 and the deformation zone 501-2 is arranged on the side band 305-2.

[0104] The component body 101 extends along a longitudinal direction 109, and the deformation zone 105 is formed to ensure that, in the event of an impact, the component body 101 exhibits a predetermined deformation profile in the longitudinal direction 109, in particular a bending or a folding. The vehicle component 100 is a seat cross member that can be arranged in the underbody of a vehicle.

[0105] The component body 101, including the deformation zones 105, 501-1, and 501-2, is formed in one piece and without interruption from the core material. Furthermore, each of the locally distributed deformation zones 105, 501-1, and 501-2 has a tensile strength profile that differs from the tensile strength of the component body 101 outside the respective deformation zone 105, 501-1, and 501-2. The tensile strength outside the deformation zones 105, 501-1, and 501-2 is, in particular, greater than or at least equal to the respective maximum tensile strength within the deformation zones 105, 501-1, and 501-2.

[0106] The deformation zone 105 has a cross-sectional length 501 in the longitudinal direction 109, which corresponds to at least 0.2 times the component body length 503 in the longitudinal direction 109. Furthermore, the component body 101 has a surface area 401, and the area of ​​the deformation zone 105 on the surface area 401 corresponds to at least 0.05 to 0.4 times the surface area of ​​the surface area 401.

[0107] The respective tensile strength profiles of the deformation zones 105, 501-2, and 501-3 are shown in diagram form along the longitudinal direction 109 and along the respective surface cross-sections 505-1 and 505-2, respectively. The material hardness is described as a relative value of the Vickers hardness (HV) along a spatial direction, here represented by the X-axis. In the X-direction, deformation zone 105 exhibits a wavy, consistently increasing tensile strength profile, while deformation zones 501-1 and 501-2 each exhibit a wavy, decreasing tensile strength profile.

[0108] Fig.Figure 6 shows a schematic representation of a vehicle component 100 with a component body 101, which extends longitudinally in a longitudinal direction 109. The component body 101 has locally distributed deformation zones 601-1, 601-2, 601-3, 601-4 perpendicular to the longitudinal direction 109, which are formed in the component body 101 from sheet metal material. The vehicle component 100 is a B-pillar, which can be arranged laterally and / or on the roof of a vehicle.

[0109] The vehicle component 100 can be connected to a vehicle floor in an area of ​​deformation zones 601-1 to 601-3 and / or to a vehicle roof in the area of ​​deformation zone 601-4.

[0110] The vehicle component 100 is arranged along a vertical axis in a vehicle and the deformation zone 601-1 has a plurality of local tensile strength maxima transverse to the direction of travel of the vehicle, wherein the magnitudes of the local tensile strength maxima increase, in particular with vehicle height.

[0111] The material hardness of deformation zone 601-1 is shown in diagram form along the longitudinal direction 109 (Y-axis). Furthermore, the material hardness of deformation zones 601-1, 601-2, and 601-3 is shown in diagram form along a surface cross-section 603 (Y-axis). The material hardness is described as a relative value of the Vickers hardness (HV) for each spatial direction, here denoted by the X-axis and Y-axis, respectively. In the X-direction, deformation zones 601-1, 601-2, and 601-3 exhibit a continuously decreasing tensile strength profile, while in the Y-direction, deformation zone 601-1 exhibits a wave-like decreasing tensile strength profile with multiple tensile strength maxima. Reference symbol list 100 vehicle components 101 Component bodies 103 Core material 105 Deformation zone 107-1 Tensile strength plateau 107-2 Tensile strength plateau 109 Longitudinal direction 111-1 End edge 111-2 End edge 113-1 Tensile strength profile 113-2 Tensile strength profile 115 Surface cross-section 117 Center point 119-1 Edge point 119-2 Edge point 201 Force absorption area 203 transverse direction 205-1 Sidebar 205-2 Sidebar 207-1 Curvature range 207-2 Curvature range 301-1 Deformation zone 301-2 Deformation zone 301-3 Deformation zone 301-4 Deformation zone 305-1 Sidebar 305-2 Sideband 307-1 Surface cross-section 307-2 Surface cross-section 307-3 Surface cross-section 401 Body surface 403 Sheet thickness 405 Surface normal 407-1 Tensile strength maxima 407-2 Tensile strength maxima 407-3 Tensile strength maxima 409 End edge 501-1 Deformation zone 501-2 Deformation zone 503 Component body length 505-1 Surface cross-section 505-2 Surface cross-section 601-1 Deformation zone 601-2 Deformation zone 601-3 Deformation zone 601-4 Deformation zone 603 Surface cross-section

Claims

[1] Vehicle component (100) for a vehicle, comprising: a component body (101) which is formed from a core material (103), wherein the component body (101) has a locally limited deformation zone (105) which is arranged planarly in the core material (103), wherein the deformation zone (105) has a locally variable tensile strength according to a predetermined tensile strength profile in order to influence a deformation process of the component body (101) when a force is applied to the component body (101), wherein the component body (101) has a body surface, wherein a metallic coating is applied to the body surface, which is designed to prevent corrosion after manufacture and scaling during a hot forming process for the manufacture of the component body (101), wherein the coating comprises an aluminum-silicon alloy which, during the hot forming process, forms a stable alloy layer system with the core material to provide corrosion and scaling protection for the component body, wherein the vehicle component (100) is a hot-formed vehicle component, wherein the vehicle component (100) is a vehicle column, wherein the component body (101) has a body surface (401) and a sheet thickness (403) which describes the material thickness of the component body (101) in the direction of a surface normal (405) of the body surface (401), and wherein the deformation zone (105) completely penetrates the component body (101) with respect to the sheet thickness (403) and has an edge region which follows a perimeter of the deformation zone (105) on the body surface (401), and wherein the tensile strength in the edge region approaches the tensile strength of the material of the component body (101) surrounding the deformation zone (105) in order to form a homogeneous tensile strength transition, wherein the component body (101) is made of steel core material (103) with a tensile strength R M,K is manufactured in a range of 1200 MPa to 2200 MPa, wherein the deformation zone (105) has a tensile strength R M,D exhibits a range of 450 MPa to 1100 MPa, wherein the component body (101) has a body surface (401) and the area of ​​the deformation zone (105) on the body surface (401) corresponds to at least 0.05 to 0.4 times the area of ​​the body surface (401), wherein the tensile strength of the deformation zone (105) decreases continuously towards a center point of the deformation zone (105), wherein at least two tensile strength plateaus (107-1, 107-2) are formed in the deformation zone (105), which have different tensile strengths relative to each other and to the core material (103). [2] Vehicle component (100) according to claim 1, wherein the component body (101) extends along a longitudinal direction (109), and wherein the deformation zone (105) is formed to obtain a predetermined deformation profile of the component body (101) in the longitudinal direction (109). [3] Vehicle component (100) according to one of the preceding claims, wherein the deformation zone (105) has a tensile strength gradient field which describes a change in tensile strength along a body surface in the deformation zone (105) according to a predetermined tensile strength topography, and wherein the tensile strength gradient field has a plurality of local maxima. [4] Vehicle component (100) according to one of the preceding claims, wherein the component body (101) has a first end edge (111-1) and the deformation zone (105) is arranged at least partially at the first end edge (111-1), and wherein the deformation zone (105) has at least a local minimum tensile strength at the first end edge (111-1), and wherein the tensile strength within the deformation zone (105) increases with increasing distance from the first end edge (111-1). [5] Vehicle component (100) according to claim 4, wherein the component body (101) has a second end edge (111-2) which is arranged at an angle to the first end edge (111-1), and wherein the deformation zone (105) is arranged at least partially on the second end edge (111-2). [6] Vehicle component (100) according to one of the preceding claims, wherein the deformation zone (105) has a first tensile strength profile (113-1) and a second tensile strength profile (113-2), each extending along a straight surface cross-section (115) encompassing a center point (117) of the deformation zone (105), and wherein the tensile strength profiles (113-1, 113-2) each describe a change in tensile strength from a respective edge point (119-1, 119-2) of the deformation zone (105) to the center point (117) of the deformation zone (105), and wherein the first tensile strength profile (113-1) has a smaller maximum rate of change in tensile strength with respect to the second tensile strength profile (113-2). [7] Vehicle component (100) according to one of the preceding claims, comprising a plurality of deformation zones (301-1, 301-2, 301-3, 301-4) which are locally distributed and opposed to each other in the component body (101), wherein at least one of the deformation zones (301-1, 301-2, 301-3, 301-4) has a locally variable tensile strength according to a specified tensile strength profile. [8] Vehicle component (100) according to one of the preceding claims, comprising a coupling element (303) which is arranged on the component body (101) and outside the deformation zone (301-2). [9] Vehicle component (100) according to one of the preceding claims, wherein the component body (101) has a force absorption area (201), and wherein a deformation zone (105) downstream of the force absorption area (201) has a tensile strength that increases with increasing distance from the force absorption area (201). [10] Vehicle component (100) according to claim 9, wherein the deformation zone (105) has a plurality of local tensile strength maxima (407-1, 407-2, 407-3), and wherein the magnitudes of the local tensile strength maxima increase with increasing distance from the force absorption area (201). [11] Vehicle component (100) according to one of the preceding claims, wherein the deformation zone (105) has a plurality of local tensile strength maxima along a longitudinal axis of the vehicle, and wherein the magnitudes of the local tensile strength maxima increase from a respective vehicle end towards a vehicle center in order to form a series of local tensile strength maxima with increasing tensile strength in the direction of force in the event of an impact of the vehicle in the front area or in the rear area. [12] Vehicle component (100) according to one of the preceding claims, wherein the vehicle component (100) is arranged along a vertical axis in a vehicle and the deformation zone (105) has a plurality of local tensile strength maxima transverse to the direction of travel of the vehicle, and wherein the magnitudes of the local tensile strength maxima increase. [13] Vehicle component (100) according to one of the preceding claims, wherein the component body (101) is formed in a longitudinal direction (109), and wherein the deformation zone (105) in the longitudinal direction (109) has a cross-sectional length (501) which corresponds to at least 0.2 times a component body length (503) in the longitudinal direction (109).

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