DEVICE FOR ENERGY REDUCE IN THE EVENT OF A CRASH-CAUSED ENERGY IMPACT ON A COMMERCIAL VEHICLE

Description

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

[0002] To prevent a passenger car from being pushed under a commercial vehicle in the front area during a collision, underride protection devices are known. These devices are positioned in the bumper area in such a way that the forces generated in a collision are transferred into the vehicle frame without the passenger car sliding under the commercial vehicle. The aforementioned front underride protection device is intended to reduce the risk of injury to the passenger car driver and to ensure safe guidance of the truck's front axle even after a frontal impact. Among other requirements, a maximum mounting height of 400 mm above the road surface is prescribed for the underride protection. Reference is made, by way of example, to patent application DE 10 2004 026 280 A1.

[0003] Document DE 10 2019 113 842 A1 provides a radiator grille reinforcement. A front-end structure comprises a front-end carrier and a radiator grille fixed relative to the front-end carrier. Two brackets are arranged between the front-end carrier and the radiator grille. The two brackets are spaced apart from each other along a transverse axis of the vehicle. Each bracket has two legs. The legs extend from the front-end carrier towards the radiator grille. Two rods are spaced apart from each other and from the front-end carrier. The rods run along the transverse axis of the vehicle from one bracket to the other.

[0004] Document JP S4870219 A concerns a frame structure for a vehicle, such as an automobile. The automobile has a structure with a V-shaped cross-section or any other arbitrary cross-section, which has a readily deformable, single-layer structure. A main frame member is welded at a predetermined location, e.g., in the cross-section, thus forming a double structural member.

[0005] Furthermore, it is known from practice to design the cab of a commercial vehicle in such a way that, in the event of a crash involving the commercial vehicle colliding with a vehicle ahead, the driver can survive the crash in the cab with as little injury as possible, even if the cab is damaged.

[0006] In practice, commercial vehicles that are at least partially battery-electric are increasingly being used. For commercial vehicles with a chassis frame consisting of two longitudinal frame members connected by cross members, one possible location for high-voltage (HV) components is the area between the frame members, where, for example, the battery pack or other HV components can be mounted. Such HV components must be protected from damage in the event of a crash. Furthermore, a high energy input into a battery pack during a collision can lead to ignition of the battery pack and a very rapid and intense heat build-up, which can be life-threatening for a driver trapped in the cab.

[0007] However, such high-voltage components located in the area of ​​the support frame cannot be adequately protected by known underride protection devices or known approaches to energy dissipation in the event of a crash-related impact of the commercial vehicle on a vehicle ahead.

[0008] Consequently, there is a need for a vehicle design that achieves defined safety objectives and avoids the disadvantages of conventional collision protection techniques. In particular, it is an object of the invention to provide an improved technique for energy dissipation in the event of a crash involving a commercial vehicle and colliding with a vehicle ahead, thereby better protecting high-voltage components located in the area of ​​the vehicle frame.

[0009] These problems are solved by a device with 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.

[0010] A key concept of the invention is to provide separate protection for an area above the frame longitudinal members of the commercial vehicle in the event of a crash. While known underride protection devices protect the area below the frame longitudinal members and special cab designs can protect the driver located there, the area between and directly above the frame longitudinal members is not sufficiently protected in the event of a crash, particularly in the case of a crash in which the commercial vehicle collides with a trailer ahead, whose frame and loading platform typically have a height such that the trailer penetrates precisely into the area just above the frame longitudinal members in the event of a crash.

[0011] According to the invention, a deformation device is provided which, in the event of a crash, can be deformed by dissipating impact forces and which can be attached to the vehicle frame, preferably to the frame longitudinal members, such that the deformation device extends above and transversely to the frame longitudinal members in the mounted state. This protects a drive component or high-voltage component located behind it in the area of ​​and / or between the frame longitudinal members in the event of a crash. This is particularly advantageous for a high-voltage battery located there, since it can not only be damaged in a crash but, unlike an internal combustion engine, also has a much greater risk of catching fire explosively.

[0012] Accordingly, according to a general aspect of the invention, a device for energy dissipation in the event of a crash-related energy impact on a commercial vehicle is provided. The commercial vehicle comprises, in a manner known per se, a vehicle frame, also referred to as a ladder frame, having two longitudinal frame members connected to each other by cross members.

[0013] The energy dissipation device comprises a deformation element that, in the event of a crash, can deform and thus dissipate impact forces or energy. In other words, the deformation element is designed to absorb a portion of the impact energy and / or to selectively dissipate it through deformation. For this purpose, the deformation element can include one or more crash struts, which will be described in more detail below.

[0014] 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 introducing a portion of the impact energy into the frame longitudinal members. For this purpose, the deformation device is connected at a first end region to the first receiving element and at an opposite second end region to the second receiving element.

[0015] Furthermore, the first and second receiving elements are designed such that each can be attached to and / or is fastened to one of the frame longitudinal members to transfer a portion of the impact energy into the ladder frame. For this purpose, the receiving elements can be advantageously designed to be attached to a frame longitudinal member by force-fit, form-fit, and / or material-fit connection, taking into account the usual dimensions, surface shape, and provided through-holes of the frame longitudinal member, in order to transfer a portion of the impact energy into the frame longitudinal members. Particularly advantageous embodiments of this are described below, to which, however, the invention is not limited.

[0016] Furthermore, the deformation device and the first and second mounting elements are designed such that, when the mounting elements are attached 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 involving the commercial vehicle and a trailer traveling ahead. In other words, the deformation device and the two mounting elements are designed such that the deformation device can be mounted to the frame longitudinal members using the mounting elements in such a way that, when mounted to the frame longitudinal members, the deformation device extends above and transversely to the frame longitudinal members. In the mounted state, the deformation device is positioned in front of the mounting elements when viewed in the forward direction of travel.A range of 0 to 50 cm above the frame longitudinal members is particularly advantageous, as this area corresponds to the penetration height of the trailer in the event of a crash involving the commercial vehicle and a trailer traveling in front of it.

[0017] The deformation device comprises at least one strut, hereinafter also referred to as a crash strut, which is deformable in the event of a crash, thereby dissipating impact forces. A crash strut is advantageous with regard to its good deformation properties in a crash and can be easily manufactured with the desired energy absorption characteristics. In the assembled state of the deformation device, the at least one crash strut is arranged above and transversely to the frame's longitudinal members.

[0018] According to an advantageous embodiment, the at least one strut is curved, preferably such that, relative to the receiving elements, the at least one strut is curved away from them. In other words, when the deformation device is mounted, the strut is curved in the forward direction of travel and, viewed in the forward direction, is positioned 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 arc-shaped.

[0019] 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.

[0020] It is possible to design the strut such 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 and 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 a higher strength than the material of the outer tube. Within the scope of the invention, it was found that this results in particularly good deformation properties of the strut.

[0021] 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 steel and / or cast components.

[0022] In a further preferred embodiment, the deformation device can have two struts arranged parallel to each other. This further improves 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 that is arranged above and transversely to the frame longitudinal members, it is also possible to provide at least one further strut that is arranged at the level of the frame longitudinal members, and thus not above them.

[0023] According to another aspect, a cable, e.g., a steel cable, can be threaded through at least one of the struts, which are designed as a hollow profile or tubular. The steel cable can be attached to the fastening elements (as described below), to the mounting elements, and / or to the frame longitudinal members in order to redirect even more forces to these elements.

[0024] In one possible variant of this embodiment, the deformation device can include a coupling element that encompasses the two parallel, superimposed struts, maintains a distance between them, and is preferably welded to them at its edges and via weld holes. This improves the stability of the parallel, superimposed struts. The coupling element can comprise two plate-shaped and clamp-shaped sub-elements, each attached to the struts on opposite sides when viewed in the forward direction of travel.

[0025] The deformation device has two fastening elements, between which at least one strut is arranged and fastened at each end. The fastening elements are force-fit and / or form-fit connected and / or joined to the receiving element by being inserted into a receiving opening of one of the receiving elements and being force-fit and / or joined there to the receiving element.

[0026] The strut can be welded to the fasteners. Providing the at least one strut and the fasteners as separate components and subsequently welding them together offers manufacturing advantages. The deformation device can be designed as a single component or a single assembly. The deformation device, comprising the at least one strut and the two fasteners, can, for example, be manufactured as a casting.

[0027] A preferred embodiment of the fastening elements provides that the fastening elements have a bent profile. The bent profile is such that when the mounting elements are each attached to the frame longitudinal members, a first section of the fastening element, attached directly to the mounting element, runs flush with the mounting element and parallel to the longitudinal direction of the frame longitudinal members. A second section of the fastening element, to which the at least one brace is attached, is connected to this first section and is bent outwards with respect to the longitudinal direction of the frame longitudinal members. This offers the following advantage: In the event of a crash, an impact force acts on the crash brace, which pulls the crash brace backwards, i.e., in a direction opposite to the forward direction of travel.In the case of a kinked profile, as described above, the second, slightly kinked sections are now pulled somewhat towards the center, i.e., towards the crash brace, by the impact force transmitted from the crash brace. Thus, in the event of a crash, these second sections align themselves with the frame's longitudinal members, and the kink disappears or at least becomes less pronounced. This allows for greater crash stability and force distribution along the longitudinal direction of the frame's longitudinal members.

[0028] According to another aspect, the receiving opening of the receiving elements can each have a separation joint between the receiving element and the fastening element, such that the fastening element can be inserted into the receiving opening via a fit until a stop is reached, and then screwed and / or bolted in place via recesses on the receiving element and the inserted area of ​​the fastening element that are aligned with each other. Such a separation joint with a stop enables not only easy assembly but also an additional positive fit between the receiving elements and the fastening element.

[0029] In a further embodiment, the first receiving element and the second receiving element are designed such that the first receiving element can be attached and / or secured to the upper surface of one of the frame longitudinal members and the second receiving element to the upper surface of the other frame longitudinal member. This allows for a structurally compact design of the device, enabling the deformation device to be arranged above the frame longitudinal members.

[0030] 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 attached to the top of one of the frame longitudinal members, with the deformation device attached to the side of the wedge-shaped hollow profiles facing away from the apex. This also allows for a structurally compact and simultaneously stable design of the receiving elements. The side surface that is attached to the top of one of the frame longitudinal members can have essentially the same width as the top of the frame longitudinal member and can have several through-openings that can be arranged in alignment with holes in the perforated structure on the top of the frame longitudinal members.

[0031] From another perspective, a commercial vehicle, preferably a truck, is provided, comprising two chassis longitudinal members connected to each other by cross members and further comprising an energy dissipation device as described in this document.

[0032] As described above, the commercial vehicle can thus have a device for energy dissipation in the event of a crash-related energy impact. This device comprises a deformation element that is deformable in the event of a crash, thereby dissipating impact forces, and a first receiving element and a second receiving element for attaching the deformation element to the two longitudinal frame members of the commercial vehicle. The deformation element is connected at a first end region to the first receiving element and at an opposite second end region to the second receiving element. The first receiving element is attached to one of the longitudinal frame members, preferably on its upper surface, and the second receiving element is attached to the other longitudinal frame member, preferably on its upper surface. According to the invention, the deformation element extends above and transversely to the longitudinal frame members.

[0033] Another aspect is the provision of a mounting plate that is screwed to both a side surface of the frame longitudinal member and a vertical side wall of the mounting element. This increases the stability of the device attached to the frame longitudinal members in a horizontal direction perpendicular to the longitudinal axis of the frame longitudinal members.

[0034] Furthermore, a clamp-shaped fastening element, hereinafter referred to as a positive locking element, can be provided, which clamps around an upper end region of the frame longitudinal member as well as a lower end region of the receiving element resting on it to form a positive 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 on it. Such a positive locking element can further increase the stability of the device attached to the frame longitudinal members.

[0035] In a particularly preferred embodiment, the commercial vehicle is at least partially battery-electric powered, comprising at least one high-voltage (HV) component of a battery-electric drive system, arranged between the frame longitudinal members and below a passenger compartment of the cab. The at least one HV component can be a battery pack or an inverter. The deformation device is arranged below a passenger compartment of the 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 involving the commercial vehicle and a trailer traveling ahead.

[0036] The device described above has the further advantage that, as a component, it can have the same so-called package across different vehicle models or series. The device is designed so that it can be made up of multiple parts for assembly and disassembly and additionally provides a positive fit in the assembled state. This positive fit ensures that the crash strut does not collapse under the given load cases and that the permissible limits for the component remain within acceptable limits.

[0037] The preferred embodiments and features of the invention described above can be combined in any way, provided they fall within the scope of the claims. Further details and advantages of the invention are described below with reference to the accompanying drawings. These show: Figure 1 is a perspective view of an energy dissipation device according to an embodiment of the invention; and Figure 2 is a top view of the device. Figure 1 Figure 3 shows a front view of the device. Figure 1 ; and Figure 4, a side view of the device made of Figure 1 .

[0038] Identical or equivalent elements are designated with the same reference symbols in all figures and are sometimes not described separately.

[0039] Figure 1 shows a perspective view of a device 6 for energy dissipation according to an embodiment of the invention.

[0040] 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 manner known per se. In this case, the frame longitudinal members 3 are designed as an open profile, here, for example, a U-profile. The in Figure 1The section of the frame longitudinal member 3 shown is the front end region 3b of the frame longitudinal member 3, as seen in the forward direction x.

[0041] For example, the truck can be designed as a battery-electric truck. In such a battery-electric truck 1, a battery pack and / or other high-voltage components of the electric drive can be arranged between the frame longitudinal members 3 and in an area below a living area of ​​the cab, i.e., in a front area of ​​the truck. This is shown in the Figure 2 The battery pack is attached to the ladder frame 2 (not shown).

[0042] It has already been stated above that the HV components, especially the battery pack, must be protected from damage in the event of a crash, since such a battery pack, unlike an internal combustion engine, has a much greater risk of catching fire explosively.

[0043] This risk is particularly high in the event of a crash involving truck 1 and a trailer ahead (not shown), whose frame and loading platform typically have a height such that, in a crash, the trailer can penetrate precisely into the area just above the frame's longitudinal beam. The impact force when the front of the vehicle 4 collides with such a trailer is in Figure 1 represented by arrow F and acts in the area just above the frame longitudinal members 3.

[0044] 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 attached to the frame longitudinal members 3 in such a way that the deformation device 10 extends above and transversely, i.e. in the Y direction, to the frame longitudinal members in a front end area of ​​the frame longitudinal members 3.

[0045] The deformation device 10 is designed, for example based on experimental tests such as crash tests, to be deformable in the event of a crash, thereby dissipating impact forces and / or energy. The deformation device is designed to absorb a portion of the impact energy and / or to selectively dissipate it through deformation, thus slowing down the truck without the components of the deformation device 10 deforming or excessively damaging the components behind it.

[0046] 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 to each other. In the event of a crash, the crash struts 11a, 11b are deformable under the influence of the impact force F, resulting in at least a partial reduction of the impact forces. The struts 11a, 11b are curved in the forward direction x, i.e., opposite to the direction of the impact force. The struts 11a, 11b are designed as hollow profiles, in this case as polygonal tubes comprising an inner tube 14 and an outer tube 13.

[0047] In the event of a crash, the crash energy is partially reduced by deformation of the crash struts 11a, 11b through a targeted deformation of the pipe system 11a, 11b, partially transferred to the vehicle in front and partially introduced into the truck that is driving into the vehicle to a tolerable extent.

[0048] The deformation device 10 has a fastening element 15 at each of its lateral end regions 10a, 10b, such that the two crash struts 11a, 11b are arranged between the outer fastening elements 15 and attached to them at their ends. The fastening elements 15 comprise two sections 16 and 17. A first section 16 is for attachment to a mounting element 20 fixed to the frame longitudinal member 3, and a second section 17 is for holding the crash struts 11a, 11b. The second section has, by way of example, two mounting 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.

[0049] Furthermore, the fastening elements 15 have a kinked profile, which is visible in the top view of the Figure 2The kinked shape is clearly visible. The first section 16 of the fastening element 15, which is attached directly to the mounting element 20, runs flush with the mounting element 20 and parallel to the longitudinal direction x of the frame longitudinal members 3. The second section 17 of the fastening element 15, which follows this, is kinked outwards with respect to the longitudinal direction of the frame longitudinal members 3, forming a kink 16a. If an impact force F acts on the crash bars 11a, 11b in a crash, these are pulled in the direction of F and deformed. In this process, the second, slightly kinked sections 17 are pulled somewhat towards the center, i.e., towards the crash bars 11a, 11b. Thus, in a crash, these second sections 17 align themselves flush with the frame longitudinal members 3, and the kink disappears or at least becomes smaller.This allows for greater crash stability and force transmission in the longitudinal direction of the frame's longitudinal members.

[0050] To further increase the strength and stability of the deformation device 10, a coupling element 12 is provided, which encompasses the two parallel, superimposed struts 11a, 11b in a central area, maintains a distance between them, and is welded to them at its edges and via weld holes. The coupling element 12 has two plate-shaped and clamp-shaped sub-elements, each attached to the struts 11a, 11b on opposite sides, viewed in the forward direction of travel. The sub-elements have weld holes to allow welding to the struts 11a and 11b via these holes and at their edges. A web section of the coupling element 12 extends in the x-direction between the struts 11a, 11b, the height of which corresponds to the distance between the struts 11a, 11b in the z-direction, in order to maintain the distance between the struts 11a, 11b.

[0051] The deformation device 10 is attached to the frame longitudinal members 3 via two lateral supports, referred to here as support elements 20. Each of the support elements 20 is attached to one of the frame longitudinal members 3.

[0052] 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, the lower side surface of which rests on and is screwed to a top surface 3a of one of the frame longitudinal members 3. The screw connection 22 in the z-direction between the top surface 3a of the frame longitudinal members and the lower side surface 26 of the receiving elements 20 is in Figure 2 depicted.

[0053] In Figure 1Furthermore, a clamp-shaped positive locking element 40 is shown, which clamps around an upper end region of the frame longitudinal member 3 as well as a lower end region of the receiving element 20 resting on it to form a positive locking connection. The positive 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 on it.

[0054] To attach 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 to the receiving element 15 there.

[0055] 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 fitting 19 until it reaches a stop 18, and then screwed in place via aligned recesses on the receiving element 20 and the inserted portion of the fastening element 15. Reference numeral 21 identifies this screw connection. Such a separation joint 23 with a stop 18 between the receiving element 20 and the fastening element 15 facilitates not only easy assembly but also provides an additional positive fit between the receiving elements and the fastening element.

[0056] Finally, a mounting plate 30 with a hole structure is provided, which is screwed to both a side surface 3c of the frame longitudinal member 3 and to a vertical side wall 27 of the receiving element 20 (not shown).

[0057] 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 when viewed in the forward direction 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. Reference symbol list

[0058] 1 Commercial vehicle 2 Ladder frame 3 Frame longitudinal member 3a Top of the frame longitudinal member 3b Front end of the frame longitudinal member 3c Side surface 4 Vehicle front 5 High-voltage component, e.g. B. Battery pack 6 Energy dissipation device 10 Deformation device 10a First end section 10b Second end section 11 Strut 11a Lower strut 11b Upper strut 12 Coupling part 13 Outer tube 14 Inner tube 15 Fastening element 16 First section 16a Bend 17 Second section 17a Recess 18 Stop 19 Fit 20 Receiving element 21 Screw connection 22 Screw connection 23 Separating joint 24 Receiving opening 25 Upper side surface 26 Lower side surface 27 Vertical side wall 30 Mounting plate 40 Positive locking element

Claims

1. Device (6) for energy dissipation in the event of crash-induced energy impact on a utility vehicle (1) comprising two frame longitudinal members (3) interconnected by cross members, wherein the device (6) comprises: a deformation device (10) that is deformable in the event of a crash while dissipating impact forces, and a first receiving element (20) and a second receiving element (20) for fastening the deformation device (10) to the two frame longitudinal members (3) of the utility 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 configured such that the first receiving element (20) and the second receiving element (20) can each be fastened to one of the frame longitudinal members (3); wherein the deformation device (10) and the first and second receiving elements (20) are configured such that when the receiving elements (20) are each fastened to the frame longitudinal members (30), the deformation device (10) extends above and transversely to the frame longitudinal members (30), wherein the deformation device (10) comprises at least one strut (11) that is deformable in the event of a crash while dissipating impact forces, characterized in that the deformation device (10) comprises 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 (20) and are connected thereto in a force-fitting and form-fitting manner.

2. Device (6) according to Claim 1, wherein the at least one strut (11) is of curved design, preferably such that, relative to the receiving elements (20), the at least one strut (11) is curved away from said receiving elements.

3. Device (6) according to one of the preceding claims, wherein the strut (11) is designed as a hollow section.

4. Device (6) according to one of the preceding claims, wherein the strut (11) comprises one or more inner tubes (14) and an outer tube (13).

5. Device (6) according to Claim 4, wherein the inner tube (14) a) is made of a material that has a higher strength than the material of the outer tube (13); and / or b) is made of a carbon fibre composite material.

6. Device (6) according to one of the preceding claims, wherein the deformation device (10) comprises two struts (11a, 11b) arranged in parallel one above the other.

7. Device (6) according to Claim 6, wherein the deformation device (10) comprises a coupling part (12) that embraces the two struts (11a, 11b) arranged in parallel one above the other, holds them at a spacing and is preferably welded to them at its edges and via weld holes.

8. Device (6) according to one of the preceding claims, wherein the fastening elements (15) have a bent profile such that, when the receiving elements (20) are each fastened to the frame longitudinal members (30), a first section (16) of the fastening element (15) directly fastened to the receiving element (20) is flush with the receiving element (20) and runs parallel to the longitudinal direction of the frame longitudinal members (3), and is adjoined by a second section (17) of the fastening element (15) to which the at least one strut (11) is fastened and which is angled outwardly (16a) with respect to the longitudinal direction of the frame longitudinal members (3).

9. Device (6) according to one of the preceding claims, wherein the receiving opening (24) of the receiving elements (20) has a separating gap (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) by means of a fit up to a stop (18) and can then be screwed and / or is screwed (21) via mutually aligned recesses.

10. Device (6) according to one of the preceding claims, 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).

11. Device (6) according to one of the preceding claims, wherein the first receiving element (20) and the second receiving element (20) are configured such that the first receiving element (20) can be fastened to an upper side (3a) of one of the frame longitudinal members and the second receiving element (20) can be fastened to an upper side (3a) of the other frame longitudinal member (3).

12. Device (6) according to Claim 11, wherein the receiving elements (20) are each designed as wedge-shaped hollow sections comprising two lateral faces (25, 26) converging at an acute angle, one (26) of which is designed to be fastenable to the upper side (3a) of one of the frame longitudinal members (3), and wherein the deformation device (10) is fastened to the sides of the wedge-shaped hollow sections facing away from the wedge tip.

13. Utility vehicle (1), comprising two chassis longitudinal members (3) interconnected by cross members; and a device (6) according to one of the preceding claims.

14. Utility vehicle (1) according to Claim 13, further comprising a fastening plate (30) that is screwed both to a lateral face (3c) of the frame longitudinal member (3) and to a vertical side wall (27) of the receiving element (20).

15. Utility vehicle (1) according to Claim 13 or 14, further comprising a clip-shaped form-fitting element (40) that engages in a clip-like manner around an upper end region of the frame longitudinal member (3) and a lower end region of the receiving element (20) resting thereon in order to form a positive fit, and is then screwed to the upper end region of the frame longitudinal member (3) and to the end region of the receiving element (20) resting thereon.

16. Utility vehicle (1) according to one of Claims 13 to 15, wherein the utility vehicle is a battery-electrically operated utility vehicle comprising at least one high-voltage component (5) of a battery-electric drive of the utility vehicle, which is arranged between the frame longitudinal members (3) and below an occupancy area of the driver's cab, wherein the deformation device (10), as viewed in the forward direction of travel, is arranged in front of the at least one high-voltage component (5) in order to protect the at least one high-voltage component (5) in the event of crash-induced rear-end collision of the utility vehicle (1) with a trailer travelling ahead.