COMMERCIAL VEHICLE WITH A DEVICE FOR ENERGY DISCONTINUATION IN THE EVENT OF A CRASH-CAUSED ENERGY IMPACT

Description

[0001] The invention relates to a commercial vehicle comprising a device for energy dissipation in the event of a crash-related energy impact on the commercial vehicle.

[0002] To prevent a passenger car (car) from being pushed underneath a commercial vehicle in the event of a collision, underrun protection devices are known. These devices are arranged in the area of ​​the bumper in such a way that the forces occurring during a collision are transmitted to the vehicle frame without the car sliding underneath the commercial vehicle. The aforementioned front underrun protection device is intended to reduce the risk of injury to a car driver and to ensure safe guidance of the front axle of the truck even after a frontal collision. Among other things, a maximum installation height of 400 mm above the road surface is prescribed for the underrun protection. As an example, reference is made to the published patent application DE 10 2004 026 280 A1.

[0003] Document JP S4870219 A relates to a frame structure for a vehicle, such as an automobile. The automobile has a structure with a V-shaped cross-section or any other cross-section that has an easily deformable single-layer structure. A main frame part is welded at a predetermined location, e.g., in the cross-section, thus forming a double structural part. Furthermore, it is known from practice to design the driver's cab of a commercial vehicle for crash situations such that, in the event of a crash-related collision between the commercial vehicle and a vehicle traveling ahead, the driver can survive the crash in the cab as unscathed as possible, even if the cab is damaged.

[0004] In practice, commercial vehicles that are at least partially battery-electric are increasingly being used. In commercial vehicles with a chassis frame comprising two chassis longitudinal members connected to each other by cross members, one possible location for the high-voltage (HV) components is the area between the frame longitudinal members, where, for example, the battery pack or other HV components can be attached. Such HV components must be protected from damage in the event of a crash. In addition, the introduction of high energy into a battery pack in an impact collision can lead to the battery pack igniting and to very rapid and intense heat development, which can be life-threatening for a driver trapped in the cab.

[0005] However, such HV components arranged in the area of ​​the supporting frame cannot be adequately protected by known underrun protection devices or the known approaches to energy dissipation in the event of a crash-related energy impact on a commercial vehicle in the event of a crash-related collision with a vehicle in front.

[0006] Consequently, there is a need for a vehicle design that achieves specified safety goals and avoids the disadvantages of conventional collision protection technologies. In particular, it is an object of the invention to provide an improved technology for energy dissipation in the event of a crash-related collision of a commercial vehicle with a vehicle ahead, with which HV components arranged in the area of ​​the vehicle frame can be better protected.

[0007] These objects are achieved by a commercial vehicle comprising a device having the features of the independent claim. Advantageous embodiments and applications of the invention are the subject of the dependent claims and are explained in more detail in the following description, with partial reference to the figures.

[0008] A basic concept of the invention is to separately protect an area above the frame longitudinal members of the commercial vehicle in the event of a crash. While known underrun protection devices protect the area below the frame longitudinal members, and special cab designs can protect the driver positioned there, the area between and directly above the frame longitudinal members is not adequately protected in the event of a crash, particularly if the commercial vehicle collides with a trailer traveling in front of it, whose supporting frame and loading area typically have a height such that the trailer penetrates the area just above the frame longitudinal members in the event of a crash.

[0009] According to the invention, a deformation device is provided for this purpose, which can be deformed in the event of a crash, thereby reducing impact forces, and which can be fastened to the vehicle frame, preferably to the frame longitudinal members, in such a way that the deformation device, when mounted, extends above and transversely to the frame longitudinal members. This allows a drive component or HV component arranged behind it in the area of ​​and / or between the frame longitudinal members to be protected in the event of a crash. This is particularly advantageous for a high-voltage battery arranged there, since this can not only be damaged in the event of a crash, but also, unlike an internal combustion engine, has a much greater risk of catching fire explosively.

[0010] Accordingly, a commercial vehicle, preferably a truck, is provided, comprising two longitudinal frame members connected to one another by cross members, and further comprising a device for dissipating energy in the event of a crash-related energy impact on the commercial vehicle. The commercial vehicle comprises, in a conventional manner, a vehicle frame, also referred to as a ladder frame, having two longitudinal frame members connected to one another by cross members.

[0011] The energy-dissipating device comprises a deformation device that can be deformed in the event of a crash, dissipating impact forces or impact energy. In other words, the deformation device is designed to absorb a portion of the impact energy and / or to dissipate it through deformation. For this purpose, the deformation device can have one or more crash struts, which will be described below.

[0012] The device further comprises two receiving elements, hereinafter referred to as the first and second receiving elements, for attaching the deformation device to the two frame longitudinal members and for transmitting a portion of the impact energy into the frame longitudinal members. For this purpose, the deformation device is connected to the first receiving element at a first end region and to the second receiving element at an opposite second end region.

[0013] Furthermore, the first receiving element and the second receiving element are designed such that the first receiving element and the second receiving element are each attachable and / or attached to one of the frame longitudinal members to introduce a portion of the impact energy into the ladder frame. For this purpose, the receiving elements can be expediently designed to be able to be attached to a frame longitudinal member in a force-fitting, form-fitting, and / or material-fitting manner, taking into account the usual dimensions, surface shape, and provided through-holes of the frame longitudinal member, in order to be able to introduce a portion of the impact energy into the frame longitudinal members. Particularly advantageous structural embodiments thereof are described below, to which, however, the invention is not intended to be limited.

[0014] Furthermore, the deformation device and the first and second receiving elements are designed such that, when the receiving elements are each fastened to the frame longitudinal members, the deformation device extends above and transversely to the frame longitudinal members, preferably to protect a high-voltage device arranged between the frame longitudinal members in the event of a crash-related collision of the commercial vehicle with a trailer driving ahead. In other words, the deformation device and the two receiving elements are designed such that the deformation device can be mounted on the frame longitudinal members by means of the receiving elements such that, when mounted on the frame longitudinal members, the deformation device extends above and transversely to the frame longitudinal members. In the mounted state, the deformation device is arranged in front of the receiving elements, as viewed in the forward direction of travel.A range of 0 to 50 cm above the frame longitudinal members is particularly advantageous, as this range corresponds to the penetration height of the trailer in the event of a crash-related collision of the commercial vehicle with a trailer in front.

[0015] In an advantageous embodiment, the deformation device comprises at least one strut, hereinafter also referred to as a crash strut, which can be deformed in the event of a crash, thereby reducing impact forces. A crash strut is advantageous in terms of its good deformation properties in the event of a crash and can be easily manufactured with the desired energy absorption properties. When the deformation device is assembled, the at least one crash strut is arranged above and transversely to the frame longitudinal members.

[0016] According to an advantageous variant of this embodiment, the at least one strut is curved, preferably such that the at least one strut is curved away from the receiving elements. In other words, when the deformation device is in the assembled state, the strut is curved in the forward direction of travel and, viewed in the forward direction of travel, is arranged in front of the receiving elements. This curved design is particularly advantageous with regard to improved protective effect and deformation properties of the at least one crash strut. The strut can be banana-shaped and / or arched.

[0017] In another preferred variant, the strut is designed as a hollow profile. For example, the strut can be tubular, e.g., as a polygonal tube. Hollow profiles offer the particular advantage of high strength combined with low weight and good deformation behavior in the event of a crash.

[0018] It is possible to design the strut in such a way that it comprises one or more inner tubes and an outer tube. This offers the particular advantage that the design of the crash strut can be controlled or optimized in a particularly advantageous manner. For example, the inner tube can be made of a higher-quality material than the outer tube. For example, the inner tube can be made of a material that has greater strength than the material of the outer tube. Within the scope of the invention, it was found that this allows particularly good deformation properties of the strut to be achieved.

[0019] Alternatively or additionally, it is possible that at least one inner tube is made of a carbon fiber composite material, while the outer tube is made of a steel tube and / or cast component.

[0020] In a further preferred embodiment, the deformation device can have two struts arranged parallel and one above the other. This can further improve the energy absorption properties of the deformation device in the event of a crash. When the deformation device is mounted on the frame longitudinal members, the two struts are arranged vertically one above the other. Three or more struts can also be provided. In addition to the at least one strut arranged above and transverse to the frame longitudinal members, it is also possible to provide at least one further strut arranged at the level of the frame longitudinal members, thus not above them.

[0021] According to a further aspect, a cable, e.g., a steel cable, can be threaded through at least one of the hollow-profile or tubular struts. The steel cable can be attached to the fastening elements (as described below), to the receiving elements, and / or to the frame longitudinal members in order to be able to redirect even more forces to these elements.

[0022] In a possible variant of this embodiment, the deformation device can comprise a coupling part that surrounds the two struts arranged parallel one above the other, keeps them spaced apart, and is preferably welded to them at its edges and via weld holes. This improves the stability of the struts arranged parallel one above the other. The coupling part can comprise two plate-shaped and clamp-shaped sub-elements, each of which is attached to the struts on opposite sides, as seen in the forward direction of travel.

[0023] According to a further aspect, the deformation device can have two fastening elements, between which the at least one strut is arranged and fastened at each end. The fastening elements can be connected and / or secured to the receiving element in a force-locking and / or form-locking manner, for example, by inserting the fastening elements into a receiving opening of one of the receiving elements and being connected and / or secured to the receiving element there in a force-locking manner.

[0024] The strut can be welded to the fastening elements. Providing the at least one strut and the fastening elements as separate components and subsequently welding them together offers manufacturing advantages. The deformation device can be designed as a one-piece component or one-piece assembly. The deformation device, comprising the at least one strut and the two fastening elements, can be manufactured, for example, as a cast part.

[0025] A preferred embodiment of the fastening elements provides that the fastening elements have a bent course. The bent course is such that when the receiving elements are each fastened to the longitudinal frame members, a first section of the fastening element fastened directly to the receiving element runs flush with the receiving element and parallel to the longitudinal direction of the longitudinal frame members and is adjoined by a second section of the fastening element to which the at least one strut is fastened and which is bent outwards with respect to the longitudinal direction of the longitudinal frame members. This offers the following advantage: in the event of a crash, an impact force acts on the crash strut, pulling the crash strut rearward, i.e. in a direction opposite to the forward direction of travel.In a bent configuration, as described above, the second, slightly bent sections are now pulled slightly toward the center, i.e., toward the crash strut, by the impact force transmitted by the crash strut. Thus, in the event of a crash, these second sections align themselves flush with the frame longitudinal members, and the bend disappears or at least becomes smaller. This enables greater crash stability and force transmission in the longitudinal direction of the frame longitudinal members.

[0026] According to a further aspect, the receiving opening of the receiving elements can each have a separating joint between the receiving element and the fastening element, such that the fastening element can be inserted into the receiving opening via a fit up to a stop and can then be screwed and / or bolted via recesses on the receiving element and the inserted area of ​​the fastening element that are aligned with one another. Such a separating joint with a stop enables not only simple assembly but also an additional positive connection between the receiving elements and the fastening element.

[0027] In a further embodiment, the first receiving element and the second receiving element are designed such that the first receiving element can be and / or is attached to an upper side of one of the frame longitudinal members, and the second receiving element is attached to an upper side of the other frame longitudinal member. This enables a structurally compact design of the device, allowing the deformation device to be arranged above the frame longitudinal members.

[0028] According to a further embodiment, the receiving elements are each designed as wedge-shaped hollow profiles, comprising two side surfaces converging at an acute angle, one of which is designed to be fastened to the upper side of one of the frame longitudinal members, and wherein the deformation device is fastened to the side of the wedge-shaped hollow profiles facing away from the wedge tip. This likewise enables a structurally compact and at the same time stable design of the receiving elements. The side surface, which is fastened to the upper side of one of the frame longitudinal members, can have substantially the same width as the upper side of the frame longitudinal member and can have a plurality of through openings, which can be arranged in alignment with holes in the perforated structure on the upper side of the frame longitudinal members.

[0029] As described above, the commercial vehicle can thus have a device for dissipating energy in the event of a crash-related energy impact on the commercial vehicle. The device comprises a deformation device that can be deformed in the event of a crash, dissipating impact forces, and a first receiving element and a second receiving element for fastening the deformation device to the two longitudinal frame members of the commercial vehicle. The deformation device is connected to the first receiving element at a first end region and to the second receiving element at an opposite second end region. The first receiving element is fastened to one of the longitudinal frame members, preferably on its upper side, and the second receiving element is fastened to the other longitudinal frame member, preferably on its upper side. According to the invention, the deformation device extends above and transversely to the longitudinal frame members.

[0030] According to a further aspect, a fastening plate can be provided which is connected both to a side surface of the frame longitudinal member and to a vertical side wall of the

[0031] This increases the stability of the device attached to the frame longitudinal members in a horizontal direction transverse to the longitudinal axis of the frame longitudinal members.

[0032] Furthermore, a clamp-shaped fastening element, hereinafter referred to as a form-locking element, can be provided, which clamp-like engages around an upper end region of the frame longitudinal member as well as a lower end region of the receiving element resting thereon to form a form-locking connection and is then screwed to the upper end region of the frame longitudinal member as well as to the end region of the receiving element resting thereon. With such a form-locking element, the stability of the device attached to the frame longitudinal members can be further increased.

[0033] The commercial vehicle is at least partially battery-electrically powered, comprising at least one high-voltage (HV) component of a battery-electric drive of the commercial vehicle, which is arranged between the frame longitudinal members and below a seating area of ​​the driver's cab. The at least one HV component can be a battery pack or an inverter. The deformation device is arranged below a seating area of ​​the driver's cab and, viewed in the forward direction of travel, in front of the at least one high-voltage component to protect the at least one high-voltage component in the event of a crash-related collision of the commercial vehicle with a trailer driving ahead.

[0034] The device described above also has the advantage that the device, as a component, can have the same so-called package across different vehicle models or series. The device is designed so that it can be constructed in multiple parts for assembly and disassembly and also offers a positive fit when assembled. This positive fit ensures that the crash strut does not collapse under the given load conditions and that the permissible limits for the component remain within a permissible range.

[0035] The above-described preferred embodiments and features of the invention can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. They show: Figure 1 is a perspective view of an energy dissipation device according to an embodiment of the invention; and Figure 2 is a plan view of the device from Figure 1 ; Figure 3 a front view of the device from Figure 1 ; and Figure 4 a side view of the device from Figure 1 .

[0036] Identical or equivalent elements are designated by the same reference numerals in all figures and some are not described separately.

[0037] Figure 1 shows a perspective view of an energy dissipation device 6 according to an embodiment of the invention.

[0038] In Figure 1 Two frame longitudinal members 3 of a support frame or ladder frame 2 of a truck are shown, which are designed in a conventional manner. In this case, the frame longitudinal members 3 are designed as an open profile, here, for example, a U-profile. Figure 1The section of the frame longitudinal members 3 shown is the front end region 3b of the frame longitudinal members 3, as seen in the forward direction of travel x.

[0039] For example, the truck can be designed as a battery-electrically powered truck (HGV). In such a battery-electrically powered truck 1, a battery pack and / or other HV components of the electric drive can be arranged between the frame longitudinal members 3 and in an area below a lounge area of ​​the driver's cab, ie in a front area of ​​the truck. This is described in the Figure 2 The battery pack is attached to the ladder frame 2 (not shown).

[0040] It has already been stated above that the HV components, in particular the battery pack, must be protected from damage in the event of a crash, since such a battery pack, in contrast to an internal combustion engine, has a much greater risk of catching fire explosively.

[0041] This risk is particularly high in the event of a crash-related collision of truck 1 with a trailer in front (not shown), whose support frame and loading area usually have a height such that the trailer can penetrate into the area just above the frame longitudinal member in the event of a crash. The impact force when the front of the vehicle 4 collides with such a trailer is in Figure 1 represented by the arrow F and acts in the area just above the frame longitudinal members 3.

[0042] In order to separately protect this area above the frame longitudinal members 3 in the event of a crash and thus also the HV component 5, a deformation device 10 is arranged and fastened to the frame longitudinal members 3 in such a way that the deformation device 10 extends in a front end region of the frame longitudinal members 3 above and transversely, ie in the Y direction, to the frame longitudinal members.

[0043] The deformation device 10 is designed, e.g., based on experimental tests such as crash tests, to be deformable in the event of a crash, dissipating impact forces or impact energy. The deformation device is configured to absorb part of the impact energy and / or to dissipate it through deformation in a targeted manner, so that the truck is decelerated without the components of the deformation device 10 deforming or excessively damaging the components behind it.

[0044] For this purpose, the deformation device can have one or more crash struts 11. In the illustrated embodiment, the deformation device 10 comprises two crash struts 11a and 11b arranged parallel one above the other. In the event of a crash, the crash struts 11a, 11b are deformable under the action of the impact force F, at least partially dissipating the impact forces. The struts 11a, 11b are curved in the forward travel direction x, i.e., opposite to the direction of the impact force. The struts 11a, 11b are designed as a hollow profile, in this case as a polygonal tube having an inner tube 14 and an outer tube 13.

[0045] In the event of a crash, the crash energy is then partially dissipated by a targeted deformation of the pipe system 11a, 11b through deformation of the crash struts 11a, 11b, partially transferred to the vehicle in front and partially introduced into the approaching truck to a tolerable extent.

[0046] The deformation device 10 has a fastening element 15 at each of its lateral end regions 10a, 10b, so that the two crash struts 11a, 11b are arranged between the outer fastening elements 15 and fastened to them at their ends. The fastening elements 15 comprise two sections 16 and 17. A first section 16 for fastening to a receiving element 20 fastened to the frame longitudinal member 3, and a second section 17 for holding the crash struts 11a, 11b. The second section has, merely by way of example, two fastening plates arranged offset in the y-direction, each of which has a receiving opening adapted to the outer circumference of the crash struts 11a, 11b, in which the crash struts are received. The crash struts 11a, 11b are welded to the second section 17 via the contact edges.

[0047] Furthermore, the fastening elements 15 have a bent course, which in the plan view of the Figure 2is clearly visible. The bent course is characterized in that the first section 16 of the fastening element 15, which is fastened directly to the receiving element 20, runs flush with the receiving element 20 and parallel to the longitudinal direction x of the frame longitudinal members 3, and the adjoining second section 17 of the fastening element 15 is bent outwards with respect to the longitudinal direction of the frame longitudinal members 3, so that a kink 16a is formed. If, in the event of a crash, an impact force F acts on the crash struts 11a, 11b, these are pulled in the direction of F and deformed. In the process, the second slightly bent sections 17 are now pulled somewhat towards the middle, i.e. towards the crash struts 11a, 11b. In the event of a crash, these second sections 17 are therefore aligned flush with the frame longitudinal members 3 and the kink disappears or at least becomes smaller.This enables greater crash stability and force introduction in the longitudinal direction of the frame longitudinal members.

[0048] To further increase the strength and stability of the deformation device 10, a coupling part 12 is provided which encompasses the two struts 11a, 11b arranged parallel one above the other in a central region, keeps them at a distance, and is welded to them at its edges and via weld holes. The coupling part 12 has two plate-shaped and clamp-shaped sub-elements, which are each attached to the struts 11a, 11b on opposite sides, as seen in the forward direction of travel. The sub-elements have weld holes so that they can be welded to the struts 11a and 11b via these and at their edges. Extending between the struts 11a, 11b in the x-direction is a web section of the coupling part 12, the height of which corresponds to the distance between the struts 11a, 11b in the z-direction in order to keep the struts 11a, 11b at a distance.

[0049] The deformation device 10 is attached to the frame longitudinal members 3 via two lateral receptacles, referred to herein as receptacle elements 20. Each of the receptacle elements 20 is attached to one of the frame longitudinal members 3.

[0050] In the exemplary embodiment shown here, the receiving elements 20 are each designed as wedge-shaped hollow profiles, comprising two side surfaces 25, 26 converging at an acute angle, of which the lower side surface rests on an upper side 3a of one of the frame longitudinal members 3 and is screwed to it. The screw connection 22 in the z-direction between the upper side 3a of the frame longitudinal members and the lower side surface 26 of the receiving elements 20 is in Figure 2 shown.

[0051] In Figure 1Furthermore, a clamp-shaped form-locking element 40 is shown, which clamp-like engages around an upper end region of the frame longitudinal member 3 as well as a lower end region of the receiving element 20 resting thereon to form a form-locking connection. The form-locking element is therefore attached in the y-direction and then screwed to the upper end region of the frame longitudinal member 3 as well as to the end region of the receiving element 20 resting thereon.

[0052] To fasten the deformation device 10 to the receiving elements 20, the fastening elements 15 are each inserted into a receiving opening 24 of one of the receiving elements 15 and screwed there to the receiving element 15.

[0053] The receiving opening 24 is formed by the non-pointed end region of the wedge-shaped receiving elements 20. The fastening element 15 is inserted into the receiving opening 24 via a fit 19 up to a stop 18 and then screwed via aligned recesses on the receiving element 20 and the inserted area of ​​the fastening element 15. Reference numeral 21 denotes this screw connection. Such a joint 23 with a stop 18 between the receiving element 20 and the fastening element 15 enables not only simple assembly but also an additional positive connection between the receiving elements and the fastening element.

[0054] Finally, a fastening plate 30 with a hole structure is provided, which is screwed (not shown) both to a side surface 3c of the frame longitudinal member 3 and to a vertical side wall 27 of the receiving element 20.

[0055] In summary, the deformation device 10 with the at least one crash strut 11, which is arranged in front of the high-voltage component 5 as seen in the forward direction of travel x, can thus protect the high-voltage component in the event of a crash-related collision of the commercial vehicle with another vehicle, in particular a trailer traveling ahead. List of reference symbols

[0056] 1Commercial vehicle 2Ladder frame 3Frame longitudinal member 3aTop of the frame longitudinal member 3bFront end area of ​​the frame longitudinal member 3cSide surface 4Vehicle front 5High-voltage component, e.g. B. Battery pack 6Energy dissipation device 10Deformation device 10aFirst end area 10bSecond end area 11Strut 11aLower strut 11bUpper strut 12Coupling part 13Outer tube 14Inner tube 15Fastening element 16First section 16aKink 17Second section 17aRecess 18Stop 19Fitting 20Receiving element 21Screw connection 22Screw connection 23Parting line 24Receiving opening 25Upper side surface 26Lower side surface 27Vertical side wall 30Fastening plate 40Form-locking element

Claims

1. Commercial vehicle (1), comprising two frame longitudinal members (3) connected to each other by cross members; and a device (6) for dissipating energy in the event of a crash-induced energy impact on the commercial vehicle (1), the device (6) comprising a deformation device (10) which can be deformed in the event of a crash by reducing impact forces, and a first receiving element (20) and a second receiving element (20) for fastening the deformation device (10) to the two longitudinal frame members (3) of the commercial vehicle (1), wherein the deformation device (10) is connected at a first end region (10a) to the first receiving element (20) and at an opposite second end region (10b) to the second receiving element (20), wherein the first receiving element (20) and the second receiving element (20) are designed such that the first receiving element (20) and the second receiving element are each fastened to one of the frame longitudinal members (3); wherein the deformation device (10) and the first and second receiving elements (20) are designed such that the receiving elements (20) are each fastened to the frame longitudinal members (3), the deformation device (10) extends above and transversely to the frame longitudinal members (3), characterised in that the commercial vehicle is a battery-electric commercial vehicle, having at least one high-voltage component (5) of a battery-electric drive of the commercial vehicle, which is arranged between the longitudinal frame members (3) and below an occupied area of the driver's cab, the deformation device (10) being arranged in front of the at least one high-voltage component (5), as viewed in the direction of forward travel, in order to protect the at least one high-voltage component (5) in the event of the commercial vehicle (1) colliding with a trailer travelling in front as a result of a crash.

2. Commercial vehicle (1) according to claim 1, wherein the deformation device (10) has at least one strut (11) which can be deformed in the event of a crash by reducing impact forces.

3. Commercial vehicle (1) according to claim 2, wherein the at least one strut (11) is curved, preferably such that the at least one strut (11) is curved away from the receiving elements (20).

4. Commercial vehicle (1) according to claim 2 or 3, wherein the strut (11) is designed as a hollow profile.

5. A commercial vehicle (1) according to any one of claims 2 to 4, wherein the strut (11) comprises one or more inner tubes (14) and an outer tube (13).

6. Commercial vehicle (1) according to claim 5, wherein the inner tube (14) a) is made of a material which has a higher strength than the material of the outer tube (13); and / or b)is made of a carbon fibre composite material.

7. Commercial vehicle (1) according to one of claims 2 to 6, wherein the deformation device (10) comprises two struts (11a, 11b) arranged in parallel one above the other.

8. Commercial vehicle (1) according to claim 7, wherein the deformation device (10) comprises a coupling part (12) which embraces the two struts (11a, 11b) arranged parallel one above the other, keeps them at a distance and is preferably welded to them at their edges and via weld holes.

9. Commercial vehicle (1) according to one of the preceding claims 2 to 7, wherein the deformation device (10) has two fastening elements (15), between which the at least one strut (11) is arranged and fastened at each end, wherein the fastening elements (15) are each inserted into a receiving opening (24) of one of the receiving elements (15) and can be connected and / or connected there to the receiving element (15) in a force-locking and form-fitting manner.

10. Commercial vehicle (1) according to claim 9, wherein the fastening elements (15) have a bent course in such a way that when the receiving elements (20) are each fastened to the frame longitudinal members (3), a first section (16) of the fastening element (15), which is fastened directly to the receiving element (20), extends in alignment with the receiving element (20) and parallel to the longitudinal direction of the longitudinal frame members (3), and a second section (17) of the fastening element (15), to which the at least one strut (11) is fastened, adjoins the first section and is bent outwards (16a) with respect to the longitudinal direction of the longitudinal frame members (3).

11. Commercial vehicle (1) according to claim 9 or 10, wherein the receiving opening (24) of the receiving elements has a separating joint (23) between the receiving element (20) and the fastening element (15) such that the fastening element (15) can be inserted into the receiving opening (24) via a fit up to a stop (18) and can then be screwed and / or screwed (21) via recesses aligned with one another.

12. Commercial vehicle (1) according to one of claims 9 to 11, wherein the deformation device (10) is designed as a one-piece component or one-piece assembly or wherein the fastening elements (15) are welded to the at least one strut (11).

13. Commercial vehicle (1) according to one of the preceding claims, wherein the first receiving element (20) and the second receiving element (20) are designed such that the first receiving element (20) is attached to an upper side (3a) of one of the frame longitudinal members and the second receiving element is attached to an upper side (3a) of the other frame longitudinal member (3).

14. Commercial vehicle (1) according to claim 13, wherein the receiving elements (20) are each designed as wedge-shaped hollow profiles, comprising two side surfaces (25, 26) converging at an acute angle, one (26) of which is designed to be able to be fastened to the upper side (3a) of one of the frame longitudinal members (3), and wherein the deformation device (10) is fastened to the side of the wedge-shaped hollow profiles facing away from the wedge tip.

15. Commercial vehicle (1) according to claim 1, further comprising a fastening plate (30) which is bolted both to a side surface (3c) of the frame longitudinal member (3) and to a vertical side wall (27) of the receiving element (20).

16. Commercial vehicle (1) according to claim 1 or 15, further comprising a clamp-shaped positive-locking element (40) which embraces an upper end region of the frame longitudinal member (3) as well as a lower end region of the receiving element (20) resting thereon in a clamp-shaped manner to form a positive lock and is thus then screwed to the upper end region of the frame longitudinal member (3) as well as to the end region of the receiving element (20) resting thereon.