Vehicle component with an additively manufactured predetermined breaking point

Abstract

The invention relates to a vehicle component (100) comprising a first component section (110), a second component section (120), and a connecting section (130) connecting the first component section (110) to the second component section (120), wherein the connecting section (130) has an additively manufactured lattice structure (135). According to the invention, the additively manufactured lattice structure (135) is designed as a predetermined breaking point and is configured to break under a defined force load.

Description

According to the preamble of claim 1, the invention relates to a vehicle component having a first component portion, a second component portion and a connecting portion which connects the first component portion to the second component portion, wherein the connecting portion has an additively manufactured lattice structure.DE 102017 210 038 B4 describes a sensor carrier for a motor vehicle having a sensor section for fastening a sensor to the sensor carrier, at least one component section for fastening the sensor carrier to the motor vehicle and at least one intermediate section which connects the sensor section to the at least one component section. The sensor carrier is manufactured in one piece, i.e. in one piece, by means of 3D printing. The sensor carrier has a sandwich and / or grid structure at least in the intermediate section. In the intermediate portion, the sensor carrier is the most compliant or deformable. The deformability of the intermediate section is achieved by suitable cellular structures. The sensor carrier is designed such that it does not normally break in the event of an accident, but remains in one piece.The object of the invention is to provide an optimized vehicle component of the type mentioned at the beginning, which in particular has improved safety properties.The object is achieved by the vehicle component according to the invention of claim 1. Preferred developments and refinements result from the dependent claims, the following description of the invention (this also including features expressly described optionally and by way of example) and the figures.The vehicle component according to the invention (for a motor vehicle) is distinguished in that the additively manufactured lattice structure of the connecting section is designed as a predetermined breaking point and is configured to break under a defined force load. Furthermore, it is preferably provided that the first component section and / or the second component section are substantially solid.In the vehicle component according to the invention, at least the lattice structure of the connecting section is produced additively or by means of 3D printing, wherein preferably the entire vehicle component is produced additively, in particular in one piece. This relates to all types of additive manufacturing, wherein manufacturing using the binder jetting method is preferably provided (see below). A lattice structure (lattice structure) is understood in particular to mean a lattice- or net-like three-dimensional structure made of a multiplicity of substantially rigid or rigid lattice rods, which preferably also have different directions.The vehicle component is optimized by the connecting section configured according to the invention. Unlike the intermediate section described in DE 10 2017 210 038 B4, which is designed for a defined minimum force effect and breaks or collapses at an undefined multiple of this minimum force (cf. Abs.

[0012] ), in the vehicle component according to the invention, the additively manufactured lattice structure of the connecting portion is configured such that it breaks or tears with equal action under a defined force load or collapses and fails in another identically acting manner. Defined force loading means a specific force height or force strength and in particular also a specific force direction. The additively manufactured lattice structure thus functions as a predetermined breaking point formed with defined failure behavior, which leads to a targeted component failure. The failure behavior of the lattice structure can be adjusted via the arrangement density of the lattice rods and / or the diameter or cross section of the lattice rods.The additively manufactured lattice structure can have substantially uniform or homogeneous strength properties. It is preferably provided that the additively manufactured lattice structure has non-uniform or inhomogeneous strength properties. In particular, it is provided that the grid structure has a different arrangement density of the grid rods and / or different diameters or cross sections of the grid rods in regions, wherein a gradual course can also be provided. In this way, a desired failure behavior and also a direction-dependent load capacity and / or a direction-dependent rigidity behavior can be set very well.The additively manufactured lattice structure can be produced as a separate element and can be integrated or inserted into the connecting section in a suitable manner, for example by means of form-fitting clamping and / or by means of adhesive bonding. However, it is preferably provided that the entire vehicle component, i.e. the vehicle component as a whole, is manufactured or produced in an additive manner in one piece, in particular using the binder jetting method, wherein the one-piece manufacture or production also includes any solid sections and partial regions, for example. These joints (see below). The one-piece additive manufacturing of the entire vehicle component enables a comparatively simple manufacturing with the smallest possible number of manufacturing and intermediate steps.It is preferably provided that the first component portion and the second component portion are rigidly connected by means of the connecting portion and the additively manufactured lattice structure and that the first component portion and the second component portion can move relative to one another substantially without resistance after the additively manufactured lattice structure is broken. This can allow, for example, for example. This is particularly so in view of pedestrian protection.The connecting portion can be formed in such a way that the first component portion and the second component portion are completely separated when the additively manufactured lattice structure is broken or are completely separated after the lattice structure is broken. The connecting section can also be designed as a pivot joint and can be designed in such a way that the breaking of the additively manufactured lattice structure enables a pivoting movement between the first component section and the second component section. In addition, the pivot joint can have a pivot axis, in particular a solid pivot axis. The pivot axis is largely break-resistant, at least break-resistant, than the additively manufactured lattice structure, and, after breaking the additively manufactured lattice structure, enables a movement guidance (about the articulation or pivot axis) between the first component section and the second component section.The additively manufactured lattice structure is preferably formed from metal, preferably from steel, or from plastic, preferably from thermoplastic. In particular, the entire vehicle component, in the case of a preferably one-piece configuration, is formed from metal, preferably from steel, or from plastic, preferably from thermoplastic.The lattice structure is preferably produced or manufactured by means of binder jetting methods. In particular, the entire vehicle component is manufactured or produced by means of binder jetting methods. In the binder jetting method, a starting powder is bonded layer by layer with a binder (binder), wherein the binder is typically applied by means of a print head. When a metal powder and in particular steel powder is used, a sintering process can subsequently also take place, in which the binder is driven off and the metal or steel particles are sintered together. Reference is made below to corresponding technical literature. The binder jetting method enables a high degree of structural freedom (design freedom), which is advantageous in particular with regard to the design of the grid structure provided as a predetermined breaking point.The vehicle component according to the invention is preferably a sensor carrier, in particular for a LiDAR sensor. It is preferably provided that the first component section is designed as a sensor section for fastening at least one sensor to the sensor carrier and the second component section is designed as a support section for fastening the sensor carrier to the motor vehicle, wherein an intermediate section is also provided which connects the sensor section and the support section and, analogously to the preceding explanations, has an additively manufactured lattice structure which is designed as a predetermined breaking point. The sensor carrier constructed according to the invention combines conflicting requirements. On the one hand, the sensor carrier enables the rigid connection of a sensor to a motor vehicle, in particular a LiDAR sensor used for autonomous driving, which requires a very rigid connection to the motor vehicle or the body. On the other hand, the sensor carrier can absorb impact energy in the event of an impact and can yield as a result of breaking the additively manufactured lattice structure of the connecting section, as a result of which the risk of injury is reduced and thus pedestrian protection is improved, in particular in the event of a pedestrian impact. In other words, a best possible compromise between stiffness and pedestrian protection, i.e. minimum risk of injury, can be achieved.It is preferably provided that the connecting portion connecting the first component portion and the second component portion has exactly one additively manufactured lattice structure functioning as a predetermined breaking point. In principle, however, the connecting section can also have a plurality of additively manufactured lattice structures acting as predetermined breaking points, which can be formed with identical or also different properties. In addition, a vehicle component according to the invention can also have more than two component sections which are connected via correspondingly formed connecting sections to additively manufactured lattice structures functioning as a predetermined breaking point.In a non-limiting manner, the invention is explained in more detail below with reference to the schematic figures on the basis of a plurality of possible embodiments. The features shown in the figures and / or explained below can also be general features of the invention, independently of specific feature combinations, and can further develop the invention. Furthermore, features of different possible embodiments can be combined to form further possible embodiments. FIG. 1 shows a first possible embodiment of a vehicle component according to the invention, which is designed as a sensor carrier. FIG. 2 shows a second possible embodiment of a vehicle component according to the invention, which is likewise designed as a sensor carrier. FIG. 3 shows a third possible embodiment of a vehicle component according to the invention, which is likewise designed as a sensor carrier.The vehicle component 100 shown in FIG. 1 is a sensor carrier or a sensor holder, preferably for a LiDAR sensor, which is arranged in particular in the front region of a motor vehicle and is relevant for specific requirements for pedestrian protection. The sensor carrier 100 has a first component section 110, which is provided as a sensor section for fastening at least one sensor to the sensor carrier 100, and a second component section 120, which is provided as a fixing or supporting section for fastening the sensor carrier 100 to the motor vehicle. The sensor section 110 can be formed with an interface, not shown, for fastening or connecting the sensor. The support section 120 can be formed with an interface, not shown, for fastening or connecting the sensor carrier 100 to the motor vehicle, in particular to the vehicle body. The sensor carrier 100 further comprises a connecting portion 130 which connects the first component portion or sensor portion 110 to the second component portion or support portion 120. The sensor section 110 and the support section 120 are substantially solid.The connecting section 130 has an additively manufactured grid structure 135, which is arranged quasi in a gap between the sensor section 110 and the support section 120. As shown, the gap can be formed as a straight gap, wherein other gap shapes and contours are also possible, for example a curved gap, conical gap or the like. By means of the connecting section 130 and the additively manufactured lattice structure 135, the sensor section 110 and the support section 120 are rigidly connected. However, the grid structure 135 is designed as a predetermined breaking point and is configured to break under a defined force load, in particular in such a way that the sensor section 110 and the support section 120 are completely separated. As a result, in the event of a pedestrian impact, the risk of injury is significantly reduced.Furthermore, the grid structure 135 can be designed such that, in the case of a lower force load (i.e. in the case of a force load with a low force level or force strength which does not lead to fracture or the like), elastic or plastic deformation allows a small relative movement between the sensor section 110 and the support section 120, in particular with directional stiffness properties. This also allows the risk of injury to be reduced.In the embodiment possibilities shown in FIGS. 2 and 3, the connecting sections 130 are designed as pivot joints, wherein the pivot joints 130 have both solid joint parts and an additively manufactured lattice structure 135. Among the massive hinge parts is a massively designed pivot axis 131. Analogously to the embodiment possibility of FIG. 1, the sensor section 110 and the support section 120 are connected in a rigid, i.e. also torsionally rigid, manner by means of the connecting section 130 and the additively manufactured grid structure 135, wherein the grid structure 135 is designed as a predetermined breaking point and is configured to break under a defined force load. Breaking the grid structure 135 allows a pivoting movement between the sensor section 110 and the support section 120, such that the sensor section 110 can be pivoted about the pivot axis 131. The pivoting movement is guided quasi by the pivot axis 131. This also specifies a direction of failure. In the case of a pedestrian impact, the risk of injury is significantly reduced.Furthermore, the grid structure 135 can be formed such that, in the case of a lower force load (i.e. in the case of a force load with a low force level or strength which does not lead to fracture or the like), it allows a small pivoting movement between the sensor section 110 and the support section 120 by elastic or plastic deformation. This also allows the risk of injury to be reduced.The sensor carriers 100 of FIGS. 1 to 3 are formed from metal, in particular from steel, and are preferably produced in one piece in an additive manner. Alternatively, the sensor carriers 100, in the case of preferably one-piece additive manufacturing, can also be formed from plastic. Further features and alternative embodiments are described above.List of reference characters100 Vehicle component (sensor carrier) 110 First component portion (sensor portion) 120 Second component portion (support portion) 130 Connecting portion 131 Pivot axis 135 Grid structureReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 102017 210 038 B4 [0002, 0007]

Claims

Vehicle component (100) having a first component portion (110), a second component portion (120) and a connecting portion (130) which connects the first component portion (110) to the second component portion (120), wherein the connecting portion (130) has an additively manufactured grid structure (135), characterized in that the additively manufactured grid structure (135) is designed as a predetermined breaking point and is configured to break under a defined force load.Vehicle component (100) according to Claim 1, characterized in that the first component section (110) and the second component section (120) are solid.Vehicle component (100) according to one of the preceding claims, characterized in that the additively manufactured lattice structure (135) has non-uniform strength properties.Vehicle component (100) according to one of the preceding claims, characterized in that the entire vehicle component (100) is manufactured in one piece in an additive manner.Vehicle component (100) according to one of the preceding claims 1 to 4, characterized in that the connecting section (130) is formed in such a way that the first component section (110) and the second component section (120) are completely separated when the lattice structure (135) breaks.Vehicle component (100) according to one of the preceding claims 1 to 4, characterized in that the connecting section (130) is designed as a pivot joint and is designed in such a way that breaking the lattice structure (135) enables a pivoting movement between the first component section (110) and the second component section (120).Vehicle component (100) according to Claim 6, characterized in that the pivot joint has a pivot axis (131).Vehicle component (100) according to one of the preceding claims, characterized in that the lattice structure (135) and in particular the entire vehicle component (100) is formed from metal or plastic.Vehicle component (100) according to one of the preceding claims, characterized in that the lattice structure (135) and in particular the entire vehicle component (100) is produced by means of binder jetting methods.Vehicle component (100) according to one of the preceding claims, characterized in that this vehicle component (100) is a sensor carrier, in particular for a LiDAR sensor.

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