Deformation arrangement for a vehicle

Abstract

The disclosure relates to a deformation arrangement (100) for a vehicle, comprising: a bumper cross member (101) which extends along a transverse axis (103) of the vehicle; and a deformation element (105) extending along a vehicle longitudinal axis (107) and which is connected to the bumper crossmember (101) by a material or force-fit connection, wherein the deformation element (105) has a deformation element end (111) and a contact element (113) made of a steel or aluminum alloy arranged on the deformation element end (111) on a side facing away from the bumper crossmember (101), which can be connected to a vehicle longitudinal member (109) extending along the vehicle longitudinal axis (107), wherein the contact element (113) has a first contact element part (117) and a second contact element part (119), wherein the first contact element part (117) can be connected to the vehicle longitudinal member (109),and wherein the second contact element part (119) is materially bonded to the deformation element (105), wherein the contact element (113) has at least one deformable hinge area (123) which connects the second contact element part (119) to the first contact element part (117), wherein the deformable hinge area (123) is designed to absorb, at least partially, a force acting on the deformation element (105) and displacing the deformation element (105) in the event of a crash by deforming the deformable hinge area (123) and thereby causing a displacement and pivoting of the second contact element part (119) relative to the first contact element part (117), wherein the first contact element part (117) is designed as a first contact element plate, and wherein the second contact element part (119) is designed as a second contact element plate,which is connected to the first contact element plate by the deformable hinge element (123), and wherein the first contact element plate and the second contact element plate are aligned gap-free and / or plan-parallel to each other in the normal state of the deformation arrangement (100), where plan-parallel also includes deviations from mathematical parallelism in a range of -5 to +5 degrees.

Description

[0001] The present disclosure relates to a deformation arrangement for a vehicle, in particular a deformation arrangement comprising a bumper cross member, a deformation element and a contact element which can be connected to a vehicle longitudinal member.

[0002] Conventional deformation assemblies for vehicles include deformation elements arranged between the bumper cross member and the vehicle longitudinal member. In the event of a crash, these deformation elements can absorb the force acting on the bumper cross member through deformation, thereby preventing damage to other components of the vehicle body.

[0003] However, conventional deformation elements often have the disadvantage that they cannot effectively limit the bending moments acting on the components of the deformation arrangement, are complex to manufacture and are often formed from different materials and several components.

[0004] The document DE 10 2021 115 455 A1 discloses a vehicle frame for an electrically powered vehicle.

[0005] The document DE 10 2016 116 172 A1 discloses a load introduction system of a vehicle for introducing a load against the direction of travel of the vehicle.

[0006] JP 2005 - 22 598 A discloses a bumper device installed transversely between two side elements of a vehicle.

[0007] It is the object of the present disclosure to provide an efficient deformation arrangement for a vehicle.

[0008] This object is achieved by the features of the independent claims. Advantageous embodiments are the subject of the dependent claims, the description, and the accompanying figures.

[0009] The present disclosure is based on the finding that the use of a one-piece and material-uniform contact element between the deformation element of the deformation arrangement and the vehicle longitudinal member enables an effective structural connection of the deformation element to the vehicle longitudinal member, wherein a deformable hinge region of the contact element causes a deformation of the contact element such that an effective limitation of the bending moment is achieved.

[0010] According to a first aspect, the disclosure relates to a deformation arrangement for a vehicle, comprising: a bumper cross member running along a vehicle transverse axis; and a deformation element running along a vehicle longitudinal axis and being connected to the bumper cross member in a materially bonded or force-locking manner, in particular by screws. The deformation element has, on a side facing away from the bumper cross member, a deformation element end and a contact element made of a steel or aluminum alloy arranged on the deformation element end, which contact element can be connected to a vehicle longitudinal member running along the vehicle longitudinal axis. The contact element has a first contact element part and a second contact element part, which are formed integrally in the contact element, the first contact element part being connectable to the vehicle longitudinal member.and wherein the second contact element part is integrally connected to the deformation element, wherein the contact element has at least one deformable hinge region which connects the second contact element part to the first contact element part, wherein the deformable hinge region is designed to absorb, in the event of a crash, a force acting on the deformation element and displacing the deformation element at least partially by deforming the deformable hinge region and thereby causing a displacement and pivoting of the second contact element part relative to the first contact element part.

[0011] This achieves the technical advantage of providing a connection between the deformation element and the vehicle longitudinal member within the deformation arrangement which can advantageously be deformed in the event of a vehicle crash.

[0012] The contact element arranged at the end of the deformation element is made of a steel or aluminum alloy and is therefore a component that can be produced cost-effectively in series and has a one-piece and uniform material design.

[0013] The forces that can be transmitted by the contact element can be advantageously adjusted by adjusting the contact element's surface area and the hardness or tensile strength of the two contact element parts. Furthermore, the bending moment is limited by the internal friction of the deformable hinge area.

[0014] The shape, size and strength of the first and second contact element parts can be changed depending on the structural components to be fastened and the forces to be transmitted.

[0015] The shape, size, strength, position and number of the deformable hinge areas and / or the size, position and number of the joints can also be changed depending on the forces to be transmitted and the bending moment to be limited.

[0016] In particular, the deformable hinge region is designed to cause, in the event of a crash, a force acting on the deformation element and displacing the deformation element at least partially by pivoting the second contact element part relative to the first contact element part about a vehicle vertical axis extending through the deformable hinge region, wherein the vehicle vertical axis extends transversely to the vehicle transverse axis and also transversely to the vehicle longitudinal axis.

[0017] In addition, in the event of a crash, a force acting on the deformation element along the vehicle's longitudinal axis and displacing the deformation element can at least partially cause the second contact element part to be displaced relative to the first contact element part, in particular as part of a superposition of rotation and translation.

[0018] According to one embodiment, the first contact element part and the second contact element part are formed of the same material and in one piece in the contact element.

[0019] This provides the technical advantage of achieving advantageous production of the contact element.

[0020] According to the invention, the first contact element part is designed as a first contact element plate, and the second contact element part is designed as a second contact element plate, which is connected to the first contact element plate by the deformable hinge element, and wherein the first contact element plate and the second contact element plate are aligned gap-free and / or substantially plane-parallel to one another in the normal state of the deformation arrangement.

[0021] Within the scope of the invention, the specification of essentially plane-parallel also includes deviations from mathematical parallelism in a range of -5 to + 5 degrees.

[0022] This achieves the technical advantage that, by designing the two contact element parts as contact element plates, in particular by aligning them without gaps and / or parallel to each other, a particularly stable design of the contact element is achieved in the normal state, i.e., in the undeformed state of the contact element. Furthermore, both the vehicle longitudinal member and the deformation element, as well as their joint connection, can be designed and implemented conventionally without special precautions.

[0023] According to one embodiment, the deformable hinge region is formed by a deformed edge and / or a circular arc section of the second contact element part, in particular of the second contact element plate, which is formed integrally with an edge of the first contact element part, in particular of the first contact element plate.

[0024] This achieves the technical advantage that a correspondingly formed edge and / or a circular arc section of the second contact element part introduces a local structural weakening into the deformable hinge area, so that deformation and displacement are possible in the event of a crash.

[0025] According to one embodiment, the deformable hinge region is arranged on an inner side of the contact element facing away from the vehicle exterior when installed in the vehicle.

[0026] This achieves the technical advantage of ensuring a favorable inward deformation of the contact element in the event of a crash during a central pile test.

[0027] According to one embodiment, the second contact element part has a predetermined breaking point region, wherein the deformable hinge region is designed to cause a defined break of the connection in the predetermined breaking point region in the event of a crash, in particular in a central pole test, by the deformation of the deformable hinge region and thereby to cause a displacement and pivoting of the second contact element part relative to the first contact element part.

[0028] This achieves the technical advantage that a corresponding predetermined breaking point area of ​​the second contact element part enables a locally limited breakage of the second contact element part, thus enabling the second contact element part to pivot relative to the first contact element part at a predefined force level. This relieves the stress on the joints between the deformation element and the contact element, as well as between the contact element and the vehicle longitudinal member, reliably preventing undefined deformation or tearing.

[0029] In particular, the predetermined breaking point region is arranged on an outer side of the contact element facing the vehicle exterior, wherein in particular the predetermined breaking point region and the deformable hinge region are arranged on opposite sides of the contact element.

[0030] In particular, the predetermined breaking point region comprises a region of the second contact element part which has a lower hardness than a hardness of the remaining region of the second contact element part, and wherein the predetermined breaking point region is designed in particular as a softened or incompletely hardened soft strip (soft strip).

[0031] Alternatively, the predetermined breaking point area has a perforation or a lower wall thickness than the rest of the contact element.

[0032] According to one embodiment, the second contact element part is connected to the first contact element part by a detachable connection, wherein the deformable hinge region is designed to cause a release of the detachable connection in the event of a crash by the deformation of the deformable hinge region and thereby to cause a displacement and pivoting of the second contact element part relative to the first contact element part.

[0033] This achieves the technical advantage that the detachable connection ensures that an effective displacement and an effective pivoting of the second contact element part relative to the first contact element part is possible.

[0034] According to one embodiment, the detachable connection is arranged on an outer side of the contact element facing the vehicle exterior, and wherein the detachable connection and the deformable hinge region are arranged on opposite sides of the contact element.

[0035] This achieves the technical advantage of ensuring a predetermined and directed deformation of the contact element in the event of a crash.

[0036] According to one embodiment, the detachable connection comprises a detachable positive and / or non-positive connection between the first and second contact element parts.

[0037] According to one embodiment, the releasable positive connection and / or the releasable non-positive connection comprises a bending point arranged on the edge of the first and / or second contact element part, which is connected to the second or first contact element part, and / or the releasable positive connection and / or releasable non-positive connection comprises a projection of the first and / or second contact element part, which is received in a receptacle of the second and / or first contact element part.

[0038] This achieves the technical advantage that the aforementioned designs of corresponding detachable connections enable advantageous directional displacement and pivoting of the second contact element part relative to the first contact element part. This, in turn, relieves the stress on the joints between the deformation element and the contact element, as well as between the contact element and the vehicle longitudinal member, reliably preventing undefined deformation or tearing.

[0039] According to one embodiment, the detachable connection is designed as a tab formed on an edge of the first contact element part and / or on an edge of the second contact element part, which tab engages over the edge region of the respective other contact element part in order to form a positive or non-positive connection between the first and second contact element part.

[0040] This achieves the technical advantage that an advantageous detachable connection can be formed by the tab.

[0041] According to one embodiment, the deformable hinge region is designed such that in the event of a crash, in particular a center pole crash, the deformable hinge region causes an effective displacement and an effective pivoting of the second contact element part relative to the first contact element part if the force displacing the deformation element exceeds a predetermined force threshold value, wherein in particular the predetermined force threshold value is smaller than a maximum resistance force of a joint connection between the deformation element and the contact element.

[0042] This achieves the technical advantage that no unnecessary deformation of the contact element is triggered when very low forces act on the contact element or in other crash scenarios or other crash tests such as “RCAR Structure” or “RCAR Bumper”.

[0043] According to one embodiment, the deformable hinge region is designed to cause a restoring bending moment in the event of a crash that is opposite to the deformation of the deformable hinge region in order to limit the displacement of the second contact element part relative to the first contact element part and at the same time to dissipate crash energy.

[0044] This achieves the technical advantage that even if a large force acts in the event of a crash, the displacement of the second contact element part relative to the first contact element part cannot occur indefinitely, thus increasing safety in the event of a crash.

[0045] According to one embodiment, in the event of a crash, the deformable hinge region is designed to cause a rotation of the second contact element part relative to the first contact element part about a vehicle vertical axis extending transversely to the vehicle longitudinal axis and transversely to the vehicle transverse axis when a force acts on the deformation element and displaces the deformation element, and / or the deformable hinge region is designed to cause a translation of the second contact element part relative to the first contact element part along the vehicle longitudinal axis when a force acts on the deformation element and displaces the deformation element.

[0046] This achieves the technical advantage that a directed rotation of the second contact element part relative to the first contact element part enables effective absorption of the acting forces.

[0047] According to one embodiment, an opening is formed in each of the first contact element part, in particular in the first contact element plate, and in the second contact element part, in particular in the second contact element plate, and wherein the openings are arranged in alignment with one another in the normal state of the deformation arrangement.

[0048] This achieves the technical advantage that the respective breakthrough allows the weight of the contact element to be reduced without negatively affecting the mechanical properties of the contact element.

[0049] According to one embodiment, a plurality of elevations and / or depressions and / or a circumferential edge change are formed in the first contact element part, in particular in the first contact element plate, and / or in the second contact element part, in particular in the second contact element plate.

[0050] This achieves the technical advantage that by introducing elevations and / or depressions, the structural properties of the contact element can be locally optimized and, in particular, the flexural rigidity outside the hinge area and any existing detachable connection can be increased.

[0051] According to one embodiment, the first contact element part has a plurality of openings through which a fastening element, in particular a fastening screw, can be guided and is designed to fasten the first contact element part to the vehicle longitudinal member, in particular to a further contact element, in particular to a further contact element plate, of the vehicle longitudinal member.

[0052] This provides the technical advantage of ensuring effective attachment to the vehicle longitudinal member.

[0053] According to one embodiment, the contact element is formed as a sheet metal part, with the hinge region being formed by bending. Alternatively, the contact element is manufactured by extruding an extruded profile, including the hinge region, and in particular from an aluminum alloy.

[0054] This provides the technical advantage of being easy to manufacture.

[0055] According to one embodiment, the deformable hinge region, and in particular also the predetermined breaking point region, is designed as a non-thermally hardened or as a thermally softened region of the contact element.

[0056] This provides the technical advantage that a structural weakening can be advantageously introduced into the respective area.

[0057] According to one embodiment, the first contact element part and the second contact element part, with the exception of the deformable hinge region, and in particular also with the exception of the predetermined breaking point region, are designed as a thermally hardened or thermally softened region of the contact element.

[0058] This provides the technical advantage that structural stability can be achieved in the wider area of ​​the contact element.

[0059] According to one embodiment, the first contact element part, in particular the first contact element plate, and the second contact element part, in particular the second contact element plate, are joined to one another in regions by at least one joining point, in particular joined to one another in a frictionally engaged and / or materially engaged manner.

[0060] This provides the technical advantage that a structurally stable connection between the first and second contact element parts can be achieved.

[0061] According to one embodiment, the deformable hinge region is designed to separate the joint between the first contact element part and the second contact element part by the effected displacement of the second contact element part relative to the first contact element part when the force displacing the deformation element is greater than a connecting force mediated by the joint.

[0062] This achieves the technical advantage of introducing an effective limitation.

[0063] According to one embodiment, a plurality of elevations and / or depressions are formed in the deformable hinge region.

[0064] This achieves the technical advantage that the deformability of the deformable hinge area can be advantageously adjusted.

[0065] According to a second aspect, the disclosure relates to a system comprising a deformation arrangement according to the first aspect and a vehicle longitudinal member extending along the vehicle longitudinal axis, which is connected to the first contact element part of the contact element.

[0066] This achieves the technical advantage of providing an effective device for absorbing forces in the event of a crash.

[0067] The advantageous embodiments mentioned for the deformation arrangement according to the first aspect are also advantageous embodiments for the system according to the second aspect.

[0068] Further embodiments are explained with reference to the accompanying figures. They show: Fig. 1 a schematic representation of a deformation arrangement for a vehicle according to an embodiment; Fig. 2A and Fig. 2B schematic representations of contact elements of a Fig. 1 illustrated deformation arrangement according to an embodiment; Fig. 3 a schematic representation of the Fig. 2B shown contact element with a deformation element according to an embodiment; Fig. 4 a schematic representation of a deformation arrangement according to a further embodiment; Fig. 5A and Fig. 5B schematic representations of contact elements of a Fig. 1 illustrated deformation arrangement according to different embodiments; and Fig. 6 a schematic representation of a contact element according to another embodiment.

[0069] The Fig. 1 shows a schematic representation of a deformation arrangement for a vehicle according to an embodiment.

[0070] The Fig. The deformation arrangement 100 shown in Figure 1 is shown in the event of a crash with correspondingly deformed components. For the original state of the components of the deformation arrangement 100, reference is made to the dashed lines in the Fig. 1.

[0071] The deformation arrangement 100 comprises a bumper cross member 101, which in its original state, apart from a slight curvature pointing away from the vehicle, runs along a vehicle transverse axis 103, which in the Fig. 1 corresponds to the y-direction.

[0072] The deformation arrangement 100 further comprises a deformation element 105, which in the original state runs along a vehicle longitudinal axis 107 and which is connected to the bumper cross member 101 in a materially bonded or force-locked manner, in particular by screws. The vehicle longitudinal axis 107 corresponds in the Fig. 1 in the x-direction.

[0073] The deformation element 105 can be connected to a vehicle longitudinal member 109 running along the vehicle longitudinal axis 107.

[0074] From the Fig. 1 that the deformation arrangement 100 comprises two deformation elements 105 which are connected to opposite ends of the bumper cross member 101, wherein each of the two deformation elements 105 can be connected to a respective vehicle longitudinal member 109 in order to achieve symmetrical stabilization.

[0075] From the Fig. 1 further shows that a deformation element end 111 is arranged on a side of the deformation element 105 facing away from the bumper cross member 101. The deformation element 105 has a contact element 113 made of a steel or aluminum alloy arranged at the deformation element end 111, which contact element can be connected to the vehicle longitudinal member 109.

[0076] From the Fig. 1 that the contact element 113 is deformable in the event of a crash, in particular deformable in a hinge-like manner, and thereby enables a displacement and pivoting of the respective deformation element 105 relative to the vehicle longitudinal member 109.

[0077] As shown by the Fig. 1 only schematically shown obstacle 115, the impact of the vehicle on the obstacle 115, or the contact of the obstacle 115 with the bumper cross member 101 leads to a buckling of the bumper cross member 101 in the vehicle longitudinal direction 107 and thus to an end-side displacement of the deformation elements 105 along the vehicle transverse direction 103.

[0078] This creates a bending moment, which, however, does not lead to a deformation of the respective vehicle longitudinal members 109 but of the contact elements 113, as shown in the Fig. 1, so that an effective limitation of the bending moment acting on the respective vehicle longitudinal members 109 is achieved.

[0079] For a further detailed description of the deformable contact element 113, reference is made to the following explanations.

[0080] The Fig. 2A and Fig. 2B show schematic representations of contact elements of a Fig. 1 illustrated deformation arrangement according to one embodiment.

[0081] For a better assignment of the orientation of the contact elements 113 of the Fig. 2A and Fig. 2B with regard to the Fig. The deformation arrangement 100 shown in Figure 1 is applied to the Fig. 1 as well as in the Fig. 2A and Fig. 2B shown x, y and z directions.

[0082] What is crucial is that in the Fig. 2A and Fig. 2B in contrast to Fig. 1 shows the non-deformed state of the contact elements 113, i.e. the original state before the crash.

[0083] As can be seen from the Fig. 2A and Fig. As can be seen from Figure 2B, the contact element 113 has a first contact element part 117, or a first contact element plate, and a second contact element part 119, or a second contact element plate, which are formed integrally in the contact element 113.

[0084] In the embodiment according to the Fig. 2A and Fig. 2B the first and second contact element plates are aligned plane-parallel to each other.

[0085] The first contact element part 117 is connected to the Fig. 2A and Fig. 2B not shown vehicle longitudinal member 109. The second contact element part 119 is connected to the Fig. 2A and Fig. 2B not shown deformation element 105 in a materially bonded manner, in particular welded.

[0086] In the Fig. 2A and Fig. 2B, a plurality of openings 121 of the first contact element part 117 are shown, through each of which a fastening element, in particular a fastening screw, can be guided and is designed to fasten the first contact element part 117 to the vehicle longitudinal member 109, in particular to a Fig. 2A and Fig. 2B not shown further contact element, in particular to a further contact element plate, of the vehicle longitudinal member 109.

[0087] The connection between the second contact element part 119 and the deformation element 105 is materially bonded or is made by welding.

[0088] From both Fig. 2A and Fig. 2B shows that the respective contact element 113 has a deformable hinge region 123 which connects the second contact element part 119 to the first contact element part 117.

[0089] The deformable hinge area 123 is designed to absorb, in the event of a crash, a force acting on the deformation element 105 and displacing the deformation element 105, at least partially by deformation of the deformable hinge area 123 (analogous to the illustration in the Fig. 1) and thereby cause a displacement and pivoting of the second contact element part 119 relative to the first contact element part 117 (as shown in the Fig. 2A and Fig. 2B is not shown).

[0090] From the Fig. 2A and Fig. 2B shows that the deformable hinge region 123 is formed in particular by a deformed edge of the second contact element part 119, which is formed integrally with an edge of the first contact element part 117.

[0091] Alternatively, the deformable hinge region 123 can also be formed by a circular arc section of the second contact element part 119.

[0092] The deformable hinge area 123 is arranged on an inner side 125 of the contact element 113 facing away from the vehicle exterior, which is a Fig. 1 ensures the pivoting of the deformable hinge area 123 on the inside.

[0093] Here, the second contact element part 119 is in particular by a Fig. 2A and Fig. 2B, the detachable connection 127, which is only schematically illustrated, is connected to the first contact element part 117, wherein the deformable hinge region 123 is designed to cause a release of the detachable connection in the event of a crash from a defined force level by the deformation of the deformable hinge region 123 and thereby to cause a displacement of the second contact element part 119 relative to the first contact element part 117.

[0094] The corresponding detachable connection 127 can in particular additionally comprise a predetermined breaking point region 129 of the second contact element part 119, wherein the deformable hinge region 123 is designed to cause a break of the connection in the predetermined breaking point region 129 in the event of a crash when a defined force level is exceeded by the deformation of the deformable hinge region 123 and thereby cause a displacement and pivoting of the second contact element part 119 relative to the first contact element part 117.

[0095] The detachable connection 127 or the predetermined breaking point region 129 is arranged on an outer side 131 of the contact element 113 facing the vehicle exterior, and wherein the detachable connection 127 or the predetermined breaking point region 129 and the deformable hinge region 123 are arranged on opposite sides of the contact element 113. As a result, a Fig. 1 can be achieved by pivoting the contact element 113 upwards.

[0096] The detachable connection 127 comprises in particular a detachable positive-locking and / or non-positive connection between the first and second contact element parts 117, 119, wherein the detachable material-locking connection comprises in particular a spot welding of the first to the second contact element part 117, 119.

[0097] In particular, the deformable hinge region 123 is designed such that in the event of a crash, in particular a center pole crash, the deformable hinge region 123 causes an effective displacement of the second contact element part 119 relative to the first contact element part 117 if the force displacing the deformation element 105 exceeds a predetermined force threshold value, wherein in particular the predetermined force threshold value is smaller than a maximum resistance force of a joint connection between the deformation element 105 and the contact element 113. The displacement greatly relieves the load on this joint connection and prevents tearing or undefined deformations of the contact element.

[0098] In particular, the deformable hinge area 123 is designed to cause, in the event of a crash, a rotation of the second contact element part 119 relative to the first contact element part 117 about a vehicle vertical axis 133 extending transversely to the vehicle longitudinal axis 107 and transversely to the vehicle transverse axis 103 (corresponds to the z-axis in the Fig. 1), and / or the deformable hinge region 123 is designed to cause a translation of the second contact element part 119 relative to the first contact element part 117 along the vehicle longitudinal axis 107 when a force acts on the deformation element 105 and displaces the deformation element 105.

[0099] From the Fig. 2A and Fig. 2B further shows that an opening 135 is formed in each of the first contact element part 117 and the second contact element part 119, and wherein the openings 135 are arranged in alignment with one another in the normal state of the deformation arrangement 100.

[0100] In the first and / or second contact element part 117, 119, a plurality of elevations 137 and / or depressions can be formed.

[0101] Fig. 3 shows a schematic representation of the Fig. 2B shown contact element with a deformation element according to an embodiment.

[0102] From the Fig. 3 shows that the deformation element 105 is firmly attached to the deformation element end 111 on the second contact element part 119 of the contact element 113 (where a corresponding welded connection 145 is shown only schematically), so that an effective crash-resistant connection between the contact element 113 and the deformation element 105 is achieved at a low force level. Furthermore, in Fig. 3 that the edges of the opening 135 are shaped in such a way that they support each other in the Y and Z directions and thus hook the first contact element plate and the second contact element plate in the case of oblique loading on the deformation element, in particular in an “RCAR structure” or “RCAR bumper” test.

[0103] For the function of the deformable hinge area 123, reference is made to the previous explanations.

[0104] The Fig. 4 shows a schematic representation of a deformation arrangement according to another embodiment.

[0105] In the Fig. 4 shows the normal state.

[0106] In Fig. 4 shows the bumper cross member 101 connected to the deformation element 105 of the deformation arrangement 100, wherein a deformation element end 111 of the deformation element 105 is connected to the second contact element part 119 of the contact element 113. A first contact element part 117 of the contact element 113, which is formed integrally with the second contact element part 119, is shown in Fig. 4, wherein the first contact element part 117 is connected to the corresponding vehicle longitudinal member 109, in particular to a further contact element 139, in particular to a further contact element plate, of the vehicle longitudinal member 109.

[0107] In the Fig. 4, the deformable hinge area 123 arranged on the inner side 125 is not visible. However, the detachable connection 127 on the outer side 131 of the contact element 113 is shown, which in the Fig. 4 comprises a projection 141 of the second contact element part 119, which is received in a receptacle 143 of the first contact element part 117.

[0108] The Fig. 5A and Fig. 5B show schematic representations of contact elements of a Fig. 1 shown deformation arrangement according to different embodiments.

[0109] The Fig. 5A and Fig. 5B show the respective contact element 113 in a cross-sectional view comprising the first contact element part 117 and the second contact element part 119 connected to the first contact element part 117 by the deformable hinge region 123.

[0110] In the Fig. Figure 5A shows the variant in which the first contact element part 117, the second contact element part 119, and the deformable hinge region 123 are manufactured in one piece, in particular as an extrusion-molded part. A predetermined breaking point is formed on the side of the first contact element part 117 facing the hinge region in the form of a weld 145. This serves to maintain the gap-free and / or plane-parallel state of the contact element parts 117, 119 to one another up to a defined force level threshold, in particular during a tow hook pull-out test. After the extrusion of the contact element 113, the final shape is created by slight bending and / or press-forming to ensure plane-parallelism and / or gap-freeness and is ensured by the weld 145.

[0111] In the Fig. 5B shows the variant in which the first contact element part 117 and the deformable hinge region 123 are formed in one piece, in particular as a first extrusion component, and in which the second contact element part 119 is formed as a separate, one-piece part, in particular as a second extrusion component. Subsequently, the second contact element part 119 is welded at one end to the first contact element part 117 and at the other end to the deformable hinge region 123 to obtain the contact element 113. The Fig. The contact element 113 shown in Figure 5B is thus formed in two pieces, whereby the advantage is achieved, in particular compared to production from a semi-finished sheet metal product, that reshaping of the deformable hinge region 123 is unnecessary during production of the contact element 113.

[0112] Fig. 6 shows a schematic representation of a contact element according to another embodiment.

[0113] For a detailed description of the contact element 113, please refer to the extensive information on Fig. 2. The Fig. The contact element 113 shown in Figure 6 has a first contact element part 117, a second contact element part 119 and a deformable hinge region 123 connecting these parts 117, 119.

[0114] The Fig. The contact element 113 shown in Figure 6 differs from that shown in Fig. 2 is that the second contact element part 119 is not limited to the center, but rather extends to the edge 147 of the first contact element part 117, which faces away from the deformable hinge region 123. Furthermore, the end of the second contact element part 119 extends to the upper edge 149 and to the lower edge 151 of the first contact element part 117.

[0115] Furthermore, the Fig. 6 that the second contact element part 119 has two further openings 153 at the end of the second contact element part 119, which are each arranged in alignment with the openings 121 of the first contact element part 117, so that corresponding fastening screws for fastening to the vehicle body are guided both through the two corresponding openings 121 of the first contact element part 117 and through the two aligned further openings 153 of the second contact element part 119.

[0116] In the event of a crash, when the deformable hinge area 123 is bent, the connection between the end of the second contact element part 119 and the first contact element part 117 breaks close to the Fig. 6 fastening screws not shown. Corresponding predetermined breaking points 155 are shown here in the Fig. 6 marked schematically. List of reference symbols 100 deformation arrangement 101 bumper cross member 103 Vehicle transverse axle 105 Deformation element 107 Vehicle longitudinal axis 109 vehicle longitudinal members 111 Deformation element end 113 Contact element 115 Obstacle 117 First contact element part 119 Second contact element part 121 Breakthrough 123 Deformable hinge area 125 Inside of the contact element 127 detachable connection 129 Predetermined breaking point area 131 Outside of the contact element 133 Vehicle vertical axis 135 Breakthrough 137 increase 139 Additional contact element 141 lead 143 recording 145 Weld seam 147 Edge of the first contact element part 149 Upper edge of the first contact element part 151 Lower edge of the first contact element part 153 Further openings of the second contact element part 155 Predetermined breaking point

Claims

[1] Deformation arrangement (100) for a vehicle, comprising: a bumper cross member (101) which runs along a vehicle transverse axis (103); and a deformation element (105) which runs along a vehicle longitudinal axis (107) and which is connected to the bumper cross member (101) in a materially or force-fitting manner, wherein the deformation element (105) has, on a side facing away from the bumper cross member (101), a deformation element end (111) and a contact element (113) made of a steel or aluminum alloy arranged on the deformation element end (111), which contact element can be connected to a vehicle longitudinal member (109) running along the vehicle longitudinal axis (107), wherein the contact element (113) has a first contact element part (117) and a second contact element part (119), wherein the first contact element part (117) is connectable to the vehicle longitudinal member (109), and wherein the second contact element part (119) is integrally connected to the deformation element (105), wherein the contact element (113) has at least one deformable hinge region (123) which connects the second contact element part (119) to the first contact element part (117), wherein the deformable hinge region (123) is designed to absorb, in the event of a crash, a force acting on the deformation element (105) and displacing the deformation element (105) at least partially by deforming the deformable hinge region (123) and thereby causing a displacement and pivoting of the second contact element part (119) relative to the first contact element part (117), wherein the first contact element part (117) is designed as a first contact element plate, and wherein the second contact element part (119) is designed as a second contact element plate which is connected to the first contact element plate by the deformable hinge element (123), and wherein the first contact element plate and the second contact element plate are aligned gap-free and / or plane-parallel to one another in the normal state of the deformation arrangement (100), wherein plane-parallel also includes deviations from the mathematical parallelism in a range of -5 to +5 degrees. [2] Deformation arrangement (100) according to claim 1, wherein the first contact element part (117) and the second contact element part (119) are formed of a uniform material and in one piece in the contact element (113). [3] Deformation arrangement (100) according to claim 1 or 2, wherein the deformable hinge region (123) is formed by a deformed edge and / or a circular arc section of the second contact element part (119), in particular of the second contact element plate, which is formed integrally with an edge of the first contact element part (117), in particular of the first contact element plate. [4] Deformation arrangement (100) according to one of the preceding claims, wherein the deformable hinge region (123) is arranged on an inner side (125) of the contact element (113) facing away from the vehicle outer side when installed in the vehicle. [5] Deformation arrangement (100) according to one of the preceding claims, wherein the second contact element part (119) has a predetermined breaking point region (129), and wherein the deformable hinge region (123) is designed to cause a defined break of the connection in the predetermined breaking point region (129) in the event of a crash, in particular in a central pole test, by the deformation of the deformable hinge region (123) and thereby to cause a displacement and pivoting of the second contact element part (119) relative to the first contact element part (117). [6] Deformation arrangement (100) according to one of the preceding claims, wherein the second contact element part (119) is connected to the first contact element part (117) by a detachable connection (127), and wherein the deformable hinge region (123) is designed to cause a release of the detachable connection (127) in the event of a crash by the deformation of the deformable hinge region (123) and thereby cause a displacement and pivoting of the second contact element part (119) relative to the first contact element part (117). [7] Deformation arrangement (100) according to claim 6, wherein the detachable connection (127) is arranged on an outer side (131) of the contact element (113) facing the vehicle outer side, and wherein the detachable connection (127) and the deformable hinge region (123) are arranged on opposite sides of the contact element (113). [8] Deformation arrangement (100) according to claim 6 or 7, wherein the detachable connection (127) comprises a detachable positive and / or non-positive connection between the first and second contact element parts (117, 119). [9] Deformation arrangement (100) according to claim 8, wherein the releasable positive connection and / or the releasable non-positive connection comprises a bending point arranged on the edge of the first and / or second contact element part (117, 119), which is connected to the second or the first contact element part (117, 119), and / or wherein the releasable positive connection and / or releasable non-positive connection comprises a projection (141) of the first and / or second contact element part (117, 119), which is received in a receptacle (143) of the second and / or first contact element part (119, 117). [10] Deformation arrangement (100) according to one of claims 6 to 9, wherein the detachable connection is formed as a tab formed on an edge of the first contact element part (117) and / or on an edge of the second contact element part (119), which tab engages over the edge region of the respective other contact element part (119, 117) in order to form a positive or non-positive connection between the first and second contact element part (117, 119). [11] Deformation arrangement (100) according to one of the preceding claims, wherein the deformable hinge region (123) is designed such that in the event of a crash, in particular a center pole crash, an effective displacement and an effective pivoting of the second contact element part (119) relative to the first contact element part (117) is effected by the deformable hinge region (123) when the force displacing the deformation element (105) exceeds a predetermined force threshold value, wherein in particular the predetermined force threshold value is smaller than a maximum resistance force of a joint connection between the deformation element (105) and the contact element (113). [12] Deformation arrangement (100) according to one of the preceding claims, wherein the deformable hinge region (123) is designed to cause, in the event of a crash, a rotation of the second contact element part (119) relative to the first contact element part (117) about a vehicle vertical axis (133) extending transversely to the vehicle longitudinal axis (107) and transversely to the vehicle transverse axis (103) in the event of a force acting on the deformation element (105) and displacing the deformation element (105). [13] Deformation arrangement (100) according to one of the preceding claims, wherein in the first contact element part (117), in particular in the first contact element plate, and in the second contact element part (119), in particular in the second contact element plate, an opening (135) is formed in each case, and wherein the openings (135) are arranged in alignment with one another in the normal state of the deformation arrangement (100). [14] Deformation arrangement (100) according to one of the preceding claims, wherein the first contact element part (117) has a plurality of openings (121), through each of which a fastening element, in particular a fastening screw, can be guided and is designed to fasten the first contact element part (117) to the vehicle longitudinal member (109), in particular to a further contact element (139), in particular to a further contact element plate, of the vehicle longitudinal member (109). [15] Deformation arrangement (100) according to one of the preceding claims, wherein the contact element (113) is formed as a sheet metal part, wherein the hinge region is formed by bending, or wherein the contact element is produced by extrusion of an extruded profile including the hinge region and in particular from an aluminum alloy. [16] System (200) comprising a deformation arrangement (100) according to one of the preceding claims and a vehicle longitudinal member (109) extending along the vehicle longitudinal axis (107) which is connected to the first contact element part (117) of the contact element (113).

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