Vehicle attachment unit

Abstract

In order to form a vehicle attachment unit which can be mounted, or is mounted, on a vehicle rear in such a way that it can also be used without a trailer element at the rear of the vehicle, it is proposed according to the invention that the vehicle attachment unit comprises a crash unit that can be mounted on the vehicle rear under a bumper unit and has an impact body extending transversely to a longitudinal centre plane that coincides with a vehicle longitudinal centre plane when mounted on the rear of the vehicle, and has mounting bodies arranged on both sides of the longitudinal centre plane and supporting the impact body relative to the rear of the vehicle while holding it at a distance therefrom, and that the crash unit is designed for the motor vehicle and meets its crash requirements on the motor vehicle without a provided trailer element.

Description

[0001] VEHICLE CONNECTION UNIT

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

[0003] Such vehicle connection units are known from the prior art, wherein the vehicle connection units are designed exclusively for receiving or mounting a trailer element.

[0004] The invention is therefore based on the object of designing such a vehicle connection unit in such a way that it can be used usefully at the rear of the vehicle even without a trailer element.

[0005] This object is achieved according to the invention in a vehicle connection unit 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 which, when mounted on the rear of the vehicle, coincides with a vehicle longitudinal center plane and has mounting bodies 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, and in that the crash unit is designed for the motor vehicle and fulfils these crash requirements on the motor vehicle without a provided trailer element.

[0006] In particular, the crash unit is designed to meet the energy absorption properties required for the safety requirements of the respective motor vehicle.

[0007] The advantage of the solution according to the invention is that it makes it possible, on the one hand, to meet the crash requirements for a motor vehicle and, on the other hand, to install a towing element without replacing the crash unit. This allows such a vehicle connection unit to be installed as a standard crash unit in a motor vehicle type, for example, and the question of whether or not the vehicle is then equipped with a towing element simply requires the towing element to be mounted on this vehicle connection unit.

[0008] It is particularly useful if the crash unit of the vehicle connection unit is adapted to transmit the forces occurring when a trailer element is mounted into the rear of the vehicle.

[0009] This means that the crash unit not only serves to meet the crash requirements for the respective vehicle without a trailer element, but is also designed in such a way that it is able to transfer the forces occurring when a trailer element is mounted into the rear of the vehicle and thus, in this case in particular, to meet the requirements placed on a trailer coupling with such a vehicle connection unit with a trailer element.

[0010] It is particularly advantageous if the impact body of the crash unit can be connected to the trailer element and if the crash unit, when the trailer element is connected to it, transfers all forces acting on the trailer element when the trailer coupling is used to the rear of the vehicle.

[0011] No further details were given in this context regarding the design of the impact body.

[0012] An advantageous solution is that the impact body is designed as a hollow body.

[0013] In principle, the impact body could be designed as a hollow body.

[0014] However, it is particularly advantageous, especially to achieve the necessary torsional and impact resistance, if the impact body has a cross-section that differs from a round or oval one. For example, the impact body could have a triangular or polygonal cross-section.

[0015] An advantageous solution provides 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 and that the wall elements are firmly connected to one another.

[0016] Preferably, at least some of the wall elements are connected to one another by a welded joint, wherein the welded joint not only contributes to the connection of the wall elements, but also to the torsional strength and bending strength of the impact body.

[0017] If necessary, wall elements can also merge into one another by bending.

[0018] However, it is also conceivable to connect all wall elements together using a welded joint.

[0019] A further advantageous embodiment provides that the impact body is provided with a stiffener in a central area.

[0020] In particular, the impact body is provided with a stiffener in a central area at least in the area of ​​the wall element facing the vehicle or the wall element facing away from the vehicle or both wall elements, since the central area is exposed to the greatest forces that are to be transmitted from the impact body to the rear of the vehicle in the case of a mounted trailer element.

[0021] To save weight in the area of ​​the impact body, it is preferably provided that the impact body is provided with cutouts on the sides of the central area to reduce its weight. Such cutouts in the impact body can be provided in one or more of the wall elements, preferably in each of the wall elements.

[0022] In order to avoid the torsional and bending strength of the impact body suffering significantly due to the cutouts, it is preferably provided that the cutouts have an extension in a transverse direction of the impact body which is at most 1.5 times their extension transverse to the transverse direction, in particular the extension in a substantially vertical height direction or a substantially horizontal direction.

[0023] A substantially vertical height direction is a direction that forms a maximum angle of + / - 20° with the vertical, and a substantially horizontal direction forms an angle of + / - 20° with the horizontal.

[0024] Furthermore, when providing cutouts, it is expediently provided that in the transverse direction between the cutouts there are wall regions of the impact body whose extension in the transverse direction is at least 0.5 times the extension of the cutouts.

[0025] Such sufficiently wide wall areas or crossbars ensure the torsional and bending strength of the impact body.

[0026] In particular, it is necessary that in all wall elements in which the above-mentioned cutouts are located, the above-mentioned wall areas between the cutouts are also present.

[0027] It is particularly advantageous if the wall areas lying in the transverse direction between the cutouts run at least partially transverse to the transverse direction and thus contribute to the tensile and shear stiffness of the respective wall element, particularly in the area of ​​the wall elements.

[0028] Furthermore, it is preferably provided that the cutouts have an outer contour with a substantially round and / or oval basic shape. Such a basic shape of the recess allows for the avoidance of stresses building up in the edge areas of the cutouts.

[0029] Alternatively, it is also provided that the cutouts have an outer contour with a triangular shape as a basic shape, in particular with rounded corner areas, wherein such triangular cutouts have the advantage that the wall areas lying between them can be arranged in such a way that they extend in particular obliquely to the transverse direction, that is to say both in the transverse direction and in the height direction or width direction, and thus also improve the tensile and shear stiffness of the individual wall elements.

[0030] In particular, the rounded corner areas serve to avoid stress peaks in the corner areas.

[0031] In the embodiments described so far, the cutouts serve, in particular, to save weight. This is particularly relevant when the walls of the hollow body forming the impact area have a relatively thick sheet material, for example, 4 mm or more with a tensile strength of 400 MPascals or less. In this case, the cutouts allow weight savings with insignificant losses in torsional and flexural strength.

[0032] Another advantageous solution provides that the cutouts have raised edge areas relative to the wall areas surrounding them.

[0033] Raising the edge areas of cutouts in this way makes it possible to significantly improve the torsional and flexural rigidity of the impact body and thus also of the individual wall elements, making it possible to reduce the material thickness of the wall elements if necessary, for example, to less than 5 mm, or even better, 4 mm or less. In this case, the tensile strength of the sheet material can be between 400 MPascal and 800 MPascal.

[0034] In particular, it is provided that the edge areas run closed around the cutouts and thus have the stabilizing effect of a closed ring body running around the cutouts.

[0035] It is particularly advantageous if the raised edge regions have a height transverse to the wall regions surrounding them which corresponds to at least twice the thickness of the surrounding wall regions, so that the wall regions, which in particular are closed all around, bring about an increased torsional and twisting strength of the respective wall element.

[0036] In order to increase the stability of the wall elements, it is preferably provided that at least some of the wall elements have increased rigidity against deformations by forming, in particular forming starting from a flat material.

[0037] In the simplest case, such a forming process can consist of providing the respective wall element with curves or bends that can extend in a wide variety of directions.

[0038] It is particularly advantageous if at least one of the wall elements has a curvature running transversely to the transverse direction.

[0039] Such a curvature can, for example, be a curvature or a bend with a bending line transverse to the transverse direction or in the transverse direction.

[0040] An advantageous solution provides that at least two wall elements are formed as a one-piece part by means of a forming process.

[0041] For example, in this case, the bending line of the forming process can extend in the transverse direction. However, it is also conceivable to further stabilize the bending line in sections by forming a process that runs transversely to it.

[0042] An advantageous embodiment provides that at least one of the wall elements and the wall element adjoining it are parts of a profile body, for example an angle or U-profile.

[0043] A particularly advantageous solution provides that at least one of the wall elements has an embossed bead.

[0044] Such an embossed bead can provide stability in a variety of directions depending on its orientation.

[0045] Thus, an advantageous solution provides that at least one of the wall elements or the elements facing the vehicle and the elements facing away from the vehicle have an embossed bead that extends in the transverse direction in order to be able to optimally transmit tensile and compressive forces towards the rear of the vehicle or away from the rear of the vehicle to the mounting bodies.

[0046] Another advantageous solution provides that, additionally or alternatively, at least one of the wall elements has embossed beads arranged successively in the transverse direction of the impact body, which in particular improve the torsional and deflection stiffness of the impact body.

[0047] Such beads preferably run inclined to the transverse direction.

[0048] All beads can run in the same direction, inclined to the transverse direction.

[0049] Alternatively, an advantageous solution provides for consecutive beads to run transversely to one another in the transverse direction, thus arranging the beads in the transverse direction in a zigzag pattern. This arrangement of beads allows for improved deflection resistance of the wall elements.

[0050] In particular, the provision of beads allows the use of high-strength sheet material, for example with a tensile strength of 800 MPascal or more, with a thickness of 3 mm or less, and thus reduces the weight of the vehicle connection unit.

[0051] No further details have been provided so far regarding the connection of the wall elements themselves.

[0052] An advantageous solution provides that in the area of ​​a connection between two of the wall elements, at least one of the wall elements projects over the other of the wall elements with a web area.

[0053] Such a solution has the advantage that the web area contributes to a further advantageous stiffening of the respective wall element forming the web area, since its extension in the direction in which the web area projects beyond the other wall element increases the extension of the wall element.

[0054] It is even more advantageous if the web area also has a bend and thus the bend, especially if it runs transversely to the extension of the web area, enables additional stiffening transversely to the extension of the web area.

[0055] No further details have been provided so far regarding the connection between two adjacent wall elements.

[0056] In principle, the wall elements can be connected using a conventional weld seam.

[0057] To minimize the impact on the material properties, a laser weld seam is preferably used to connect two adjacent wall elements. The laser weld seam can be a continuous or intermittent weld seam.

[0058] Furthermore, a further advantageous solution provides that when two adjacent wall elements are connected, they form a plug-in connection.

[0059] Such a plug-in connection means that sections of the wall elements interlock.

[0060] In particular, to form the plug connection, it is provided that one of the wall elements has a recess into which the other of the wall elements engages with a projection adapted to it.

[0061] Furthermore, it is preferably provided that the wall elements are welded to one another at least in the area of ​​the plug connection, so that a permanently stable and, in particular, break-proof connection of the wall elements is ensured even in the event of changing forces acting on the impact body.

[0062] No further details were given regarding the course of the wall elements forming the impact body.

[0063] An advantageous solution provides that at least one of the wall elements has a course that deviates from a course in one plane, so that the impact body has a varying cross-section.

[0064] In particular, it is provided that the wall element facing away from the vehicle is curved in the direction away from the wall element facing the vehicle, so that the impact body has a varying cross-section, at least with regard to the distance between the wall element facing the vehicle and the wall element facing away from the vehicle. No further details have been provided regarding the installation of the towing element in connection with the previous explanation of the individual embodiments of the solution according to the invention.

[0065] An advantageous solution provides that a mounting base for mounting the trailer element can be mounted on the impact body of the crash unit.

[0066] 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.

[0067] 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.

[0068] For example, it would be conceivable for the mounting base to be mounted on the outside of the impact body.

[0069] It is particularly advantageous if the mounting base can be mounted integrated into the impact body, so that the spatial volume of the impact body can be selected as large as possible and then used to mount the mounting base in the impact body.

[0070] In particular, it is provided that the mounting base is connected, preferably detachably connectable, to the wall element facing the vehicle and the wall element facing away from the vehicle and in particular also to the upper wall element.

[0071] Furthermore, it is preferably provided that the lower wall element facing the roadway has a cutout for installing the mounting base, so that the mounting base can be easily retrofitted and integrated into the impact body. Preferably, the cutout is dimensioned such that the mounting base can be installed with the towing element pre-mounted thereon, so that the entire unit comprising the mounting base and towing element can be installed in the impact body in a single step.

[0072] It is particularly advantageous if a bearing unit for the trailer element, 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 into a rest position.

[0073] In particular, even in this case, the cutout is dimensioned such that the mounting base together with the bearing unit, in particular the pivot bearing unit for the towing element, can be mounted through the cutout, so that the bearing unit can be mounted on the mounting base in advance and the bearing unit connected to the mounting base and the towing element connected to the bearing unit can then be mounted in the impact body.

[0074] This means that the entire mounting base, including the bearing unit, is later located in the impact body and is enclosed by it.

[0075] A further advantageous solution provides that the trailer element is at least partially, in particular completely, accommodated in the impact body in the rest position.

[0076] This allows the impact body to be made as voluminous as possible to improve its rigidity and thus be used in particular to accommodate not only the mounting base with the bearing unit, but also that part of the towing element connected to the bearing unit in the working position and also the towing element at least partially, in particular completely, in the rest position. This solution has the great advantage that the entire space between the vehicle rear and the bumper unit is available for arranging and forming the shape of the impact body, since the subsequent assembly of the mounting element together with the bearing unit and the towing element in the working position and also in the rest position does not require any additional space between the vehicle rear and the bumper unit, but simply utilizes the space available for this purpose within the impact body.

[0077] It is particularly advantageous in this case if the lower wall element is provided with a cutout in the central area receiving the mounting base, which cutout has an extension such that the mounting unit together with the pivot bearing unit mounted thereon can be inserted between the wall element facing the vehicle and the wall element facing away from the vehicle and can be mounted integrated into the impact body, so that in particular the entire mounting base together with the bearing unit lies within the impact body.

[0078] It is particularly advantageous if the mounting base runs diagonally to both the wall element facing away from the vehicle and the wall element facing the vehicle and is attached to these with mounting flanges.

[0079] In particular, it is provided that the mounting unit also has a mounting flange which can be placed on the upper wall element and connected to it.

[0080] In particular, it is expediently provided that the mounting base with the bearing unit mounted thereon, together with the attachment element held by the bearing unit, can be inserted as a whole into the impact body via a cutout in the lower wall element.

[0081] Furthermore, it is expedient if the mounting base can be connected to the wall element facing the vehicle with a mounting flange, to the wall element facing away from the vehicle with a mounting flange, and to the upper wall element with a mounting flange. It is particularly advantageous if the mounting base can be detachably connected to the wall elements using the mounting flanges.

[0082] In particular, the mounting base can be conveniently connected to the wall elements by means of screws using the mounting flanges, so that the mounting base can be easily inserted into the impact body and / or removed if necessary when the vehicle connection unit is already installed.

[0083] Regarding the design of the mounting base, no further details have been given so far.

[0084] A suitable solution provides that the mounting base is formed from molded parts connected to one another and arranged, for example, one above the other or at a distance from one another as a flat material.

[0085] An alternative solution provides that the mounting base is designed as a solid component, which can be connected with edge areas to the wall element facing the vehicle and the wall element facing away from the vehicle and the upper wall element.

[0086] No further information has been provided so far regarding the connection of the deformation bodies to the rear of the vehicle.

[0087] An advantageous solution provides that the respective deformation body is supported on a foot body that can be placed on or adjacent to the rear of the vehicle.

[0088] 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.

[0089] 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. In particular, the foot bodies are provided with anchoring elements that engage a stabilized area of ​​the vehicle rear.

[0090] No further details have been provided so far regarding the formation of the deformation bodies themselves.

[0091] In principle, the deformation bodies could be designed in any way that allows sufficient energy absorption in the event of a crash.

[0092] 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.

[0093] For this purpose, the connecting elements preferably comprise fingers that are firmly connected to the holding area of ​​the impact body.

[0094] For this purpose, it is preferably provided that the fingers rest on the lower and upper wall elements of the impact body and are connected to holding areas thereof.

[0095] 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.

[0096] 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.

[0097] 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 to it, thus providing additional support for the impact body on the connecting elements. 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 also directly supported on the fingers.

[0098] In order to enable deformation of the connecting element in the event of a crash, in particular 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.

[0099] In particular, it is intended that the connecting elements as a whole are designed to deform in the crash direction in the event of a crash, i.e. that the connecting elements do not only deform in individual parts, but the entire connecting elements experience a deformation in the crash direction in order to absorb as much crash energy as possible.

[0100] 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.

[0101] 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.

[0102] Such additional energy absorption elements can, for example, not only serve to absorb energy in the event of a crash, but can also be additionally designed to transfer forces transmitted from the attachment element to the impact body to the foot bodies. A particularly advantageous design of the additional energy absorption elements, which deform in the event of a crash, provides that they are bodies that fold in the direction of the crash, i.e., that they fold in such a way that the distance between the foot bodies and the impact body is reduced, thus allowing additional energy to be absorbed by the additional energy absorption elements.

[0103] 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.

[0104] Another advantageous solution provides that the additional energy absorption elements are designed as hollow bodies.

[0105] Preferably, the hollow bodies are designed such that they extend around a geometric axis and that the geometric axis runs in the crash direction or transversely to the crash direction.

[0106] The above description of solutions according to the invention thus includes in particular the various combinations of features defined by the following numbered embodiments:

[0107] 1. A vehicle connection unit (20) which is or can be mounted on a vehicle rear end (14) and to which a trailer element (40), in particular a ball neck (42), can be mounted if required, wherein the vehicle connection unit (20) comprises a crash unit (60) which can be mounted below a bumper unit (16) on the vehicle rear end (14), which crash unit has an impact body (62) extending transversely to a longitudinal center plane (18) which, when mounted on the vehicle rear end (14), coincides with a vehicle longitudinal center plane (18), and mounting bodies (64, 65) arranged on both sides of the longitudinal center plane (18) and support the impact body (62) relative to the vehicle rear end (14) and hold it at a distance from the latter, and wherein the crash unit (60) is designed for the motor vehicle (10) and, on the motor vehicle (10), without a trailer element (40) provided, meets the crash requirements of the latter.

[0108] 2. Vehicle connection unit according to embodiment 1, wherein the crash unit (60) of the vehicle connection unit (20) is adapted to introduce the forces occurring when a trailer element (40) is mounted into the vehicle rear (14).

[0109] 3. Vehicle connection unit according to embodiment 1 or 2, wherein the impact body (62) of the crash unit (60) is connectable to the trailer element (40) and that the crash unit (60), when the trailer element (40) is connected to it, transmits all forces acting on the trailer element (40) when the trailer coupling (30) is used to the rear of the vehicle (14).

[0110] 4. Vehicle connection unit according to one of the preceding embodiments, wherein the impact body (62) is designed as a hollow body.

[0111] 5. Vehicle connection unit according to embodiment 4, wherein the impact body (62) has a cross-section with at least three corners.

[0112] 6. Vehicle connection unit 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, and that the wall elements (82, 84, 86, 88) are firmly connected to one another.

[0113] 7. The vehicle connection unit according to embodiment 6, wherein at least some of the wall elements (82, 84, 86, 88) are connected to one another by a welded joint. 8. The vehicle connection unit according to one of the preceding embodiments, wherein the impact body (62) is provided with a stiffener (112, 82si, 88si) in a central region (61).

[0114] 9. Vehicle connection unit according to one of the preceding embodiments, wherein the impact body (62) is provided with cutouts (114s, 116s) laterally of the central region (61).

[0115] 10. Vehicle connection unit according to one of the preceding embodiments, wherein the cutouts (114s, 116s) have an extension in a transverse direction (QR) of the impact body (62) which is at most 1.5 times their extension transverse to the transverse direction (QR).

[0116] 11. Vehicle connection unit according to embodiment 10, wherein in the transverse direction (QR) between the cutouts (114s, 116s) there are wall regions (114s, 116s) of the impact body (62), the extent of which in the transverse direction (QR) is at least 0.5 times the extent of the cutouts (114s, 116s).

[0117] 12. Vehicle connection unit according to one of embodiments 9 to 11, wherein the wall regions (114s, 116s) lying in the transverse direction (QR) between the cutouts (114s, 116s) extend at least partially transversely to the transverse direction (QR).

[0118] 13. Vehicle connection unit according to one of embodiments 9 to 12, wherein the cutouts (114s, 116s) have an outer contour with a substantially round and / or oval basic shape.

[0119] 14. The vehicle connection unit according to one of embodiments 9 to 12, wherein the cutouts (114s, 116s) have an outer contour with a triangular shape as a basic shape, in particular with rounded corner regions. 15. The vehicle connection unit according to one of embodiments 9 to 14, wherein the cutouts (114s, 116s) have raised edge regions (202) relative to the wall regions (204) surrounding them.

[0120] 16. Vehicle connection unit according to embodiment 15, wherein the raised edge regions (202) have a height transverse to the wall regions (204) surrounding them which corresponds to at least twice a thickness of the surrounding wall regions (204).

[0121] 17. Vehicle connection unit according to one of embodiments 4 to 16, wherein at least some of the wall elements (82, 84, 86, 88) have an increased rigidity against deformations by forming.

[0122] 18. Vehicle connection unit according to embodiment 17, wherein at least two wall elements (82, 84, 86, 88) are formed as a one-piece part by forming.

[0123] 19. Vehicle connection unit according to one of the preceding embodiments, wherein at least one of the wall elements (82) and the wall elements (84, 86) extending therefrom are parts of an angle or profile body, for example a U-profile.

[0124] 20. Vehicle connection unit according to one of embodiments 17 to 19, wherein at least one of the wall elements (82, 88) has an embossed bead (82si, 88si).

[0125] 21. Vehicle connection unit according to one of embodiments 17 to 19, wherein at least one of the wall elements (82, 84, 86, 88) has embossed beads (86qi, 88qi) arranged successively in the transverse direction (QR) of the impact body (62).

[0126] 22. The vehicle connection unit according to embodiment 21, wherein the successively arranged beads (86qi, 88qi) extend at an angle to the transverse direction (QR). 23. The vehicle connection unit according to embodiment 22, wherein successive beads (86qi, 88qi) extend transversely to one another in the transverse direction (QR).

[0127] 24. Vehicle connection unit according to one of embodiments 4 to 23, wherein in the region of a connection between two of the wall elements (82, 84, 86, 88), at least one of the wall elements (82, 84, 86, 88) projects with a web region (82SB, 88SB) beyond the other of the wall elements (82, 84, 86, 88).

[0128] 25. Vehicle connection unit according to embodiment 24, wherein the web region (82SB) further has a bend (82U).

[0129] 26. Vehicle connection unit according to one of embodiments 4 to 25, wherein a laser weld seam is provided for connecting two abutting wall elements (82, 84, 86, 88).

[0130] 27. Vehicle connection unit according to one of the embodiments 4 to 26, wherein when two adjacent wall elements (82, 84, 86, 88) are connected, they form a plug connection (82a, 88a, 84v, 86v).

[0131] 28. Vehicle connection unit according to embodiment 27, wherein, to form the plug connection, one of the wall elements (82, 84, 86, 88) has a recess (82a, 88a) into which the other of the wall elements (84, 86) engages with a projection (84v, 86v) adapted thereto.

[0132] 29. Vehicle connection unit according to embodiment 27 or 28, wherein the wall elements (82, 84, 86, 88) are welded together at least in the region of the plug connection.

[0133] 30. The vehicle connection unit according to one of embodiments 4 to 29, wherein at least one of the wall elements (82, 84, 86, 88) has a profile that deviates from a profile in one plane. 31. The vehicle connection unit according to one of embodiments 4 to 30, wherein the wall element (88) facing away from the vehicle is curved in the direction away from the wall element (82) facing toward the vehicle.

[0134] 32. Vehicle connection unit according to one of the preceding embodiments, wherein a mounting base (70) for mounting the trailer element (40) can be mounted on the impact body (62) of the crash unit (60).

[0135] 33. Vehicle connection unit according to one of the preceding embodiments, wherein the mounting base (70) can be mounted integrally in the impact body (62).

[0136] 34. Vehicle connection unit according to one of the preceding embodiments, wherein the mounting base (70) is connected, preferably detachably connectable, 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 (86).

[0137] 35. Vehicle connection unit 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).

[0138] 36. Vehicle connection unit according to embodiment 35, wherein the cutout (92) is dimensioned such that assembly of the mounting base (70) with the trailer element (40) previously mounted thereon is possible.

[0139] 37. Vehicle connection unit 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) into a rest position (R).

[0140] 38. Vehicle connection unit according to embodiment 37, wherein the trailer element (40) is at least partially, in particular completely, received in the impact body (62) in the rest position (R). 39. Vehicle connection unit according to one of the preceding embodiments, wherein the lower wall element (86) is provided with a cutout (92) in the central region (61) receiving the mounting base (70), which cutout has an extension such that the mounting unit (70) together with the 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 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).

[0141] 40. Vehicle connection unit according to embodiment 39, wherein the mounting base (70) extends obliquely both to the wall element (82) facing away from the vehicle and to the wall element (88) facing the vehicle and rests against them with mounting flanges (94, 96).

[0142] 41. Vehicle connection unit according to embodiment 40, wherein the mounting unit (70) also has a mounting flange (98) which can be placed on the upper wall element (84) and connected thereto.

[0143] 42. Vehicle connection unit according to one of the preceding embodiments, wherein the mounting base (70) with the bearing unit (72) mounted thereon together with the attachment element (40) held by the bearing unit (72) can be inserted as a whole into the impact body (62) via a cutout (92) in the lower wall element (84).

[0144] 43. Vehicle connection unit according to embodiment 42, 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).

[0145] 44. Vehicle connection unit 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). 45. Vehicle connection unit according to one of the preceding embodiments, wherein the mounting base (70) with the mounting flanges (94, 96, 98) is connectable to the wall elements (82, 84, 88) by means of screws.

[0146] 46. ​​Vehicle connection unit 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.

[0147] 47. Vehicle connection unit 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).

[0148] 48. Vehicle connection unit according to one of the preceding embodiments, wherein the respective mounting body is designed as a deformation body (64) and is supported on a base body (66) that can be placed or rests against the vehicle rear (14).

[0149] 49. Vehicle connection unit according to embodiment 48, wherein each of the foot bodies (66) has a planar central region (124).

[0150] 50. Vehicle connection unit according to embodiment 48 or 49, wherein the foot bodies (66) can be fixed to the vehicle rear (14) with anchoring elements.

[0151] 51. A vehicle connection unit according to embodiment 50, wherein the base bodies (66) are provided with anchoring elements engaging a stabilized region of the vehicle rear (14). 52. A vehicle connection unit 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).

[0152] 53. Vehicle connection unit according to embodiment 52, wherein the connecting elements (122) have fingers (126, 128) firmly connected to the holding area (152) of the impact body (62).

[0153] 54. Vehicle connection unit according to embodiment 53, wherein the fingers (126, 128) abut the lower and upper wall elements (84, 86) of the impact body (62) and are connected to holding regions (152) thereof.

[0154] 55. Vehicle connection unit according to embodiment 53 or 54, 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.

[0155] 56. Vehicle connection unit according to embodiment 55, wherein the vehicle-facing wall element (82) of the impact body (62) bears against the support web (142) and is in particular firmly connected thereto.

[0156] 57. Vehicle connection unit according to one of embodiments 53 to 56, wherein the wall element (88) facing away from the vehicle rests on the fingers (126, 128).

[0157] 58. Vehicle connection unit according to one of embodiments 53 to 57, 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).

[0158] 59. The vehicle connection unit according to one of embodiments 57 to 58, wherein the connecting elements (122) are designed to deform in the crash direction (156) in the event of a crash. 60. The vehicle connection unit according to one of embodiments 52 to 59, wherein 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.

[0159] 61. Vehicle connection unit according to embodiment 60, wherein the additional energy absorption elements (162) are designed to absorb forces transmitted from the trailer element (40) to the impact body (62).

[0160] 62. Vehicle connection unit according to embodiment 60 or 61, wherein the additional energy absorption elements (162) are designed as bodies that fold together in the crash direction (156).

[0161] 63. Vehicle connection unit according to one of embodiments 60 to 62, 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.

[0162] 64. Vehicle connection unit according to one of embodiments 60 to 63, wherein the additional energy absorption elements (162', 162") are designed as hollow bodies (172, 174, 182, 184).

[0163] 65. Vehicle connection unit according to embodiment 64, 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).

[0164] Further features and advantages of the invention are the subject of the following description and the drawings illustrating some exemplary embodiments. The drawings show:

[0165] Fig. 1 is a side view of a motor vehicle with a first embodiment of a vehicle connection unit according to the invention mounted thereon, provided with a trailer element;

[0166] Fig. 2 is a rear view of the motor vehicle according to Fig. 1, provided with the first embodiment of a vehicle connection unit according to the invention, provided with a trailer element;

[0167] Fig. 3 is a perspective view of the first embodiment of a vehicle connection unit, provided with a trailer element according to a first embodiment of a trailer element according to the invention;

[0168] Fig. 4 is a plan view of the vehicle connection unit according to Fig. 3 from the side of a roadway;

[0169] Fig. 5 is a rear view of the vehicle connection unit according to Fig. 3;

[0170] Fig. 6 is a plan view in the direction of the roadway of the vehicle connection unit according to Fig. 3;

[0171] Fig. 7 is a perspective view of a first version of a mounting base with a trailer element mounted by means of a pivot bearing unit;

[0172] Fig. 8 is a detailed view of the first version of the mounting base for the vehicle connection unit;

[0173] Fig. 9 shows a representation of a second version of the mounting base for the vehicle connection unit; Fig. 10 shows a representation similar to Fig. 4 of a second embodiment of a vehicle connection unit according to the invention, provided with a second embodiment of a trailer element according to the invention;

[0174] Fig. 11 is a representation of a third embodiment of a vehicle connection unit according to the invention;

[0175] Fig. 12 is a section along line 12-12 in Fig. 11;

[0176] Fig. 13 is a side view of the vehicle connection unit according to the first embodiment with a design of a first embodiment of the deformation body in the form of a connecting element;

[0177] Fig. 14 is an enlarged perspective view of the deformation body according to Fig. 13 facing an observer

[0178] Fig. 15 shows a section along line 15-15 in Fig. 14 before a crash;

[0179] Fig. 16 is a section along line 15-15 in Fig. 14 after a crash;

[0180] Fig. 17 is a representation of a fourth embodiment of a vehicle connection unit according to the invention with a second embodiment of the deformation body, comprising a connecting element and an additional energy absorption element;

[0181] Fig. 18 is an enlarged perspective view from the top left of the deformation body according to Fig. 17;

[0182] Fig. 19 is a sole illustration of the additional energy absorption element of the deformation body of the second embodiment according to Fig. 18; Fig. 20 is a sole illustration of the additional energy absorption element of the deformation body of the fourth embodiment of the vehicle connection unit, viewed in the direction of arrow X in Fig. 19;

[0183] Fig. 21 shows a first variant of an additional energy absorption element, shown as part of the deformation element in connection with the connecting element;

[0184] Fig. 22 is a sole representation of the first variant of the additional energy absorption element according to Fig. 21;

[0185] Fig. 23 a second variant of the additional energy absorption element, shown as part of the deformation element in connection with the respective connecting element;

[0186] Fig. 24 is a sole illustration of the second variant of the additional energy absorption element according to Fig. 23;

[0187] Fig. 25 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;

[0188] Fig. 26 is a sole representation of the third variant of the additional energy absorption element according to Fig. 25;

[0189] Fig. 27 is a perspective view of a fifth embodiment of a vehicle connection unit according to the invention;

[0190] Fig. 28 is a fragmentary view of a section taken along line 28-28 in Fig. 27;

[0191] Fig. 29 is a partial perspective view of a sixth embodiment of a vehicle connection unit according to the invention, viewed in the direction of travel; Fig. 30 is a partial perspective view of the sixth embodiment, viewed opposite to the direction of travel;

[0192] Fig. 31 is a section along line 31-31 in Fig. 29;

[0193] Fig. 32 is a perspective view of a seventh embodiment of a vehicle connection unit according to the invention and

[0194] Fig. 33 is a perspective view of an eighth embodiment of a vehicle connection unit according to the invention.

[0195] The invention is applied 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).

[0196] Concealed by the bumper unit 16, a vehicle connection unit according to the invention, designated as a whole by 20, is arranged on the vehicle rear 14, which can be part of a trailer coupling designated as a whole by 30 if, in addition to the vehicle connection unit 20, a trailer element 40, in particular designed as a ball neck 42, is provided, 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.

[0197] As shown in Fig. 2, for example, in one exemplary 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 substantially 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.

[0198] This is achieved, for example, by a pivoting movement about a pivot axis not visible in Figs. 1 and 2, but visible, for example, in Fig. 4. Furthermore, as shown in Fig. 2, the vehicle connection unit 20 extends on both sides of the longitudinal center plane 18, concealed by the bumper unit 16.

[0199] As shown in Figures 3 to 5, the vehicle restraint 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 mounting bodies arranged between the impact body 62 and the vehicle rear 14 and designed as deformation bodies 64, which in turn can be placed 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.

[0200] 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.

[0201] 4 to 9, the impact body 62 is designed as a hollow body in which, in the case of a pivotable trailer element 40, a mounting base designated 70 is arranged in a central region 61, on which mounting base the trailer 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 trailer element 40 is pivotally mounted about, for example, a pivot axis 74, in order to move the trailer element 40 from the working position A, in which the trailer 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.

[0202] 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.

[0203] 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.

[0204] 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.

[0205] 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 between the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle to accommodate the same. 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 extent 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.

[0206] For the appropriate 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.

[0207] 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.

[0208] Thus, the mounting base 70, with the bearing unit 72 mounted thereon, together with the suspension element 40 held by the bearing unit 72, as shown in Fig. 8, 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 suspension element 40 is available.

[0209] For this purpose, as shown in Fig. 8, the mounting base 70 is preferably formed from interconnected and, for example, superimposed or spaced-apart molded parts 102 and 103 made of flat material, which allow a high degree of flexibility in the shaping of the mounting base 70. Alternatively, however, 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.

[0210] 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 welded 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.

[0211] Furthermore, the upper wall element 84 is preferably provided in the central region 61 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.

[0212] In order to fix the foot bodies 66 to the vehicle rear 14, these can preferably be mounted by means of anchoring elements engaging in the vehicle rear 14.

[0213] If necessary, additional anchoring elements that can be fixed in the rear of the vehicle are provided, as shown in Fig. 6.

[0214] In contrast to the first embodiment, a second embodiment provides that the trailer element 40, for example designed as a ball neck 42, is provided at the end 44 with a fixing element 45 which can be detachably connected to the vehicle connection unit 20.

[0215] In the second embodiment shown in Fig. 10, the bearing unit 72" is designed as a housing 74 with an insertion opening 75 into which the fixing element 45 can be inserted and fixed by positive locking. Furthermore, the housing 74 is held on a mounting base 70" which has two mounting supports 70a, 70b.

[0216] As shown in Fig. 10, the fixing element 45 of the attachment element 40" is arranged in the impact body 62 and has a bearing unit 72" into which the fixing element 45 is inserted and, upon reaching a fixing position, is received in a rotationally fixed and non-displaceable manner and can be releasably fixed in the fixing position.

[0217] In the case of the mounting base 70", this is formed, as shown in Fig. 10, from two mounting supports 70"a, 70"b, which each extend between the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle and are in contact therewith with mounting flanges 94a, b and 96a, b, respectively.

[0218] In particular, the mounting supports 70"a, 70"b also have a mounting flange 98"a, b, which can be placed on the upper wall element 84 and connected thereto.

[0219] Furthermore, in the second embodiment shown in Fig. 10, the impact body 62 is designed in the same way as described in connection with the above first embodiment.

[0220] In particular, in the second exemplary embodiment, the mounting base 70" with the bearing unit 72" mounted thereon, together with the trailer element 40" held by the bearing unit 72", as shown in Fig. 10, can be inserted as a whole into the impact body 60 via a cutout 92 in the lower wall element 86 and can be connected, in particular detachably, for example by means of screws, to the wall element 82 facing the vehicle by means of the mounting flanges 94"a, b, to the wall element 88 facing away from the vehicle by means of the mounting flanges 96"a, b, and to the upper wall element 84 by means of the mounting flanges 98"a, b, so that a simplified possibility for the integration and assembly of the mounting supports 70"a, b, together with the bearing unit 72" and the trailer element 40" is available. In a third exemplary embodiment of a trailer coupling according to the invention, shown in Fig.11, the impact body 62' in the central region 61' in the region of the upper wall element 84' is provided not only with one or more cutouts 114, but with additional cutouts 114s arranged laterally of the central region 61', for example with the cutouts 114sl and 114s3, which are arranged between the cutout 114 in the central region 61' and the deformation bodies 64 in order to contribute to the additional weight saving.

[0221] Furthermore, the wall element 88 facing away from the vehicle is expediently also provided with one or more cutouts 116 in the central region 61' and with additional cutouts 116s, for example with cutouts 116sl to 116s6, between the central region 61' and the lateral outer end of the impact body 62', which also serve to reduce the weight.

[0222] Both the cutouts 114sl to 114s3 and the cutouts 116sl to 116s6 are shaped such that, starting from the central region 61', they do not have a much greater extent in a transverse direction QR pointing in the direction of the deformation bodies 64 than in a horizontal direction HR or a height direction HOER, which extends between the lower wall element 86 and the upper wall element 84.

[0223] Preferably, the extent of the cutouts 116sl to 116s6 and 114sl to 114s3 is selected such that their extent in the transverse direction QR is at most 1.2 times, even better the single time, of their extent in a horizontal direction HR running transversely, in particular approximately perpendicularly, to the transverse direction or a height direction HOER.

[0224] By this dimensioning of the lateral cutouts 116sl to 116s6 and 114sl to 114s2, the torsional rigidity of the impact body 62 can be ensured by the fact that between the cutouts 116sl to 116s6 and 114sl to 114s3 there are still significantly wide wall areas formed as webs 114S and 116S, the extent of which corresponds to at least 0.5 times the extent of the cutouts 116sl to 116s6 or 114sl to 114s3 in the transverse direction.

[0225] Preferably, it is also provided to provide cutouts corresponding to the cutouts 116sl to 116s6 both in the lower wall element 86 and in the wall element 82 facing the vehicle.

[0226] In addition, as shown in Fig. 12, only the wall element 82 facing the vehicle and the upper wall element 84 are integrally connected to one another by a bend U, while the upper wall element 84 engages with a projection 84v in a recess 88a corresponding to the projection 84v, wherein the projection 84v is welded to the recess 88a, for example at least along its long sides or circumferentially, in order to create a stable connection between the upper wall element 84 and the wall element 88 facing away from the vehicle.

[0227] In addition, the lower wall element 86 also engages with projections 86v both in recesses 88a of the wall element 88 facing away from the vehicle and in recesses 82a of the wall element facing the vehicle and is welded to these, for example at least along its long sides or circumferentially, in order to create a stable welded connection between the lower wall element 86 and the wall element 82 facing away from the vehicle and the wall element 88 facing away from the vehicle.

[0228] Furthermore, preferably both the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle each project with a strip region 82SB and 88SB over the lower wall element 86 in the direction of the roadway in order to also create additional stabilization against deflection either in the vertical direction upwards or in the vertical direction downwards by means of this additional strip region 82SB and 88SB.

[0229] Likewise, the element 88 facing away from the vehicle also projects beyond the upper wall element 84 with a strip region 88SB to also increase rigidity against loads in the vertical direction. Furthermore, the third exemplary embodiment, shown in Figs. 11 and 12, also features the welded stiffening rib 112, which contributes to the additional stiffening of the wall element 88 facing away from the vehicle, in order to compensate for the lower stiffening of the wall element 88 facing away from the vehicle in the central region 61' due to the cutout 92 in the lower wall element 84.

[0230] With regard to the remaining features of the impact body 62', reference is made in full to the preceding statements on the features of the impact body 62.

[0231] A significant advantage of the exemplary embodiments described above is that in this case the impact body 62 with the deformation bodies 64 and the respective base body 66 can be mounted on the rear of the vehicle as a vehicle connection unit 20 which is able to act as a crash unit without the trailer element 40 being mounted with the mounting base 70, so that the same vehicle connection unit 20 can be mounted on each vehicle at the factory, regardless of whether a trailer element 40 is desired or not, which then serves as a crash unit in each case, regardless of whether a trailer element 40 is mounted or not.

[0232] As shown in Figs. 13 and 14 using the example of the first embodiment of the vehicle connection unit, in each of the embodiments described above, each of the deformation elements 64 according to a first embodiment thereof comprises a deformable connecting element 122, which is held on the one hand on the base body 66 and preferably extends transversely, in particular approximately perpendicularly, to a planar central region 124 of the base body 66, specifically in the direction of the impact body 62 up to the latter. The connecting element 122 has two fingers 126, 128 for connection to the impact body 62, wherein the finger 126 rests against the upper wall element 84 and the finger 128 rests against the lower wall element 86 and is each connected to the latter.

[0233] 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.

[0234] 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.

[0235] 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.

[0236] 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.

[0237] 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.

[0238] Preferably, each of the connecting elements 122 is thus firmly connected to the corresponding base body 66, on the one hand, to the flat central region 124 and, on the other hand, to the deformed regions 144 and 146. Through this connection of the base body 66 to the respective connecting element 122 and its connection to the impact body 62, the unit comprising the impact body 62 and the deformation bodies 64 is thus capable of transmitting forces acting transversely and parallel to the impact body 62 through the attachment element 40 to the base bodies 66, whereby these forces are then in turn transmitted through the base bodies 66 into the vehicle rear 14. (Fig. 15)

[0239] In order to facilitate deformation of the connecting body 122 in the event of a crash, for example, the holding regions 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 possible for the fingers 126 and 128 of the connecting element 122 together with the holding regions 152 of the impact body 62 to move towards one another and, in addition, 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 is deformed by the fingers 126, 128 moving towards one another and the support web 142 moving towards the base body 66 in conjunction with a Deformation of the impact body 62 in the holding areas 152 a movement of the impact body 62 in a crash direction 156,that is, in the direction of the foot body 66, and absorbs energy due to the resulting deformations. (Fig. 16),

[0240] 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.

[0241] For this reason, in a second embodiment, the connecting elements 122, as shown in Figs. 17 to 20, are 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. Such an additional energy absorption element 162 is shown in Figs.17 to 20, 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.

[0242] A first variant of an additional energy absorption element 162' according to the invention is, as shown in Figs. 21 and 22, 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 when the vehicle-facing wall element 82 acts on them due to the cross-sectional variation in the crash direction 156 approximately parallel to the geometric axis 176 in order to absorb energy.

[0243] 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.

[0244] In a second variant of an additional energy absorption element 162", shown in Figs. 23 and 24, 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.

[0245] 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.

[0246] In a third variant of an additional energy absorption element 162'", shown in Figs. 25 and 26, 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.

[0247] 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.

[0248] In the exemplary embodiments described so far, it is assumed that the vehicle connection unit 20, in particular the impact body 60 and the deformation bodies 64 as well as the base bodies 66, are made of steel, for example with a thickness of greater than 4 mm, preferably 5 mm and greater, wherein the steel in this case has, for example, a tensile strength of less than 500 M Pascal. In a fifth exemplary embodiment of a vehicle connection unit 20, shown in Fig. 27 and Fig. 28, cutouts 123 and 67 are provided not only in the area of ​​the impact body 62, but also in the area of ​​the deformation bodies 64, in particular the connecting elements 122 and the base bodies 66, in order to be able to design them in a weight-saving manner.

[0249] In this solution, however, the cutouts 114, 116 as well as 123 and 67, as shown by way of example using a cutout 116 in Fig. 28, are designed such that they have edge regions 202 which are deformed relative to the planar regions 204 of the respective component, in this case the wall element 88, such that they extend transversely to the planar region 204 and form an annular body 206 which encircles the respective cutout 116 and has a height extension which runs transversely to the planar region 204 and which corresponds at least to twice the thickness of the planar region 204, even better at least three times the thickness of the planar region 204, so that the respective annular body 206, by extending transversely to the planar region 204 of the respective part, in this case the wall element 88, extends, to a significant improvement in the torsional rigidity of the respective part, in this case the wall element 88,which affects all areas of the impact body 62 as well as the deformation body 64 and the foot body 66.

[0250] For example, this makes it possible to form these bodies from a material with a low material thickness, for example less than 4 mm, preferably approximately 3 mm and less, in which case, for example, the tensile stiffness of the material is in the range between 500 and 800 MPascal.

[0251] Otherwise, the structure of the impact body 62 of the crash unit 60 and the deformation body 64 as well as the base body 66 is identical to the structure of the same in the previous exemplary embodiments, so that reference can be made in full to the explanations for the respective one of these exemplary embodiments. In a sixth exemplary embodiment of a vehicle connection unit according to the invention, shown in Figs. 29 and 30 and 31, the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle of the impact body 62 are each provided with recesses 82a and 88a, respectively, into which projections 86v of the lower wall element 86 and projections 84v of the upper wall element engage and are welded to the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle, so that the connection between the wall elements 82, 84, 86, 88 is very stable.

[0252] In addition, the vehicle-facing element 82 with the strip region 82SB and the vehicle-facing wall element 88 with the strip region 88SB extend further downwards beyond the lower wall element 86 and with the strip regions 82SB and 88SB beyond the upper wall element 84 in order to achieve additional stabilization of the impact body 62.

[0253] To improve the torsional rigidity, a bead 82si is additionally provided in the wall area 82 facing the vehicle and a bead 88si is provided in the wall area 88 facing away from the vehicle in this impact body 62, which also contribute to stabilization, so that it is possible to select the material for producing this impact body 62 in the same quality as in the previous exemplary embodiment, wherein in this case the lateral cutouts 114s located outside the central area 61 and the cutouts 116 and also lateral cutouts 116s, if appropriate in the wall element 82 facing the vehicle and in the lower wall element 86 - with the exception of the cutout 92 - can be omitted.

[0254] As shown in Figs. 29 and 30, the beads 82si and 88si extend only in the central region 61.

[0255] However, it is equally possible to extend the beads 82si and 88si beyond the central region 61 to the deformation bodies 64. Furthermore, the region 82SB, in particular, is again connected to the wall element 82 facing the vehicle by a bend 82U, so that this bend provides additional stabilization of the wall region 82 facing the vehicle, particularly in the central region 61.

[0256] The beads 82si and 88si particularly stabilize the wall element 82 facing the vehicle and the wall element 88 facing away from the vehicle in the region of the cutout 92 in the lower wall element 86, since in this region the lower wall element 86 only has reduced rigidity.

[0257] With regard to the features not expressly described, reference is made to the explanations for the first embodiment.

[0258] In a seventh embodiment of a vehicle connection unit 20 according to the invention, shown in Fig. 32, the impact body 62 is connected to the vehicle rear 14 by means of mounting bodies designed as support bodies 65, which can be mounted on side walls of the vehicle rear 14.

[0259] The support bodies 65 also have deformable connecting elements 123, which are firmly connected to the impact body 62 at the ends.

[0260] In this seventh embodiment, shown in Fig. 32, the impact body is designed in cross-section in the same way as described in the third embodiment of the vehicle connection unit 20.

[0261] In addition, the impact body in this exemplary embodiment also has cutouts 114 and 116, which, however, in this exemplary embodiment have a triangular shape and are arranged such that transverse webs 88q of the wall element facing away from the vehicle and transverse webs 86q of the upper wall element 86 remain between the cutouts 116 and 114, respectively. Successive transverse webs 88q and 86q run transversely to one another, and thus the transverse webs 88q and 86q form a framework-like structure, which in this case leads to high deflection and torsional rigidity of the impact body 62. Regarding the features not expressly described, reference is made to the explanations for the third exemplary embodiment.

[0262] In an eighth embodiment of a vehicle connection unit 20, which is based on the basic concept of the sixth embodiment according to Figs. 29 to 31, the sheet thickness of the wall elements 82, 84, 86, 88 is further reduced and is, for example, less than 3 mm, whereby the material is a high-strength material, for example, having a tensile strength of 800 MPascals or more. (Fig. 33)

[0263] With such a sheet metal material, in particular, no cutouts are absolutely necessary to save weight, but beads are provided to stiffen the same, such as, for example, the bead 88si in the wall element 88 facing away from the vehicle, which was also already provided in the embodiment according to Fig. 30, and preferably additional beads 88qi, which run inclined with respect to the transverse direction QR of the impact body 62 in such a way that in the transverse direction QR, successive beads 88qi in turn run transversely to one another, so that beads 88qi additionally contribute to the torsional rigidity.

[0264] Likewise, beads 84qi are also provided in the upper wall element 84, which extend transversely to the transverse direction QR and are also arranged such that beads extending one upon the other in the transverse direction QR also extend transversely to one another.

[0265] However, such beads can also be provided in the wall element 82 facing the vehicle and the lower wall element 86.

[0266] The advantage of this solution is that, due to the thin wall thickness of the sheet material with its high tensile strength, the introduction of cutouts is not practical. However, the beads 88si, 88qi, and 84qi achieve improved rigidity with comparable stability to the previous embodiments. In all embodiments according to the invention, it is preferably provided that the weld seams are laser welded, which impair the strength of the material itself as little as possible.

[0267] Even more advantageous, especially for connections where no projections of one wall element are inserted into recesses of the other wall element, but sheets - especially thin sheets - are joined by means of fillet welds, is preferably a cold welding process or CMT (cold metal transfer) welding process, which has even less effect on the strength of the material used, but ensures high stability due to the filler material.

Claims

PATENT CLAIMS Vehicle connection unit (20) which is or can be mounted on a vehicle rear end (14) and to which a trailer element (40), in particular a ball neck (42), can be mounted if required, characterized in that the vehicle connection unit (20) comprises a crash unit (60) which can be mounted under a bumper unit (16) on the vehicle rear end (14), which crash unit has an impact body (62) extending transversely to a longitudinal center plane (18) which, when mounted on the vehicle rear end (14), coincides with a vehicle longitudinal center plane (18), and mounting bodies (64, 65) arranged on both sides of the longitudinal center plane (18) and supporting the impact body (62) relative to the vehicle rear end (14) and keeping it at a distance from the latter, and in that the crash unit (60) is designed for the motor vehicle (10) and is mounted on the motor vehicle (10) without provided trailer element (40) meets its crash requirements.Vehicle connection unit according to claim 1, characterized in that the crash unit (60) of the vehicle connection unit (20) is adapted to introduce the forces occurring when a trailer element (40) is mounted into the vehicle rear (14). Vehicle connection unit according to claim 1 or 2, characterized in that the impact body (62) of the crash unit (60) is connectable to the trailer element (40), and that the crash unit (60), when the trailer element (40) is connected to it, transmits all forces acting on the trailer element (40) when the trailer coupling (30) is used to the vehicle rear (14). Vehicle connection unit according to one of the preceding claims, characterized in that the impact body (62) is designed as a hollow body. Vehicle connection unit according to claim 4, characterized in that the impact body (62) has a cross-section with at least three corners. Vehicle connection unit 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, and that the wall elements (82, 84, 86, 88) are firmly connected to one another. Vehicle connection unit according to claim 6, characterized in that at least some of the wall elements (82, 84, 86, 88) are connected to one another by a welded joint. Vehicle connection unit according to one of the preceding claims, characterized in that the impact body (62) is provided with a stiffener (112, 82si, 88si) in a central region (61).Vehicle connection unit according to one of the preceding claims, characterized in that the impact body (62) is provided with cutouts (114s, 116s) laterally of the central region (61). Vehicle connection unit according to one of the preceding claims, characterized in that the cutouts (114s, 116s) have an extension in a transverse direction (QR) of the impact body (62) that is at most 1.5 times their extension transverse to the transverse direction (QR). Vehicle connection unit according to claim 10, characterized in that in the transverse direction (QR) between the cutouts (114s, 116s) there are wall regions (114s, 116s) of the impact body (62), the extent of which in the transverse direction (QR) is at least 0.5 times the extent of the cutouts (114s, 116s). Vehicle connection unit according to one of claims 9 to 11, characterized in that the wall regions (114s, 116s) lying between the cutouts (114s, 116s) in the transverse direction (QR) extend at least partially transversely to the transverse direction (QR). Vehicle connection unit according to one of claims 9 to 12, characterized in that the cutouts (114s, 116s) have an outer contour with a substantially round and / or oval basic shape. Vehicle connection unit according to one of claims 9 to 12, characterized in that the cutouts (114s, 116s) have an outer contour with a triangular shape as a basic shape, in particular with rounded corner regions. Vehicle connection unit according to one of claims 9 to 14, characterized in that the cutouts (114s, 116s) have edge regions (202) which are raised relative to the wall regions (204) surrounding them.Vehicle connection unit according to claim 15, characterized in that the raised edge regions (202) have a height transverse to the wall regions (204) surrounding them that corresponds to at least twice the thickness of the surrounding wall regions (204). Vehicle connection unit according to one of claims 4 to 16, characterized in that at least some of the wall elements (82, 84, 86, 88) have increased rigidity against deformation as a result of forming. Vehicle connection unit according to claim 17, characterized in that at least two wall elements (82, 84, 86, 88) are formed as a single piece by forming. Vehicle connection unit according to one of the preceding claims, characterized in that at least one of the wall elements (82) and the wall element (84, 86) extending therefrom are parts of an angular or profiled body, for example a U-profile. Vehicle connection unit according to one of claims 17 to 19, characterized in that at least one of the wall elements (82, 88) has an embossed bead (82si, 88si). Vehicle connection unit according to one of claims 17 to 19, characterized in that at least one of the wall elements (82, 84, 86, 88) has embossed beads (86qi, 88qi) arranged consecutively in the transverse direction (QR) of the impact body (62). Vehicle connection unit according to claim 21, characterized in that the consecutive beads (86qi, 88qi) run at an incline to the transverse direction (QR).Vehicle connection unit according to claim 22, characterized in that successive beads (86qi, 88qi) run transversely to one another in the transverse direction (QR). Vehicle connection unit according to one of claims 4 to 23, characterized in that in the region of a connection between two of the wall elements (82, 84, 86, 88), at least one of the wall elements (82, 84, 86, 88) projects beyond the other of the wall elements (82, 84, 86, 88) with a web region (82SB, 88SB). Vehicle connection unit according to claim 24, characterized in that the web region (82SB) also has a bend (82U). Vehicle connection unit according to one of claims 4 to 25, characterized in that a laser weld seam is provided for connecting two abutting wall elements (82, 84, 86, 88). Vehicle connection unit according to one of claims 4 to 26, characterized in that when two adjacent wall elements (82, 84, 86, 88) are connected, they form a plug connection (82a, 88a, 84v, 86v). Vehicle connection unit according to claim 27, characterized in that, to form the plug connection, one of the wall elements (82, 84, 86, 88) has a recess (82a, 88a) into which the other of the wall elements (84, 86) engages with a projection (84v, 86v) adapted to the recess. Vehicle connection unit according to claim 27 or 28, characterized in that the wall elements (82, 84, 86, 88) are welded to one another at least in the region of the plug connection. Vehicle connection unit according to one of claims 4 to 29, characterized in that at least one of the wall elements (82, 84, 86, 88) has a course deviating from a course in a plane.Vehicle connection unit according to one of claims 4 to 30, 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. Vehicle connection unit according to one of the preceding claims, characterized in that a mounting base (70) for mounting the trailer element (40) can be mounted on the impact body (62) of the crash unit (60). Vehicle connection unit according to one of the preceding claims, characterized in that the mounting base (70) can be mounted integrated into the impact body (62). Vehicle connection unit according to one of the preceding claims, characterized in that the mounting base (70) is connected, preferably detachably connectable, 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 (86). Vehicle connection unit 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). Vehicle connection unit according to claim 35, 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.Vehicle connection unit 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 bearing unit the trailer element (40) can be pivoted from a working position (A) into a rest position (R). Vehicle connection unit according to claim 37, 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). Vehicle connection unit according to one of the preceding claims, characterized in that the lower wall element (86) is provided with a cutout (92) in the central region (61) receiving the mounting base (70), which cutout has an extension such that the mounting unit (70), together with the 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 can be inserted and mounted integrally in the impact body (62), so that in particular the entire mounting base (70) including the layer unit (72) lies within the impact body (62). Vehicle connection unit according to claim 39, characterized in that the mounting base (70) extends obliquely both to the wall element (82) facing away from the vehicle and to the wall element (88) facing the vehicle and abuts against them with mounting flanges (94, 96). Vehicle connection unit according to claim 40, characterized in that the mounting unit (70) also has a mounting flange (98) which can be placed against the upper wall element (84) and connected to it.Vehicle connection unit according to one of the preceding claims, characterized in that the mounting base (70) with the bearing unit (72) mounted thereon, together with the attachment element (40) held by the bearing unit (72), can be inserted as a whole into the impact body (62) via a cutout (92) in the lower wall element (84). Vehicle connection unit according to claim 42, 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). Vehicle connection unit 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). Vehicle connection unit 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. Vehicle connection unit 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. Vehicle connection unit according to one of the preceding claims, characterized in that the mounting base (70') is designed as a solid component that 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).Vehicle connection unit according to one of the preceding claims, characterized in that the respective mounting body is designed as a deformation body (64) and is supported on a foot body (66) that can be placed or rests against the vehicle rear (14). Vehicle connection unit according to claim 48, characterized in that each of the foot bodies (66) has a flat central region (124). Vehicle connection unit according to claim 48 or 49, characterized in that the foot bodies (66) can be fixed to the vehicle rear (14) with anchoring elements. Vehicle connection unit according to claim 50, characterized in that the foot bodies (66) are provided with anchoring elements that engage a stabilized region of the vehicle rear (14). Vehicle connection unit according to one of the preceding claims, characterized in that 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). Vehicle connection unit according to claim 52, characterized in that the connecting elements (122) have fingers (126, 128) firmly connected to the holding region (152) of the impact body (62). Vehicle connection unit according to claim 53, 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.Vehicle connection unit according to claim 53 or 54, characterized in that the connecting elements (122) have a support web (142) extending between the fingers (126, 128), and in particular in the respective connecting element (122) between the support web (142) and the base body (66), a central opening (143) is provided. Vehicle connection unit according to claim 55, characterized in that 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. Vehicle connection unit according to one of claims 53 to 56, characterized in that the wall element (88) facing away from the vehicle rests on the fingers (126, 128).Vehicle connection unit according to one of claims 53 to 57, 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). Vehicle connection unit according to one of claims 57 to 58, characterized in that the connecting elements (122) are designed to deform in the crash direction (156) in the event of a crash. Vehicle connection unit according to one of claims 52 to 59, characterized in that additional energy absorption elements (162) that deform in the crash direction (156) in the event of a crash are assigned to the connecting elements (122). Vehicle connection unit according to claim 60, 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). Vehicle connection unit according to claim 60 or 61, characterized in that the additional energy absorption elements (162) are designed as bodies that fold together in the crash direction (156).Vehicle connection unit according to one of claims 60 to 62, 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. Vehicle connection unit according to one of claims 60 to 63, characterized in that the additional energy absorption elements (162', 162") are designed as hollow bodies (172, 174, 182, 184). Vehicle connection unit according to claim 64, 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).

Images