Trailer coupling

Abstract

The aim of the invention is to provide a trailer coupling in which the vehicle attachment unit is suitable for crashes. The vehicle attachment unit comprises a crash unit that can be installed on the vehicle rear end below a bumper unit and has an impact body that extends transversely to a longitudinal central plane, which coincides with the vehicle longitudinal central plane, and a deformation body, which is arranged on both sides of the longitudinal central plane, supports the impact body relative to the vehicle rear end, and holds the impact body at a distance thereto such that the impact body of the crash unit is connected to the trailer element, and the crash unit transmits all of the forces acting on the trailer element when the trailer coupling is being used to the vehicle rear end.

Description

[0001] TOW HOIST

[0002] The invention relates to a trailer coupling comprising a trailer element, in particular a ball neck, and a vehicle connection unit carrying the trailer element, which can be mounted or is mounted on a vehicle rear.

[0003] Such trailer couplings are known from the prior art, but they have the problem that in order to install the known vehicle connection unit, the crash unit provided on the vehicle when used without a trailer coupling must be dismantled and replaced by the vehicle connection unit, whereby the known vehicle connection units have no or insignificant crash suitability.

[0004] The invention is therefore based on the object of creating a trailer coupling in which the vehicle connection unit is suitable for crashes.

[0005] This object is achieved according to the invention in a trailer coupling of the type described at the outset in that the vehicle connection unit comprises a crash unit which can be mounted under a bumper unit on the rear of the vehicle and which has an impact body which extends transversely to a longitudinal center plane of the trailer coupling which coincides with a vehicle longitudinal center plane and deformation bodies which are arranged on both sides of the longitudinal center plane and which support the impact body relative to the rear of the vehicle and keep it at a distance from it, that the impact body of the crash unit is connected to the trailer element and that the crash unit transmits all forces acting on the trailer element when the trailer coupling is used to the rear of the vehicle.

[0006] The advantage of the solution according to the invention can therefore be seen in the fact that, on the one hand, it creates the possibility of designing the vehicle connection unit as a crash unit in which, in the event of a crash, the impact body acts on the deformation bodies in such a way that they allow the impact body to move in the direction of the rear of the vehicle, deforming and absorbing energy, and, on the other hand, in trailer operation, it enables the crash unit to transfer the forces acting on the trailer element to the rear of the vehicle without deformation.

[0007] Preferably, the crash unit is a crash unit adapted to the vehicle connection unit for trailer operation.

[0008] However, it is also possible that the crash unit is a crash unit designed for the motor vehicle and can be used on the motor vehicle without a designated trailer element.

[0009] This means that the crash unit as such has the crash properties and energy absorption properties required for the motor vehicle without a trailer coupling and, when a trailer element is used, also has these crash properties, but can additionally transmit the forces transmitted by the trailer element when towing to the rear of the vehicle.

[0010] In order to design the crash unit according to the invention for the mounting of a trailer element, it is preferably provided that a mounting base for the mounting of the trailer element is formed on the impact body of the crash unit.

[0011] Such a mounting base can be a mounting base for a fixed trailer element or a removable trailer element or even a mounting base for a pivoting trailer element.

[0012] A trailer element is understood to mean that it is designed either for connection to a trailer or as a so-called receiver, i.e. as a receptacle for a coupling element, or is designed in such a way that a load carrier, in particular a bicycle carrier, can be connected to it.

[0013] In order to give the impact body the required properties for a crash unit in a simple manner, it is preferably provided that the impact body is designed as a hollow body and thus has the required stability to transfer the forces in the event of a crash to the deformation bodies, in which a significant part of the intended energy absorption takes place in the event of a crash.

[0014] The mounting base could be provided on the impact body, for example on an outer side thereof.

[0015] However, a particularly advantageous solution provides for the mounting base to be integrated into the impact body in order, on the one hand, to avoid any effects that would impair the crashworthiness of the impact body and, on the other hand, to additionally stiffen the impact body so that it is able to transfer the forces occurring during the impact to the deformation bodies.

[0016] It is preferably provided that the impact body has a wall element facing the vehicle and a wall element facing away from the vehicle and that an upper wall element facing away from the roadway and a lower wall element facing the roadway extend between these.

[0017] Preferably, all wall elements are firmly connected to one another, for example welded or riveted.

[0018] A particularly advantageous design of the impact body provides that the wall element facing the vehicle and the upper and lower wall elements extending away from it are parts of a U-profile.

[0019] With regard to the connection of the mounting base to the impact body, a wide variety of solutions are conceivable.

[0020] An advantageous solution provides that the mounting base is connected, preferably detachably connected, to the wall element facing the vehicle and to the wall element facing away from the vehicle, and in particular also to the upper wall element. Thus, the mounting base serves not only to connect the attachment element to the impact body, but also to stabilize the impact body itself, in particular to connect the wall element facing the vehicle to the wall element facing away from the vehicle and, if necessary, also to the upper wall element in a central region of the impact body, thus increasing the stability of the impact body.

[0021] In order to enable advantageous installation of the mounting base in the impact body, it is preferably provided that the lower wall element facing the roadway has a cutout for installation of the mounting base.

[0022] Such a cutout is dimensioned in such a way that in any case the mounting base as such can be easily inserted into the impact body and connected to it.

[0023] However, it is particularly advantageous if the cutout is dimensioned in such a way that it is possible to mount the mounting base with the towing element previously mounted on it, if necessary with a bearing unit that supports the towing element.

[0024] It is particularly advantageous if a bearing unit, in particular a pivot bearing unit, for the trailer element is held on the mounting base, with which the trailer element can be pivoted from a working position to a rest position.

[0025] In this case too, the mounting base together with the pivot bearing unit and the attachment element should be insertable and mountable into the impact body via the cutout in the wall element facing the roadway.

[0026] Furthermore, it is advantageously provided that the suspension element is at least partially, in particular completely, received in the impact body in the rest position, wherein for this purpose the cutout for the assembly of the mounting base is expediently also dimensioned accordingly large in order to be able to insert the suspension element, which extends in the rest position, in particular transversely to the longitudinal center plane, at least partially or completely into the impact body and to position it there in the rest position.

[0027] No further information has been provided regarding the connection of the deformation bodies to the rear of the vehicle.

[0028] An advantageous solution provides that the respective deformation body is supported on a foot body that can be placed or is adjacent to the rear of the vehicle.

[0029] For this purpose, each of the foot bodies is preferably provided with a flat central area which enables flat support on the rear of the vehicle.

[0030] In order to connect the foot bodies to the rear of the vehicle, it is preferably provided that the foot bodies can be fixed to the rear of the vehicle with anchoring elements.

[0031] In particular, the foot bodies are provided with anchoring elements that engage a stabilized area of ​​the vehicle rear.

[0032] No further details have been provided so far regarding the formation of the deformation bodies themselves.

[0033] In principle, the deformation bodies could be designed in any way that allows sufficient energy absorption in the event of a crash.

[0034] It is particularly advantageous if the deformation bodies have connecting elements arranged between the respective foot body and a holding area of ​​the impact body.

[0035] For this purpose, the connecting elements preferably comprise fingers that are firmly connected to the holding area of ​​the impact body. Preferably, the fingers rest against the lower and upper wall elements of the impact body and are connected to the holding areas thereof.

[0036] In addition, for additional support of the impact body, the connecting elements are provided with a support web extending between the fingers, which at least stabilizes the fingers relative to each other.

[0037] In particular, a central opening is provided in the respective connecting element between the support web and the respective foot body, through which the deformation capacity of the support web in the direction of the respective foot body is promoted.

[0038] It is particularly advantageous if the wall element of the impact body facing the vehicle rests against the support web and, in particular, is firmly connected thereto, so that further support for the impact body is created on the connecting elements.

[0039] In order to provide additional support in addition to the existing connections between the impact body and the connecting elements, it is preferably provided that the wall element facing away from the vehicle rests on the fingers, in particular on the end regions of the fingers, and is thus itself supported directly on the fingers.

[0040] In order to enable deformation of the connecting element in the event of a crash, particularly in the area of ​​the fingers, it is preferably provided that the holding areas of the upper and lower wall elements connected to the fingers are decoupled from the wall element facing the vehicle by cutouts, so that the holding areas of the upper and lower wall elements can deform together with the fingers independently of the wall element facing the vehicle in order to absorb as much crash energy as possible in the event of a crash. In particular, it is provided that the connecting elements as a whole are designed to deform in the crash direction in the event of a crash, i.e. the connecting elements do not just deform in individual parts, but the entire connecting elements experience deformation in the crash direction in order to absorb as much crash energy as possible.

[0041] For example, the fingers, with their areas adjacent to the support bar, move towards or away from each other and the support bar moves towards the body of the foot, in particular reducing the extent of the central opening.

[0042] If the crash energy to be absorbed by the connecting elements in the event of a crash is not sufficient, it is preferably provided that additional energy absorption elements which deform in the crash direction in the event of a crash are assigned to the connecting elements of the deformation bodies.

[0043] Such additional energy absorption elements can, for example, not only serve to absorb energy in the event of a crash, but can also be designed to transfer forces transmitted from the attachment element to the impact body to the foot bodies.

[0044] A particularly advantageous design of the additional energy absorption elements which deform in the event of a crash provides that these are bodies which fold together in the direction of the crash, i.e. that they fold together in such a way that the distance between the foot bodies and the impact body is reduced and thus additional energy is absorbed by the additional energy absorption elements.

[0045] For example, the additional energy absorption elements are constructed in such a way that they have a central body and, from this, support elements extending on the one hand to the foot body and on the other hand to the impact body, which deform, for example fold, in the event of a crash.

[0046] Another advantageous solution provides for the additional energy absorption elements to be designed as hollow bodies. The hollow bodies are preferably designed such that they extend around a geometric axis, and such that the geometric axis runs in the crash direction or transversely to the crash direction.

[0047] The above description of solutions according to the invention thus includes in particular the various combinations of features defined by the following numbered embodiments:

[0048] 1. Trailer coupling (30), comprising a trailer element (40), in particular a ball neck (42), and a vehicle connection unit (20) carrying the trailer element (40), which is or can be mounted on a vehicle rear (14), wherein the vehicle connection unit (20) comprises a crash unit (60) which can be mounted under a bumper unit (16) on the vehicle rear (14), which has an impact body (62) extending transversely to a longitudinal center plane (18) coinciding with a vehicle longitudinal center plane (18) and deformation bodies (64) arranged on both sides of the longitudinal center plane (18) and supporting the impact body (62) relative to the vehicle rear (14) and keeping it at a distance from the latter, that the impact body (62) of the crash unit (60) is connected to the trailer element (40), and that the crash unit (60) has all the components required for use of the trailer coupling (30) transfers the forces acting on the trailer element (40) to the rear of the vehicle (14).

[0049] 2. Trailer coupling according to embodiment 1, wherein the crash unit (60) is a crash unit adapted to the vehicle connection unit (20) for trailer operation.

[0050] 3. Trailer coupling according to embodiment 1 or 2, wherein the crash unit (60) is a crash unit (60) designed for the motor vehicle (10) and usable on the motor vehicle (10) without a provided trailer element (40).

[0051] 4. Trailer coupling according to one of the preceding embodiments, wherein a mounting base (70) for mounting the trailer element (40) is held on the impact body (62) of the crash unit (60). 5. Trailer coupling according to one of the preceding embodiments, wherein the impact body (62) is designed as a hollow body.

[0052] 6. Trailer coupling according to one of the preceding embodiments, wherein the mounting base (70) is integrated into the impact body (62).

[0053] 7. Trailer coupling according to one of the preceding embodiments, wherein the impact body (62) has a wall element (82) facing the vehicle and a wall element (88) facing away from the vehicle, and that an upper wall element (84) facing away from the roadway and a lower wall element (86) facing the roadway extend between them.

[0054] 8. Trailer coupling according to embodiment 7, wherein the wall elements (82, 84, 86,88) are firmly connected to one another.

[0055] 9. Trailer coupling according to one of the preceding embodiments, wherein the wall element (82) facing the vehicle and the upper and lower wall elements (84, 86) extending away from it are parts of a U-profile.

[0056] 10. Trailer coupling according to one of the preceding embodiments, wherein the wall element (88) facing away from the vehicle is curved in the direction away from the wall element (82) facing the vehicle.

[0057] 11. Trailer coupling according to one of the preceding embodiments, wherein the mounting base (70) is connected, preferably detachably connected, to the wall element (82) facing the vehicle and to the wall element (88) facing away from the vehicle and in particular also to the upper wall element (84).

[0058] 12. Trailer coupling according to one of the preceding embodiments, wherein the lower, roadway-facing wall element (86) has a cutout (92) for installation of the mounting base (70).

[0059] 13. Trailer coupling according to embodiment 12, wherein the cutout (92) is dimensioned such that assembly of the mounting base (70) with the trailer element (40) previously mounted thereon is possible. 14. Trailer coupling according to one of the preceding embodiments, wherein a bearing unit (72), in particular a pivot bearing unit, for the trailer element (40) is held on the mounting base (70), with which the trailer element (40) can be pivoted from a working position (A) to a rest position (R).

[0060] 15. Trailer coupling according to embodiment 14, wherein the trailer element (40) is at least partially, in particular completely, received in the impact body (62) in the rest position (R).

[0061] 16. Trailer coupling according to one of the preceding embodiments, wherein the lower wall element (88) is provided with a cutout (92) in the central region receiving the mounting base (70), which cutout has an extension such that the mounting unit (70) together with the pivot bearing unit (72) mounted thereon can be inserted between the wall element (82) facing the vehicle and the wall element (88) facing away from the vehicle and can be mounted integrally in the impact body (62), so that in particular the entire mounting base (70) together with the bearing unit (72) lies within the impact body (62).

[0062] 17. Trailer coupling according to embodiment 16, wherein the mounting base (70) extends obliquely both to the wall element (88) facing away from the vehicle and to the wall element (82) facing the vehicle and rests against them with mounting flanges (96, 94).

[0063] 18. Trailer coupling according to embodiment 17, wherein the mounting unit (70) also has a mounting flange (98) which can be placed on the upper wall element (84) and connected thereto.

[0064] 19. Trailer coupling according to one of the preceding embodiments, wherein the mounting base (70) with the bearing unit (72) mounted thereon, together with the trailer element (40) held by the bearing unit (72), can be inserted as a whole into the impact body (70) via a cutout (92) in the lower wall element (86). 20. Trailer coupling according to embodiment 19, wherein the mounting base (70) can be connected to the wall element (82) facing the vehicle by means of a mounting flange (94), to the wall element (88) facing away from the vehicle by means of a mounting flange (96), and to the upper wall element (84) by means of a mounting flange (98).

[0065] 21. Trailer coupling according to one of the preceding embodiments, wherein the mounting base (70) with the mounting flanges (94, 96, 98) is detachably connectable to the wall elements (82, 84, 88).

[0066] 22. Trailer coupling according to one of the preceding embodiments, wherein the mounting base (70) with the mounting flanges (94, 96, 98) can be connected to the wall elements (82, 84, 88) by means of screws.

[0067] 23. Trailer coupling according to one of the preceding embodiments, wherein the mounting base (70) is formed from molded parts (102, 103) made of flat material which are connected to one another and, for example, are arranged one above the other or at a distance from one another.

[0068] 24. Trailer coupling according to one of the preceding embodiments, wherein the mounting base (70') is designed as a solid component which can be connected by edge regions (104, 106, 108) to the wall element (82) facing the vehicle, the wall element (88) facing away from the vehicle and the upper wall element (84).

[0069] 25. Trailer coupling according to one of the preceding embodiments, wherein the respective deformation body (64) is supported on a foot body (66) which can be placed or rests against the rear of the vehicle (14).

[0070] 26. Trailer coupling according to embodiment 25, wherein each of the foot bodies (66) has a flat central region (124). 27. Trailer coupling according to embodiment 25 or 26, wherein the foot bodies (66) can be fixed to the vehicle rear (14) by anchoring elements (116, 118).

[0071] 28. Trailer coupling according to embodiment 27, wherein the foot bodies (66) are provided with anchoring elements (116, 118) engaging a stabilized region of the vehicle rear (14).

[0072] 29. Trailer coupling according to one of the preceding embodiments, wherein the deformation bodies (64) have connecting elements (122) arranged between the respective base body (66) and a holding region (152) of the impact body (62).

[0073] 30. Trailer coupling according to embodiment 29, wherein the connecting elements (122) have fingers (126, 128) fixedly connected to the holding area (152) of the impact body (62).

[0074] 31. Trailer coupling according to embodiment 30, wherein the fingers (126, 128) bear against the lower and upper wall elements (84, 86) of the impact body (62) and are connected to holding regions (152) thereof.

[0075] 32. Trailer coupling according to embodiment 30 or 31, wherein the connecting elements (122) have a support web (142) extending between the fingers (126, 128), and that in particular in the respective connecting element (122) between the support web (142) and the base body (66) a central opening (143) is provided.

[0076] 33. Trailer coupling according to embodiment 32, wherein the wall element (82) of the impact body (62) facing the vehicle rests against the support web (142) and is in particular firmly connected thereto.

[0077] 34. Trailer coupling according to one of embodiments 30 to 33, wherein the wall element (88) facing away from the vehicle rests on the fingers (126, 128). 35. Trailer coupling according to one of embodiments 30 to 34, wherein the holding regions (152) of the upper and lower wall elements (84, 86) connected to the fingers (126, 128) are decoupled from the wall element (82) facing the vehicle by cutouts (154).

[0078] 36. Trailer coupling according to one of the embodiments 29 to 35, wherein the connecting elements (122) are designed to deform in the crash direction (156) in the event of a crash.

[0079] 37. Trailer coupling according to one of embodiments 29 to 36, wherein the connecting elements (122) of the deformation bodies (64) are assigned additional energy absorption elements (162) which deform in the crash direction (156) in the event of a crash.

[0080] 38. Trailer coupling according to embodiment 37, wherein the additional energy absorption elements (162) are designed to absorb forces transmitted from the trailer element (40) to the impact body (62).

[0081] 39. Trailer coupling according to embodiment 37 or 38, wherein the additional energy absorption elements (162) are designed as bodies that fold together in the crash direction (156).

[0082] 40. Trailer coupling according to one of embodiments 37 to 39, wherein the additional energy absorption elements (162, 162'') have a central body (164, 195) and, extending from this, on the one hand to the base body (66) and on the other hand to the impact body (62), support elements (166, 168, 196, 198) which can be folded in the crash direction (156) in the event of a crash.

[0083] 41. Trailer coupling according to one of embodiments 37 to 40, wherein the additional energy absorption elements (162', 162") are designed as hollow bodies (172, 174, 182, 184).

[0084] 42. Trailer coupling according to embodiment 41, wherein the hollow bodies (172, 174, 182, 184) extend around a geometric axis (176, 186) and that the geometric axis (176, 186) runs in the crash direction (156) or transversely to the crash direction (156).

[0085] Further features and advantages of the invention are the subject of the following description and the drawings of some embodiments.

[0086] The drawing shows:

[0087] Fig. 1 is a side view of a motor vehicle with a trailer coupling according to the invention mounted thereon;

[0088] Fig. 2 is a rear view of the motor vehicle according to Fig. 1, provided with the trailer coupling according to the invention;

[0089] Fig. 3 is a perspective view of a vehicle connection unit with a trailer element of a first embodiment of a trailer coupling according to the invention;

[0090] Fig. 4 is a plan view of the trailer coupling according to Fig. 3 from the side of a roadway;

[0091] Fig. 5 is a rear view of the trailer coupling according to Fig. 3;

[0092] Fig. 6 is a plan view in the direction of the roadway of the trailer coupling according to Fig. 3;

[0093] Fig. 7 is a perspective view of a mounting base with a trailer element mounted by means of a pivot bearing unit;

[0094] Fig. 8 is a detailed view of a first version of the mounting base of the trailer coupling according to the invention;

[0095] Fig. 9 shows a representation of a second version of the trailer coupling according to the invention; Fig. 10 shows a side view of the trailer coupling with the deformation bodies each designed in the form of a connecting element;

[0096] Fig. 11 is an enlarged perspective view of the deformation body according to Fig. 10 facing an observer;

[0097] Fig. 12 shows a section along line 12-12 in Fig. 11 before a crash;

[0098] Fig. 13 is a section along line 12-12 in Fig. 11 after a crash;

[0099] Fig. 14 is a representation of a second embodiment of a trailer coupling according to the invention with a deformation body comprising a connecting element and an additional energy absorption element;

[0100] Fig. 15 is an enlarged perspective view from the top left of the deformation body according to Fig. 14;

[0101] Fig. 16 is a sole representation of the additional energy absorption element of the deformation body of the second embodiment according to Fig. 14.

[0102] Fig. 17 is a sole representation of the additional energy absorption element of the deformation body of the second embodiment when viewed in the direction of arrow X in Fig. 16;

[0103] Fig. 18 shows a first variant of an additional energy absorption element according to the invention, shown as part of the deformation element in connection with the connecting element;

[0104] Fig. 19 shows a sole representation of the first variant of the additional energy absorption element according to Fig. 18; Fig. 20 shows a second variant of the additional energy absorption element, shown as part of the deformation element in conjunction with the respective connecting element;

[0105] Fig. 21 is a sole illustration of the second variant of the additional energy absorption element according to Fig. 20;

[0106] Fig. 22 shows a representation of a third variant of the additional energy absorption element as part of the deformation element in connection with the connecting element and

[0107] Fig. 23 is a sole representation of the third variant of the additional energy absorption element according to Fig. 22.

[0108] The invention relates to a motor vehicle 10 having a vehicle body 12 which carries a bumper unit designated as a whole by 16 at a vehicle rear 14 (Fig. 1).

[0109] Concealed by the bumper unit 16, a vehicle connection unit, designated as a whole by 20, is arranged on the vehicle rear 14, which is part of a trailer coupling, designated as a whole by 30, which, in addition to the vehicle connection unit 20, carries a trailer unit 40, in particular designed as a ball neck 42, which extends from a first end 44, which is connected to the vehicle connection unit 20, to a second end 46, which carries a coupling element 48, for example designed as a coupling ball.

[0110] As shown in Fig. 2, in an advantageous embodiment it is provided that the trailer element 40 can be moved from a working position A, in which the coupling element 48 is arranged essentially symmetrically to a longitudinal center plane 18 of the trailer coupling 30 coinciding with the vehicle's longitudinal center plane, under a lower edge 52 of the bumper unit 16 facing the roadway into a rest position R, in which the trailer element 40 with the coupling element 48 is concealed by the bumper unit 16 in a rest position R. This is done, for example, by a pivoting movement about a pivot axis which is not visible in Figs. 1 and 2 but can be seen, for example, in Fig. 4.

[0111] Furthermore, as shown in Fig. 2, it is provided that the vehicle connection unit 20 extends on both sides of the longitudinal center plane 18, concealed by the bumper unit 16.

[0112] As shown in Figs. 3 to 5, the vehicle binding unit 20 is designed as a crash unit 60 which has an impact body 62 extending transversely to the longitudinal center plane 18, which is supported on the vehicle rear 14 by deformation bodies 64 arranged between the impact body 62 and the vehicle rear 14, which in turn can be applied or rest against the vehicle rear 14 by means of foot bodies 66 and can be connected or are connected to the vehicle rear 14.

[0113] In the solution according to the invention, both the impact body 62 and the deformation bodies 64 and the foot bodies 66 are each designed such that they not only transmit the forces intended for the motor vehicle 10 to the vehicle rear 14 in the event of a crash and absorb at least part of the crash energy in the area of ​​the deformation bodies 64, but are also designed such that they are able to absorb the forces occurring from the trailer element 40 during operation of a trailer or a load or bicycle carrier and transmit them to the vehicle rear 14.

[0114] For this purpose, in the illustrated embodiment, the impact body 62 is designed as a hollow body in which a mounting base designated 70 is arranged, on which the suspension element 40 is mounted by means of a bearing unit designated as a whole by 72, which is designed, for example, as a pivot bearing unit, by means of which the suspension element 40 is pivotally mounted about, for example, a pivot axis 74, in order to move the suspension element 40 from the working position A, in which the suspension element 40 is shown in solid lines, into the rest position R, which is shown in dashed lines in Fig. 4.The bearing unit 72 comprises, in particular, on the one hand, a locking unit for fixing the suspension element 40 in the working position A and the rest position R, and, on the other hand, for example, also a particularly electric pivot drive with which the pivoting movement of the suspension element 40 from the working position A into the rest position R and vice versa can be carried out.

[0115] As shown in Figs. 3 to 6, the impact body 62 is formed by a wall element 82 facing the vehicle, from which an upper wall element 84 facing away from the roadway and a lower wall element 86 facing the roadway extend in the direction of a wall element 88 facing away from the vehicle.

[0116] For example, the wall element 82 facing the vehicle as well as the upper wall element 84 and the lower wall element 86 are formed by a U-profile, for example a deep-drawn part or an extruded profile, the middle leg of which forms the wall element 82 facing the vehicle and the side legs of which form the upper wall element 84 and the lower wall element 86, wherein the upper wall element 84 and the lower wall element 86 then each extend to the wall element 88 facing away from the vehicle and are firmly connected to it.

[0117] In this case, for example, the wall element 88 facing away from the vehicle is formed from a flat material which is welded at least in sections to the upper wall element 84 and the lower wall element 86 over their extension transversely to the longitudinal center plane 18.

[0118] Furthermore, for example, the wall element 88 facing away from the vehicle is curved in the direction away from the wall element 82 facing the vehicle, so that in the area of ​​the mounting base 70 there is sufficient space to accommodate the same between the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle.

[0119] Furthermore, the lower wall element 86 is provided with a cutout 92 in the central area receiving the mounting base 70, which cutout has an extension such that the mounting base 70 together with the pivot bearing unit 72 mounted thereon can be inserted between the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle and can thus be mounted integrated in the impact body 62, so that in particular the entire mounting base 70 together with the bearing unit 72 lies within the impact body 62.

[0120] For suitable alignment of the bearing unit 72 and thus the pivot axis 74, the mounting base 70 runs obliquely both to the wall element 82 facing the vehicle and to the wall element 88 facing away from the vehicle and rests against them with mounting flanges 94 and 96, respectively.

[0121] In addition, as shown in Fig. 7, the mounting unit 70 also has a mounting flange 98 which can be placed on the upper wall element 84 and connected thereto.

[0122] Thus, the mounting base 70 with the bearing unit 72 mounted thereon, together with the attachment element 40 held by the bearing unit 72, as shown in Fig. 7, can be inserted as a whole into the impact body 70 via a cutout 92 in the lower wall element 86 and can be connected to the mounting flange 94 with the wall element 82 facing the vehicle, to the mounting flange 96 with the wall element 88 facing away from the vehicle and to the mounting flange 98 with the upper wall element 84, in particular can be detachably connected, for example by means of screws, so that a simplified possibility for the integration and assembly of the mounting body 70 together with the bearing unit 72 and the attachment element 40 is available.

[0123] For this purpose, as shown in Fig. 8, the mounting base 70 is preferably formed from molded parts 102 and 103 made of flat material which are connected to one another and, for example, lie one above the other or are arranged at a distance from one another, which allow a high degree of flexibility in the shaping of the mounting base 70.

[0124] Alternatively, as shown in Fig. 9, the mounting base 70' can also be designed as a solid component which can be connected by edge regions 104, 106 and 108 to the wall element 82 facing the vehicle, the wall element 88 facing away from the vehicle and the upper wall element 84.

[0125] In order to improve the rigidity of the impact body 62 designed as a hollow body, in particular in the region of the cutout 92, the wall element 88 facing away from the vehicle is preferably provided with a stiffening rib 112 which is arranged, for example, on a side of the wall element 88 facing away from the vehicle and is connected to it.

[0126] Furthermore, the upper wall element 84 is preferably provided with a cutout 114, which improves accessibility to the mounting base 70 and, for example, forms a free space into which the attachment element 40 can engage in the rest position R, if necessary only partially.

[0127] In order to fix the foot bodies 66 to the vehicle rear 14, these can preferably be mounted by means of anchoring elements 116 engaging in the vehicle rear 14.

[0128] If necessary, additional anchoring elements 118 that can be fixed in the rear of the vehicle are provided, as shown in Fig. 6.

[0129] As shown in Figs. 10 and 11, each of the deformation elements 64 comprises a deformable connecting element 122 which is held on the one hand on the foot body 66 and preferably extends transversely, in particular approximately perpendicularly, to a planar central region 124 of the foot body 66, in the direction of the impact body 62 up to the latter.

[0130] The connecting element 122 has two fingers 126, 128 for connection to the impact body 62, wherein the finger 126 rests on the upper wall element 84 and the finger 128 rests on the lower wall element 86 and is connected thereto.

[0131] Furthermore, the fingers 126 and 128 extend to the wall element 88 facing away from the vehicle and rest against it with an end region 132 and 134, respectively, so that the wall element 88 facing away from the vehicle is directly supported by the fingers 126, 128.

[0132] For example, the wall element 88 facing away from the vehicle also has projections 136 and 138, which are thus supported directly on the end regions 132 and 134 of the fingers 126, 128.

[0133] Furthermore, the connecting element 122 also comprises a support web 142 extending between the fingers 126 and 128, which rests against the wall element 82 of the impact body 62 facing the vehicle and thereby supports it.

[0134] Between the support web 142 and the foot body 66, a central opening 143 is preferably provided in the connecting element 122, through which the support web 142 has the possibility of moving deformingly in the direction of the foot body 66 in the event of a crash.

[0135] To stabilize the connecting elements 122 relative to the base body 66, the base bodies 66 have deformed regions 144 and 146 which extend in the same direction as the respective connecting element 122, but transversely thereto, and which receive the connecting element 122 between them in its region extending approximately to the support web 142 and thereby stabilize it.

[0136] Preferably, each of the connecting elements 122 is thus firmly connected to the corresponding base body 66 on the one hand to the planar central region 124 and on the other hand to the deformed regions 144 and 146.

[0137] Through this connection of the foot body 66 with the respective connecting element 122 and its connection to the impact body 62, the unit consisting of the impact body 62 and the deformation bodies 64 is thus able to transmit forces acting transversely and parallel to the impact body 62 onto the latter by the attachment element 40 to the foot bodies 66, wherein these forces are then in turn also introduced into the vehicle rear 14 by the foot bodies 66. (Fig. 12) In order to facilitate deformation of the connecting body 122 in the event of a crash, the holding areas 152 of the upper wall element 84 and the lower wall element 86, which are connected to the fingers 126 and 128, are exposed by a cutout 154 relative to the wall element 82 facing the vehicle, so that in the event of a crash, it is possiblethat the fingers 126 and 128 of the connecting element 122, together with the holding regions 152 of the impact body 62, move toward each other, and furthermore, the support web 142, acted upon by the wall region 82 of the impact body 62 facing the vehicle, moves in the direction of the base body 66, reducing the central opening 143, so that the entire connecting element 122, by the fingers 126, 128 moving toward each other and the support web 142 moving toward the base body 66 in conjunction with a deformation of the impact body 62 in the holding regions 152, enables a movement of the impact body 62 in a crash direction 156, i.e., in the direction of the base body 66, and absorbs energy due to the resulting deformations. (Fig. 13),

[0138] Depending on the respective specifications for the energy to be absorbed by the deformation bodies 64 during a crash, the connecting elements 122 are sometimes not able to absorb sufficiently high energies through deformation.

[0139] For this reason, in a second embodiment, the connecting elements 122, as shown in Figs. 14, 15 and 16, are also provided with additional energy absorption elements 162, which are effective between the impact body 62 and the respective foot body 66 in the region of the connecting elements 122.

[0140] Such an additional energy absorption element 162 is shown in Figs. 14 to 17, and this comprises a central body 164, from which, on the one hand, support elements 166 extend to the central region 124 of the respective foot body 66 and, on the other hand, support elements 168 extend to the wall element 82 facing the vehicle, so that when the wall element 82 of the impact body 62 facing the vehicle moves in the direction of the respective foot body 66, the support elements 168 and 166 deform and thus absorb additional energy when the wall element 82 facing the vehicle moves in the crash direction 156, that is to say in the direction of the foot body 66.

[0141] A first variant of an additional energy absorption element 162' according to the invention is, as shown in Figs. 18 and 19, formed by two elements 172 and 174 which are designed as half-shells similar to a geometric axis 176 and are arranged on either side of the connecting element 122, which are supported on the one hand in the central region 124 of the respective base body 66 and on the other hand on the vehicle-facing wall element 82 of the impact body 62 and extend between them with a cross-section which varies in planes perpendicular to the geometric axis 176, so that these elements 172 and 174 can be folded together in the crash direction 156 approximately parallel to the geometric axis 176 when the vehicle-facing wall element 82 acts on them due to the cross-sectional variation in order to absorb energy.

[0142] Preferably, these elements 172 and 174 are also firmly connected to the connecting element 122 located between them and thus also represent an additional stabilization of the connecting element 122 between the respective foot body 66 and the support web 142.

[0143] In a second variant of an additional energy absorption element 162", shown in Figs. 20 and 21, bodies 182 and 184 are arranged on both sides of the connecting element 122, each extending in a tube-like manner around a geometric axis 186, which on the one hand bear against the central region 124 of the respective base body 66 and on the other hand support the impact body 62, likewise on both sides of the connecting element 122 in the region of its wall element 82 facing the vehicle.

[0144] The tube-like bodies 182 and 184 extend with their geometric axes 186 parallel to the central region 124 of the respective base body 66 and parallel to the surface area of ​​the connecting element 122, so that in the event of a crash, the deformation of the tubular bodies 182 and 184 in the crash direction 156 can occur transversely to their geometric axes 186. In a third variant of an additional energy absorption element 162'', shown in Fig.22 and 23, C-shaped or clamp-like elements 192, 194 are arranged on both sides of the connecting element 122, which are designed such that they are supported by a plurality of foot elements 196 arranged on a central body 195 on the central region 124 of the respective foot body 66, specifically on opposite sides of the respective connecting element 122, and also by one or more foot elements 198 arranged on the central body 195 on the wall element 82 of the impact body 62 facing the vehicle.

[0145] In this case, the energy absorption element 162'", with the elements 192 and 194, extends from the central region 124 of the respective base body 66 to the wall element 82 facing the vehicle and is thus able to absorb energy by folding in the crash direction 156.

Claims

PATENT CLAIMS Trailer coupling (30), comprising a trailer element (40), in particular a ball neck (42), and a vehicle connection unit (20) carrying the trailer element (40), which is or can be mounted on a vehicle rear (14), characterized in that the vehicle connection unit (20) comprises a crash unit (60) mountable under a bumper unit (16) on the vehicle rear (14), which has an impact body (62) extending transversely to a longitudinal center plane (18) coinciding with a vehicle longitudinal center plane (18) and deformation bodies (64) arranged on both sides of the longitudinal center plane (18) and supporting the impact body (62) relative to the vehicle rear (14) and keeping it at a distance from it,that the impact body (62) of the crash unit (60) is connected to the trailer element (40), and that the crash unit (60) transmits all forces acting on the trailer element (40) when the trailer coupling (30) is used to the rear of the vehicle (14). Trailer coupling according to claim 1, characterized in that the crash unit (60) is a crash unit adapted to the vehicle connection unit (20) for trailer operation. Trailer coupling according to claim 1 or 2, characterized in that the crash unit (60) is a crash unit (60) designed for the motor vehicle (10) and usable on the motor vehicle (10) without a provided trailer element (40). Trailer coupling according to one of the preceding claims, characterized in that a mounting base (70) for mounting the trailer element (40) is held on the impact body (62) of the crash unit (60). Trailer coupling according to one of the preceding claims, characterized in that the impact body (62) is designed as a hollow body. Trailer coupling according to one of the preceding claims, characterized in that the mounting base (70) is integrated into the impact body (62). Trailer coupling according to one of the preceding claims, characterized in that the impact body (62) has a wall element (82) facing the vehicle and a wall element (88) facing away from the vehicle, and that an upper wall element (84) facing away from the roadway and a lower wall element (86) facing the roadway extend between them. Trailer coupling according to claim 7, characterized in that the wall elements (82, 84, 86, 88) are firmly connected to one another. Trailer coupling according to one of the preceding claims, characterized in that the wall element (82) facing the vehicle and the upper and lower wall elements (84, 86) extending away from it are parts of a U-profile.Trailer coupling according to one of the preceding claims, characterized in that the wall element (88) facing away from the vehicle is curved in the direction away from the wall element (82) facing the vehicle. Trailer coupling according to one of the preceding claims, characterized in that the mounting base (70) is connected, preferably detachably connected, to the wall element (82) facing the vehicle and to the wall element (88) facing away from the vehicle, and in particular also to the upper wall element (84). Trailer coupling according to one of the preceding claims, characterized in that the lower, roadway-facing wall element (86) has a cutout (92) for installing the mounting base (70). Trailer coupling according to claim 12, characterized in that the cutout (92) is dimensioned such that installation of the mounting base (70) with the trailer element (40) previously mounted thereon is possible. Trailer coupling according to one of the preceding claims, characterized in that a bearing unit (72), in particular a pivot bearing unit, for the trailer element (40) is held on the mounting base (70), with which the trailer element (40) can be pivoted from an operating position (A) into a rest position (R). Trailer coupling according to claim 14, characterized in that the trailer element (40) is at least partially, in particular completely, received in the impact body (62) in the rest position (R).Trailer coupling according to one of the preceding claims, characterized in that the lower wall element (88) is provided with a cutout (92) in the central region receiving the mounting base (70), which cutout has an extension such that the mounting unit (70), together with the pivot bearing unit (72) mounted thereon, can be inserted between the wall element (82) facing the vehicle and the wall element (88) facing away from the vehicle and can be mounted integrally in the impact body (62), so that in particular the entire mounting base (70) together with the bearing unit (72) lies within the impact body (62). Trailer coupling according to claim 16, characterized in that the mounting base (70) extends obliquely both to the wall element (88) facing away from the vehicle and to the wall element (82) facing the vehicle and rests against them with mounting flanges (96, 94). Trailer coupling according to claim 17, characterized in that the mounting unit (70) also has a mounting flange (98) which can be placed on and connected to the upper wall element (84). Trailer coupling according to one of the preceding claims, characterized in that the mounting base (70) with the bearing unit (72) mounted thereon, together with the trailer element (40) held by the bearing unit (72), can be inserted as a whole into the impact body (70) via a cutout (92) in the lower wall element (86). Trailer coupling according to claim 19, characterized in that the mounting base (70) can be connected to the wall element (82) facing the vehicle by means of a mounting flange (94), to the wall element (88) facing away from the vehicle by means of a mounting flange (96), and to the upper wall element (84) by means of a mounting flange (98).Trailer coupling according to one of the preceding claims, characterized in that the mounting base (70) with the mounting flanges (94, 96, 98) can be detachably connected to the wall elements (82, 84, 88). Trailer coupling according to one of the preceding claims, characterized in that the mounting base (70) with the mounting flanges (94, 96, 98) can be connected to the wall elements (82, 84, 88) by means of screws. Trailer coupling according to one of the preceding claims, characterized in that the mounting base (70) is formed from molded parts (102, 103) made of flat material that are connected to one another and, for example, arranged one above the other or at a distance from one another. Trailer coupling according to one of the preceding claims, characterized in that the mounting base (70') is designed as a solid component which can be connected by edge regions (104, 106, 108) to the wall element (82) facing the vehicle, the wall element (88) facing away from the vehicle, and the upper wall element (84). Trailer coupling according to one of the preceding claims, characterized in that the respective deformation body (64) is supported on a foot body (66) which can be placed or rests against the vehicle rear (14). Trailer coupling according to claim 25, characterized in that each of the foot bodies (66) has a flat central region (124). Trailer coupling according to claim 25 or 26, characterized in that the foot bodies (66) can be fixed to the vehicle rear (14) by anchoring elements (116, 118).Trailer coupling according to claim 27, characterized in that the foot bodies (66) are provided with anchoring elements (116, 118) engaging a stabilized region of the vehicle rear (14). Trailer coupling according to one of the preceding claims, characterized in that the deformation bodies (64) have connecting elements (122) arranged between the respective foot body (66) and a holding region (152) of the impact body (62). Trailer coupling according to claim 29, characterized in that the connecting elements (122) have fingers (126, 128) firmly connected to the holding region (152) of the impact body (62). Trailer coupling according to claim 30, characterized in that the fingers (126, 128) bear against the lower and upper wall elements (84, 86) of the impact body (62) and are connected to holding regions (152) thereof. Trailer coupling according to claim 30 or 31, characterized in that the connecting elements (122) have a support web (142) extending between the fingers (126, 128), and that a central opening (143) is provided, in particular in the respective connecting element (122), between the support web (142) and the base body (66). Trailer coupling according to claim 32, characterized in that the wall element (82) of the impact body (62) facing the vehicle bears against the support web (142) and is, in particular, firmly connected thereto. Trailer coupling according to one of claims 30 to 33, characterized in that the wall element (88) facing away from the vehicle rests on the fingers (126, 128).Trailer coupling according to one of claims 30 to 34, characterized in that the holding regions (152) of the upper and lower wall elements (84, 86) connected to the fingers (126, 128) are decoupled from the wall element (82) facing the vehicle by cutouts (154). Trailer coupling according to one of claims 29 to 35, characterized in that the connecting elements (122) are designed to deform in the crash direction (156) in the event of a crash. Trailer coupling according to one of claims 29 to 36, characterized in that the connecting elements (122) of the deformation bodies (64) are assigned additional energy absorption elements (162) that deform in the crash direction (156) in the event of a crash. Trailer coupling according to claim 37, characterized in that the additional energy absorption elements (162) are designed to absorb forces transmitted from the trailer element (40) to the impact body (62). Trailer coupling according to claim 37 or 38, characterized in that the additional energy absorption elements (162) are designed as bodies that fold together in the crash direction (156). Trailer coupling according to one of claims 37 to 39, characterized in that the additional energy absorption elements (162, 162"') have a central body (164, 195) and, starting from this, support elements (166, 168, 196, 198) extending on the one hand to the base body (66) and on the other hand to the impact body (62) and foldable in the crash direction (156) in the event of a crash. Trailer coupling according to one of claims 37 to 40, characterized in that the additional energy absorption elements (162', 162") are designed as hollow bodies (172, 174, 182, 184).Trailer coupling according to claim 41, characterized in that the hollow bodies (172, 174, 182, 184) extend around a geometric axis (176, 186) and that the geometric axis (176, 186) runs in the crash direction (156) or transversely to the crash direction (156).

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