DE102012101777B4 - vehicle - Google Patents

Abstract

Vehicle (150), comprising a passenger compartment (152) for accommodating at least one passenger and at least one energy absorption element (100) which is arranged in front of or behind the passenger compartment (152) with respect to a direction of travel (162) of the vehicle (150) and which has a base body (102) which has a closed cross-section taken perpendicularly to a longitudinal axis (116) of the base body (102) and surrounds an interior space (114) in the form of a ring or jacket, the base body (102) having an inner wall (126) facing the interior space (114), a the inner wall (128) facing away from the interior (114) and a core (130) arranged between the inner wall (126) and the outer wall (128), wherein by means of the inner wall (126), by means of the core (130) and by means of the outer wall ( 128) a sandwich structure (124) is formed, with the energy absorption element (100) forming part of a supporting structure (158) of the vehicle (150), with at least two wheels (192) of the F vehicle (150) by means of wheel suspension elements (194) of the vehicle (150) are fixed directly to side walls (112) of an energy absorption element (100), the side walls (112) being arranged opposite one another with respect to a vertical longitudinal center plane (196) of the vehicle (150). , and wherein the energy absorbing element (100) comprises an upper top wall (108) with respect to the direction of gravity (106), which extends beyond the side walls (112) of the energy absorbing element (100) in a vehicle transverse direction (180), the top wall (108) of the energy absorption element (100) forms a wall (110) of base bodies (102) of further energy absorption elements (100), which also have a closed cross-section taken perpendicularly to a longitudinal axis (116) of the respective base body (102) and further inner spaces (114) in the form of rings or jackets surround.

Description

The present invention relates to a vehicle comprising at least one energy absorption element for absorbing energy, in particular for absorbing impact energy.

Energy absorption elements are used in particular in vehicles, for example in passenger cars, trucks and motorized two-wheelers, in order to be able to convert the vehicle's kinetic energy upon impact with an obstacle by deformation of the energy absorption element and thus protect vehicle occupants from injury.

Energy absorption elements are from the DE 699 10 426 T2 , the DE 199 13 080 A1 , the DE 25 24 633 A1 , the DE 60 2005 005 364 T2 , the WO 2004/098820 A1 the DE 24 13 772 A , the U.S. 6,296,301 B1 the U.S. 4,640,527A , the FR 2 822 431 A1 , the DE 10 2011 105 371 A1 and the DE 10 2008 004 553 A1 known.

The object of the present invention is to provide a vehicle which has a low mass and by means of which energy can be absorbed in a targeted manner.

According to the invention, this object is achieved by a vehicle according to claim 1 .

The thickness of the inner wall of the base body of the at least one energy absorption element, the thickness of the core and/or the thickness of the outer wall preferably increases or decreases at least in sections in a direction running parallel to the longitudinal axis of the base body and/or in a circumferential direction of the base body.

Due to the fact that the thickness of the inner wall, the thickness of the core and/or the thickness of the outer wall preferably increases or decreases at least in sections in a direction running parallel to the longitudinal axis of the base body and/or in a circumferential direction of the base body, energy can be specifically absorbed by means of the energy absorption element by the energy absorption element being deformed in a targeted manner when a force is introduced.

A closed cross-section in this specification and the appended claims means a cross-section which completely surrounds an inner surface.

The terms ring-shaped or jacket-shaped is to be understood as meaning a three-dimensional closed structure which has any basic shape, for example round, angular or other, and surrounds a three-dimensional interior space on at least four interconnected sides.

It can be favorable if the inner wall, the core and/or the outer wall each have a closed cross section taken perpendicularly to the longitudinal axis of the base body and surround the inner space in the form of a ring or jacket.

The interior is preferably completely surrounded by the inner wall.

The inner wall is preferably completely surrounded by the core.

The core is preferably completely surrounded by the outer wall.

The base body can, for example, have the shape of a right hollow cylinder with a substantially circular or substantially rectangular base area. Furthermore, it can be provided that the base body is designed essentially as a hollow truncated cone or a hollow truncated pyramid.

Adjoining walls of the base body preferably enclose an angle of at least approximately 70°, preferably at least approximately 80°, and/or at most approximately 120°, for example at most approximately 110°. In particular, it can be provided that adjacent walls of the base body are aligned essentially perpendicular to one another.

A circumferential direction is to be understood in this description and the appended claims as a direction which runs along the main body in a plane taken perpendicularly to the longitudinal axis of the main body.

Provision can be made for the thickness of the inner wall, the thickness of the core and/or the thickness of the outer wall to increase substantially continuously at least in sections in a direction running parallel to the longitudinal axis of the base body (longitudinal direction) and/or in a circumferential direction of the base body and/or or decreases substantially continuously at least in sections.

Alternatively or additionally, it can be provided that the thickness of the inner wall, the thickness of the core and / or the thickness of the outer wall in a direction parallel to the longitudinal axis of the base body and / or in a Circumferential direction of the base body is at least partially substantially constant.

It can be favorable if the thickness of the inner wall, the thickness of the core or the thickness of the outer wall increases or decreases in a direction running parallel to the longitudinal axis of the base body and/or in a circumferential direction of the base body, while the thickness of the core and the thickness of the Outer wall, the thickness of the inner wall and the thickness of the outer wall or the thickness of the inner wall and the thickness of the core are essentially constant.

Furthermore, it can be provided that the thickness of the inner wall and the thickness of the core, the thickness of the inner wall and the thickness of the outer wall or the thickness of the core and the thickness of the outer wall in a direction running parallel to the longitudinal axis of the base body and/or in a circumferential direction of the base body increases or decreases, while the thickness of the outer wall, the thickness of the core or the thickness of the inner wall is essentially constant in a direction parallel to the longitudinal axis of the base body and/or in a circumferential direction of the base body.

It can be favorable if the energy absorption element comprises a base body which comprises a core which is isotropic, anisotropic, orthotropic or quasi-isotropic.

In one embodiment of the invention, provision can be made for the core to be vacuumized at least in sections.

It can be advantageous if the core of the base body of the energy absorption element is formed from a foam. In this way, an isotropic or quasi-isotropic core can be provided in a particularly simple manner. Furthermore, a core with a low mass can be provided in this way.

Provision can be made for the base body to taper or widen in a direction running parallel to the longitudinal axis of the base body and/or in a direction running perpendicular to the longitudinal axis of the base body.

In particular, it can be provided that a cross-sectional area of the base body decreases or increases in a direction running parallel to the longitudinal axis of the base body and/or in a direction running perpendicular to the longitudinal axis of the base body.

It can be advantageous if the core comprises at least two different core materials, by means of which different sections of the core are formed.

In this specification and the appended claims, a core material is understood to mean a material with certain chemical and/or physical properties and/or with a certain chemical and/or physical composition. Two different core materials can thus differ from one another with regard to their chemical and/or physical composition and/or with regard to their chemical and/or physical properties. For example, it can be provided that the core comprises at least two core materials which have different densities from one another.

In particular, a foam, for example polyurethane foam, or a honeycomb structure (honeycomb) made of aluminum, steel or magnesium can be provided as the material for the core.

In very general terms, it can be provided that a core material comprises a foam-like material, wood, aluminum, steel and/or magnesium.

In particular, it can be provided that a core is formed from a foam-like material, from wood, from aluminum, from steel and/or from magnesium.

The inner wall and/or the outer wall can be made of aluminum, steel and/or magnesium, for example.

In one embodiment of the invention, it is provided that the at least two different sections of the core are arranged adjacent to one another with respect to a direction running parallel to the longitudinal axis of the base body and/or with respect to a circumferential direction of the base body.

It can be favorable if the base body comprises at least one intermediate wall, which is arranged between the inner wall and the outer wall, and at least two cores, with at least one core being arranged between the inner wall and the at least one intermediate wall. At least one further core can be arranged between the at least one intermediate wall and the outer wall.

The at least one core, which is arranged between the at least one intermediate wall and the outer wall, preferably surrounds the at least one core, which is arranged between the inner wall and the at least one intermediate wall schenwandung is arranged, in particular completely.

It can be provided that at least two cores comprise different core materials.

It can be favorable if the inner wall, the outer wall and/or at least one intermediate wall of the base body includes at least one trigger device.

In particular, it can be provided that at least one trigger device is designed as a bead, a bead, a depression, a bore, a recess, a notch and/or a bulge.

At least one trigger device preferably extends in a circumferential direction of the base body, in a plane running essentially perpendicular to the circumferential direction of the base body along the base body and/or essentially spirally around the longitudinal axis and/or perpendicular to the longitudinal axis of the base body.

Provision can be made for the inner wall, the core and/or the outer wall to be plate-shaped at least in sections, curved at least in sections and/or wavy or corrugated at least in sections.

In particular, it can be provided that the inner wall, the core and/or the outer wall have a rotationally symmetrical basic structure which is provided with a modulation running in the circumferential direction.

As an alternative to this, it can be provided that the inner wall, the core and/or the outer wall are essentially completely plate-shaped, essentially completely curved or essentially completely wavy or corrugated.

Provision can be made for the base body to be open at most on one side with respect to the longitudinal axis of the base body.

It can be advantageous if the base body is designed to be completely closed, so that the interior of the base body is completely surrounded by walls of the base body.

However, it can also be advantageous if the base body is designed to be open at least on one side, in particular on both sides, with respect to the longitudinal axis of the base body.

It can be provided that the base body surrounds several interior spaces.

It can be advantageous here if at least one interior space is designed to be open or closed on one or both sides.

As mentioned above, the present invention relates to a vehicle, for example a passenger car.

A vehicle according to the invention preferably has one or more of the features and/or advantages described in connection with the energy absorption element.

At least two wheels of the vehicle are fixed directly to side walls of an energy absorbing element by means of wheel suspension elements of the vehicle. The side walls are arranged opposite one another with respect to a vertical longitudinal center plane of the vehicle.

The vertical longitudinal center plane is preferably a vertical longitudinal center plane of the energy absorption element, the passenger compartment and/or the vehicle.

A wheel suspension element is to be understood in this description and the appended claims in particular as an element by means of which the wheels are movably arranged on the supporting structure of the vehicle. For example, these can be wishbones, in particular triangular wishbones, dampers, springs, etc.

The side walls, which are arranged opposite one another with respect to the vertical longitudinal center plane of the vehicle, are preferably side walls of the same energy absorption element.

The energy absorption element comprises an upper cover wall with respect to the direction of gravity, which extends beyond the side walls of the energy absorption element in a vehicle transverse direction.

The top wall can be horizontal, inclined, essentially horizontal, stepped or staggered.

The top wall of the energy absorption element forms a wall, in particular a floor, of base bodies of further energy absorption elements, which also have a closed cross-section taken perpendicular to a longitudinal axis of the respective base body point and surround other interior spaces in a ring or jacket shape.

It can be favorable if the base bodies of the further energy absorption elements each comprise an inner wall facing the interior, an outer wall facing away from the interior and a core arranged between the inner wall and the outer wall, with a sandwich structure being formed by means of the inner wall, by means of the core and by means of the outer wall is.

In particular, it can be provided that the additional energy absorption elements form side boxes or fenders of the vehicle. In this way, in particular, a staggering of the longitudinal rigidity, the transverse rigidity, the torsional rigidity, the flexural rigidity and/or the acceleration in the event of a crash can be implemented. Furthermore, the natural vibration frequency can be increased as a result.

In one embodiment of the invention, it is provided that the additional energy absorption elements form part of the supporting structure of the vehicle.

Preferably, the energy absorption elements together form the essentially complete load-bearing structure in a front end of the vehicle and/or in a rear end of the vehicle.

A front end of the vehicle is to be understood as meaning that section of the vehicle which is arranged in front of the passenger compartment with respect to the direction of travel.

A rear section of the vehicle is to be understood as meaning that section of the vehicle which is arranged behind the passenger compartment with respect to the direction of travel.

It can be favorable if at least one energy absorption element is arranged on a wall, in particular on the end wall or rear wall, of the passenger compartment of the vehicle in such a way that the longitudinal axis of the base body of the at least one energy absorption element, in particular for the transmission of crash energy, is essentially perpendicular to the wall aligned with the passenger compartment.

In particular, it can be provided that the wall of the base body that surrounds the interior in the form of a ring or jacket is oriented at least in sections essentially perpendicularly to the surface of the wall of the passenger compartment. The wall of the passenger compartment preferably forms a cover for the interior of the base body of the energy absorption element.

It can be favorable if one end of the base body, which faces the wall of the passenger compartment with respect to a direction running parallel to the longitudinal axis of the base body, is designed to be essentially complementary to the wall of the passenger compartment, at least in sections, so that the base body opens up completely along the circumferential direction rests on the wall of the passenger compartment and thus forces can be transmitted over a large area from the energy absorption element to the passenger compartment.

Provision can be made for the energy absorption element, which forms part of the supporting structure of the vehicle, to be provided with at least one built-in element for arranging at least one wheel suspension element.

A built-in element is to be understood in particular as what is known as an “insert”, which forms a local reinforcement of the energy absorption element for arranging at least one wheel suspension element.

In one embodiment of the invention, it is provided that the energy absorption element, which forms part of the supporting structure of the vehicle, is at least partially plate-shaped and/or at least partially has a curved, wavy or corrugated structure.

Provision can be made for the vehicle to include at least one further energy absorption element in addition to the energy absorption element which forms part of the supporting structure of the vehicle.

Provision can furthermore be made for the at least one additional energy absorption element to be arranged in the interior of the energy absorption element, which forms part of the supporting structure of the vehicle.

The energy absorbing element, which forms part of the supporting structure of the vehicle, and the at least one additional energy absorbing element preferably have longitudinal axes running essentially parallel to one another.

In particular, it can be provided that the longitudinal axis of the energy absorption element, which forms part of the supporting structure of the vehicle, the longitudinal axis of the at least one additional energy absorption element and/or the direction of travel of the vehicle run essentially parallel to one another.

It can be favorable if an essentially closed front end and/or an essentially closed rear end of the vehicle is formed by means of the energy absorption element, which forms part of the supporting structure of the vehicle.

It can be favorable if the vehicle comprises a passenger compartment which comprises a closed ring and a floor wall arranged underneath the ring, with the ring having a ring inner wall facing the passenger cell interior, a ring outer wall facing away from the passenger cell interior and a ring arranged between the ring inner wall and the ring outer wall Toroidal core comprises, wherein a sandwich structure and / or support structure is formed by means of the ring inner wall, by means of the ring core and by means of the ring outer wall.

The ring inner wall, the ring core, the ring outer wall and the ring itself can preferably have one or more of the features and/or advantages of the inner wall, the core, the outer wall or the energy absorption element itself.

As used in this specification and the appended claims, a ring means a three-dimensional, self-contained structure.

It can be advantageous if the ring is designed as a surrounding carrier, in particular as a surrounding filled carrier.

In this description and the appended claims, a carrier is to be understood in particular as a supporting element which has a ratio between the thickness of the profile and the height of the profile of from about 0.2 to about 5, in particular from about 0.5 to about 2. having.

The ring preferably forms part of an outer wall of the passenger compartment. The ring is thus preferably arranged circumferentially in an outer wall of the passenger compartment.

It can be provided that the vehicle comprises at least two seat devices for at least two people, which are arranged adjacent to one another in a vehicle transverse direction.

It can be favorable if at least one energy absorption area is arranged between the at least two seat devices and/or between at least one of the at least two seat devices and the ring. In particular, it can be provided that the energy absorption area comprises at least one trigger device.

In particular, impact energy can be absorbed by deformation of the energy absorption area by means of the energy absorption area.

In one embodiment of the invention, it is provided that the at least two seat devices are formed by a seat bench. The bench seat can, for example, be arranged continuously between side walls of the passenger compartment, in particular annular side walls of the passenger compartment, which are arranged opposite one another with respect to the longitudinal center plane of the vehicle.

In the area of the seat devices, the seat bench preferably comprises stiffening structures for stiffening the seat devices in the transverse direction of the vehicle. At least one energy absorption area is preferably formed between the seat devices. For example, it can be provided that the bench seat is provided with at least one trigger device in the area between the seat devices.

It can be favorable if the energy absorption area is formed by a floor wall of the passenger compartment, by a center tunnel of the vehicle and/or by a cross member of the vehicle.

In particular, it can be provided that the passenger compartment includes an essentially U-shaped cross member which has an energy absorption area that forms the energy absorption area between the seat devices.

A center tunnel of the vehicle that forms an energy absorption area is, for example, essentially cuboid. As an alternative to this, provision can be made for the central tunnel to have an essentially M-shaped cross section taken perpendicular to the direction of travel of the vehicle.

The passenger cell preferably includes a floor wall which is essentially shell-shaped.

In particular, it can be provided that the bottom wall has an edge area which is formed by the ring.

The ring preferably runs at least approximately in a substantially horizontal plane.

It can be advantageous if the ring with respect to a vertical longitudinal center plane of the Vehicle opposite side walls of the passenger compartment is deepened. This makes it easier for people to get into the vehicle.

It can be advantageous if the passenger compartment includes at least one vertical ring which runs at least approximately in a substantially vertical plane.

The at least one vertical ring can extend, for example, in a plane that is essentially perpendicular to the direction of travel.

Alternatively or additionally, it can be provided that at least one vertical ring runs in a vertical plane which forms an angle of at least approximately 10°, for example at least approximately 20°, in particular at least approximately 30°, and/or at most approximately 80°, for example at most approximately 70°, in particular at most approximately 60°. In particular, it can be provided that at least one vertical ring runs in a vertical plane which encloses an angle of approximately 45° with the vertical longitudinal center plane of the vehicle.

At least one ring of the passenger compartment is preferably designed with a constant curvature and preferably enables the absorption of force along preferably isotensoidal lines, so that the deformation is distributed over the largest possible area by stress and strain distribution.

At least one seat device is preferably integrated at least in sections into a floor wall of the passenger cell. For example, it can be provided that a seat section of the seat device is integrated into a floor wall of the passenger cell. Furthermore, it can be provided that a backrest section of at least one seat device is integrated into a floor wall of the passenger compartment.

In one embodiment of the invention, it is provided that the floor wall comprises an inner floor wall facing the passenger compartment interior, an outer floor wall facing away from the passenger compartment interior and a floor core arranged between the inner floor wall and the outer floor wall, with a sandwich structure being formed by means of the inner floor wall, by means of the floor core and by means of the outer floor wall .

The base inner wall, the base core, the base outer wall and the base wall itself preferably have one or more of the features and/or advantages of the inner wall, the core, the outer wall or the energy absorption element itself.

It can be favorable if at least one seat device is arranged in a suspended or floating manner between annular side walls, which are arranged opposite one another with respect to a vertical longitudinal center plane of the passenger cell. In this way, the at least one seat device can give way in the transverse direction of the vehicle, in particular in the event of a side impact, in order to protect the passengers from serious injuries.

• Das erfindungsgemäße Energieabsorptionselement ist vorzugsweise so ausgelegt, dass Crash-Energie absorbierbar ist und zugleich Fahrwerkslasten des Fahrzeugs im Betrieb des Fahrzeugs aufgenommen werden können.
• Vorzugsweise bildet das Energieabsorptionselement zumindest einen Abschnitt einer Außenhülle des Fahrzeugs.

Furthermore, the energy absorption element and the vehicle according to the invention can have one or more of the features and/or advantages described below:

• The energy absorption element according to the invention is preferably designed in such a way that crash energy can be absorbed and at the same time chassis loads of the vehicle can be absorbed when the vehicle is in operation.
• The energy absorption element preferably forms at least one section of an outer shell of the vehicle.

The energy absorption element can be formed, for example, from panels that are inherently stable, rigid, rigid and/or torsionally rigid. Further functions in addition to energy absorption are preferably integrated into the energy absorption element.

It can be advantageous if at least one energy absorption element forms a fender or side box of the vehicle. In this way, even in accident scenarios with only a small frontal overlap (for example at most approximately 20%) and/or in the case of an oblique impact (for example approximately 30°), energy can be absorbed by means of the fenders or side boxes. In particular, this can prevent the fenders or side boxes from being simply sheared off.

An impact surface is preferably enlarged by means of the energy absorption element, so that a greater introduction of force and preferably also better pedestrian protection are possible.

Preferably, essentially identical energy absorption elements can be used to form the supporting structure of the front end of the vehicle and the supporting structure of the rear end of the vehicle.

It can be provided that an energy absorption element, which carry a part of forming the structure of the vehicle is arranged on a front wall of a passenger compartment of the vehicle.

Furthermore, it can be provided that an energy absorption element, which forms part of the supporting structure of the vehicle, is arranged on a rear wall of the passenger compartment opposite the end wall.

In particular, when the passenger compartment includes a ring which has a sandwich structure or a support structure, the passenger compartment can be prevented from collapsing in the event of a side impact.

A ring for reinforcing a support structure of a vehicle is, for example, from DE 10 2009 046 233 A1 known. On the DE 10 2009 046 233 A1 is hereby expressly referred to and its content is hereby made part of this description by reference.

By using a ring as part of the passenger compartment, energy introduced into the passenger compartment can be specifically absorbed. In particular, due to the curved structure of the ring, a force can be distributed along the ring, so that a deformation takes place over the ring and not just a local failure of the ring.

In the support structure from the DE 10 2009 046 233 A1 the ring is integrated into the floor structure.

In the case of the present invention, however, it is preferably provided that the vehicle comprises a passenger compartment which comprises a closed ring and a floor wall arranged below the ring. A three-dimensional structure of the passenger cell can be created by means of the floor wall arranged below the ring, by means of which energy introduced into the passenger cell can be absorbed even better.

In particular, it can be provided that the bottom wall is formed by a shell-shaped structure and/or by supports, in particular U-shaped and/or ring-shaped supports. As a result, a particularly stable passenger cell can be provided, by means of which passengers located therein can be protected from injury in the event of a collision.

A front end of the vehicle formed from at least one energy absorption element is preferably connected to the passenger compartment over a large area, so that forces introduced in a large connection area can be transmitted and uniform deformation can be induced.

The energy absorbing element can, for example, be a crash box with a sandwich construction.

According to the invention, an extremely lightweight construction can be realized through a high degree of functional integration.

The invention offers the advantage of being structurally adaptable by varying the sandwich structure, with uniform folding behavior in the event of a crash and a high energy absorption capacity being able to be achieved. In particular, this can be done by varying wall thicknesses, materials and/or geometries.

Foam and aluminum are preferably used as sandwich materials.

Trigger devices can be provided in order to enable targeted formation of folds. The formation of folds can also be optimized by an adapted choice of material, for example by choosing a core material with compressive properties and/or by matching the core material and the wall material to one another.

It can be advantageous if beads are provided in the energy absorbing element in the circumferential and/or longitudinal direction.

It can be provided that beadings are provided in a spiral arrangement in the energy absorption element, which extend from an area facing the crash to an area facing away from the crash. The inner wall of the base body and/or the outer wall and/or an intermediate wall of the base body can have corrugations in the same direction or in opposite spirals.

It can be provided that a beading and/or a bulge is designed towards the core and/or away from the core.

It can be advantageous if the core materials vary in the longitudinal direction, ie in a direction running parallel to the longitudinal axis of the base body. Furthermore, it can be provided that the core materials vary in the circumferential direction. For example, it can be provided that the core materials vary in the circumferential direction in such a way that when a force is applied, a Kon The cross section can be inverted from round to square, for example, and/or the cross section can be inclined into another plane, for example another force application plane.

It can be favorable if the energy absorption element is closed in that area which faces the colliding object.

The invention offers the advantage of adaptability to a specific vehicle weight via the adaptability of the rigidity behavior and/or the strength behavior of the energy absorption element.

An energy absorption element can be used, for example, as the front end or rear end of a vehicle, with a sandwich front end structure or sandwich rear end structure being able to be provided in particular.

The invention preferably offers the advantage of a high level of integration of components, drive components, chassis, etc.

Functions such as the load-bearing structure, crash absorption and unit carrier functions are preferably integrated.

The crash behavior of the energy absorbing element is preferably adjustable.

The energy absorption element preferably offers a high energy absorption capacity through folds and fold buckling.

In particular when the energy absorption element forms part of the supporting structure of the vehicle, a vehicle with high torsional rigidity and/or flexural rigidity can be provided.

The geometry of the energy absorption element and/or of the vehicle can preferably be adapted to assemblies of the vehicle and offers a large number of variants.

In particular, it can be provided that the vehicle is in the form of an electric vehicle which has an electric drive.

It can be provided that aggregate connections and/or generally the inserts and/or their arrangement contribute to the defined formation of folds and a defined failure behavior.

Furthermore, a multi-part structure with a plurality of conically or partially conically running, closed or partially closed energy absorption elements can be provided.

The present invention can offer the advantage that crash energy can be better absorbed in terms of energy and/or weight, and thus a higher potential for lightweight construction can be realized.

The energy absorption element is particularly suitable for use in a side area of a vehicle to protect the vehicle occupants (passengers) in the event of a side impact. Furthermore, the energy absorption element is preferably suitable for use in a rear area of a vehicle.

The energy absorbing element can have beading in the circumferential or longitudinal direction, as a result of which the energy absorbing element can be made more rigid.

The energy absorption elements can be used, for example, in road-bound or rail-bound vehicles. In particular when the energy absorption element forms a section of a vehicle, for example a front end and/or a rear end of the vehicle, it can be provided that one or more of the following functions are integrated into the energy absorption element: absorption of chassis loads, cooling air ducting, aerodynamics (if the energy absorption element forms part of an outer shell of the vehicle), energy absorption elements in the event of a crash, transmission and distribution of forces in the event of a crash, contribution to the torsional and flexural rigidity of the vehicle, natural vibration damping and accommodation of aggregates. Furthermore, preferably static torsional and/or bending loads as well as dynamic chassis or crash loads can be absorbed.

The functional integration preferably makes it possible to dispense with connection elements, flanges, etc. The vehicle according to the invention can be designed, for example, as a kart or cart. Further, the vehicle may be an unroad legal, non-motorized hobby vehicle or children's vehicle.

Further preferred features and/or advantages of the invention are the subject of the following description and the graphic representation of exemplary embodiments.

• 1 eine schematische perspektivische Darstellung eines Energieabsorptionselements, mit Blick auf eine Vorderseite des Energieabsorptionselements;
• 2 eine schematische perspektivische Darstellung des Energieabsorptionselements aus 1, mit Blick auf eine Rückseite des Energieabsorptionselements;
• 3 bis 15 schematische Längsschnitte durch verschiedene Ausführungsformen von Energieabsorptionselementen;
• 16 einen schematischen Querschnitt durch ein Energieabsorptionselement, bei welchem vier voneinander verschiedene Kernmaterialien in Umfangsrichtung verteilt angeordnet sind;
• 17 eine der 16 entsprechende schematische Darstellung eines Energieabsorptionselements, bei welchem zwei Kerne vorgesehen sind;
• 18 eine den 3 bis 15 entsprechende schematische Schnittdarstellung eines Energieabsorptionselements, dessen Innenwandung und Außenwandung mit Versickungen versehen sind;
• 19 eine den 16 und 17 entsprechende schematische Darstellung eines Energieabsorptionselements, welches Versickungen in der Innenwandung und der Außenwandung aufweist;
• 20 eine schematische Seitenansicht eines Energieabsorptionselements, welches im Wesentlichen konisch ausgebildet ist und eine Außenwandung mit einer spiralförmigen Versickung umfasst;
• 21 einen schematischen Längsschnitt durch ein Energieabsorptionselement, welches konisch ausgebildet ist und eine Innenwandung mit einer spiralförmigen Versickung aufweist;
• 22 eine schematische Seitenansicht eines Energieabsorptionselements, welches eine Außenwandung mit einer spiralförmigen Versickung und eine Innenwandung mit einer spiralförmigen Versickung aufweist;
• 23 bis 28 den 3 bis 15 entsprechende schematische Schnittdarstellungen von weiteren Ausführungsformen von Energieabsorptionselementen;
• 29 eine schematische perspektivische Darstellung eines plattenförmigen Energieabsorptionselements, welches mit kreuzförmigen Versickungen versehen ist;
• 30 eine schematisch perspektivische Darstellung eines Energieabsorptionselements, welches eine wellenförmige Struktur aufweist;
• 31 eine schematische perspektivische Darstellung eines Energieabsorptionselements, welches im Wesentlichen quaderförmig ausgebildet ist und wellenförmige Wandungen aufweist;
• 32 eine schematische perspektivische Darstellung eines Fahrzeugs;
• 33 eine vergrößerte Darstellung eines Vorderwagens des Fahrzeugs aus 32 samt des angrenzenden Abschnitts einer Fahrgastzelle des Fahrzeugs aus 32;
• 34 eine schematische perspektivische Darstellung des Vorderwagens aus 32;
• 35 eine der 34 entsprechende schematische perspektivische Darstellung einer alternativen Ausführungsform eines Vorderwagens;
• 36 eine der 34 entsprechende schematische Darstellung einer weiteren alternativen Ausführungsform eines Vorderwagens;
• 37 eine der 36 entsprechende schematische Darstellung des Vorderwagens, wobei an dem Vorderwagen Räder des Fahrzeugs angeordnet sind;
• 38 eine schematische Draufsicht von oben auf ein Fahrzeug, welches einen in 37 dargestellten Vorderwagen umfasst, wobei das Fahrzeug aufgrund eines Frontalaufpralls deformiert wurde;
• 39 eine schematische Schnittdarstellung einer alternativen Ausführungsform eines Vorderwagens;
• 40 eine schematische Darstellung einer Fahrgastzelle eines Fahrzeugs;
• 41 einen vertikalen Längsschnitt durch ein Fahrzeug;
• 42 eine der 38 entsprechende schematische Draufsicht auf ein Fahrzeug, wobei das Fahrzeug aufgrund eines Seitenaufpralls deformiert wurde;
• 43 bis 46 schematische Darstellungen verschiedener Ausführungsformen von Fahrgastzellen des Fahrzeugs;
• 47 einen schematischen vertikalen Querschnitt durch ein Fahrzeug;
• 48 und 49 schematische Schnittdarstellungen von Fahrgastzellen, welche Energieabsorptionsbereiche aufweisen;
• 50 bis 56 vertikale Schnitte durch unterschiedliche Ausführungsformen von Fahrgastzellen eines Fahrzeugs.

In the drawings show:

• 1 a schematic perspective view of an energy absorbing element, with View of a front side of the energy absorbing element;
• 2 a schematic perspective view of the energy absorbing element 1 , with a view of a rear side of the energy absorption element;
• 3 until 15 schematic longitudinal sections through different embodiments of energy absorption elements;
• 16 a schematic cross section through an energy absorption element, in which four different core materials are distributed in the circumferential direction;
• 17 one of the 16 corresponding schematic representation of an energy absorption element, in which two cores are provided;
• 18 a den 3 until 15 Corresponding schematic sectional view of an energy absorption element, the inner wall and outer wall of which are provided with beading;
• 19 a den 16 and 17 corresponding schematic representation of an energy absorption element, which has beads in the inner wall and the outer wall;
• 20 a schematic side view of an energy absorption element, which is essentially conical and comprises an outer wall with a spiral beading;
• 21 a schematic longitudinal section through an energy absorption element, which is conical and has an inner wall with a spiral beading;
• 22 a schematic side view of an energy absorption element, which has an outer wall with a spiral beading and an inner wall with a spiral beading;
• 23 until 28 the 3 until 15 corresponding schematic sectional views of further embodiments of energy absorption elements;
• 29 a schematic perspective view of a plate-shaped energy absorption element, which is provided with cross-shaped beading;
• 30 a schematic perspective view of an energy absorption element having a wavy structure;
• 31 a schematic perspective view of an energy absorption element, which is essentially cuboid and has wavy walls;
• 32 a schematic perspective view of a vehicle;
• 33 an enlarged view of a front end of the vehicle 32 including the adjacent portion of a passenger compartment of the vehicle 32 ;
• 34 a schematic perspective view of the front end 32 ;
• 35 one of the 34 corresponding schematic perspective representation of an alternative embodiment of a front end;
• 36 one of the 34 corresponding schematic representation of a further alternative embodiment of a front end;
• 37 one of the 36 corresponding schematic representation of the front end, wheels of the vehicle being arranged on the front end;
• 38 a schematic plan view from above of a vehicle having an in 37 shown front end, wherein the vehicle was deformed due to a frontal collision;
• 39 a schematic sectional view of an alternative embodiment of a front end;
• 40 a schematic representation of a passenger compartment of a vehicle;
• 41 a vertical longitudinal section through a vehicle;
• 42 one of the 38 corresponding schematic plan view of a vehicle, the vehicle being deformed due to a side impact;
• 43 until 46 schematic representations of various embodiments of passenger compartments of the vehicle;
• 47 a schematic vertical cross section through a vehicle;
• 48 and 49 schematic sectional representations of passenger cells, which have energy absorption areas;
• 50 until 56 vertical sections through different embodiments of passenger compartments of a vehicle.

Identical or functionally equivalent elements are provided with the same reference symbols in all figures.

one in the 1 and 2 The energy absorbing element shown, denoted as a whole by 100, comprises a base body 102, which is formed from plate-shaped elements 104 and has at least approximately the shape of a hollow truncated pyramid.

The base body 102 comprises an upper top wall 108 with respect to a direction of gravity 106, a bottom 110 with respect to the direction of gravity 106 and two side walls 112, which connect the top wall 108 and the bottom 110 to one another.

The top wall 108, the bottom 110 and the side walls 112 form a self-contained structure, by means of which an inner space 114 of the base body 102 is surrounded in the form of a ring or jacket.

The base body 102 thus has a closed cross section, taken with respect to a longitudinal axis 116 of the base body 102 .

The ring-shaped structure formed by the top wall 108 and the bottom 110 and the side walls 112 is closed on one side with respect to the longitudinal axis 116 by means of a cover 118 .

A direction running parallel to the longitudinal axis 116 is a longitudinal direction 120 of the base body 102.

The side walls 112 are in the in the 1 and 2 The embodiment of energy absorbing element 100 shown in the illustration is not cuboid, but has a height that decreases in longitudinal direction 120, so that top wall 108 and bottom 110, which are connected to one another by means of side walls 112, do not run parallel to one another, but at an angle of, for example, approximately 30° enclose each other.

The energy absorption element 100 thus tapers along the longitudinal direction 120.

A circumferential direction 122 of the base body 102 (see 2 ) is a direction running along the base body in a plane arranged perpendicularly to the longitudinal direction 120 .

The plate-shaped elements 104 are designed as sandwich elements, so that the base body 102 has a sandwich structure 124 .

The base body 102 thus comprises an inner wall 126 facing the inner space 114, an outer wall 128 facing away from the inner space 114, and a core 130 arranged between the inner wall 126 and the outer wall 128.

By means of such an energy absorption element 100, energy, for example crash energy, which is introduced into the energy absorption element 100 counter to the longitudinal direction 120, can be specifically absorbed by deformation of the energy absorption element 100. In particular, the energy can be absorbed here by folding and buckling of the plate-shaped elements 104 .

In alternative embodiments of energy absorption elements 100 can instead of the angular embodiment according to the 1 and 2 an essentially rotationally symmetrical design can also be provided.

Provision can be made for the shape of the cross section of the inner wall 126 to essentially correspond to the shape of the cross section of the outer wall 128 . For example, it can be provided that both the cross section of the inner wall 126 and the cross section of the outer wall 128 are essentially round, oval or rectangular, for example square. Provision can be made for the cross section of the inner wall 126 and the cross section of the outer wall 128 to be essentially rectangular with rounded corners.

As an alternative to this, it can be provided that the shape of the cross section of the inner wall 126 differs from the shape of the cross section of the outer wall 128 . In particular, various of the forms mentioned above can be combined with one another in any desired manner.

For example, it can be provided that the cross section of the inner wall 126 is round or rectangular, for example square, while the cross section of the outer wall 128 is rectangular, in particular square, or round.

Furthermore, it can be provided that the base body 102 comprises two interior spaces 114 . Provision can be made here for each interior space 114 to be surrounded by a separate inner wall 126 . These inner walls 126 are spaced apart or in direct contact with one another and are preferably completely surrounded by a core 130 . The core 130 is preferably surrounded by a single outer wall 128 .

Provision can be made for the cross sections of the inner walls 126 to have shapes that differ from one another or from the cross section of the outer wall 128 . As an alternative to this, it can be provided that the shapes of the cross sections of the inner walls 126 and the outer wall 128 are essentially identical.

the 3 until 28 serve to illustrate rotationally symmetrical embodiments of energy absorption elements 100. In principle, in all of the described embodiments of energy absorption elements 100, instead of essentially rotationally symmetrical designs, an angular design according to FIGS 1 and 2 or an embodiment with another basic shape can be provided.

As 3 can be seen, in the case of an energy absorption element 100, which comprises a base body 102 that is rotationally symmetrical about the longitudinal axis 116, it can be provided that a thickness _DI of the inner wall 126, a thickness D _A of the outer wall 128 and a thickness D _K of the core 130 along the Longitudinal direction 120 of the base body 102 are essentially constant.

In addition, since the distance between the inner wall 126, the core 130 and the outer wall 128 from the longitudinal axis 116 is constant along the longitudinal direction 120, the energy absorption element 100 is in the 3 illustrated embodiment, a hollow cylinder.

In the 4 illustrated embodiment of the energy absorption element 100 differs from that in 3 illustrated embodiment essentially only in that the thickness D _A of the outer wall 128 along the longitudinal direction 120 decreases. In this way, a frusto-conical energy absorbing element 100 can be provided. However, the interior 114 of the base body 102 is still cylindrical.

one inside 5 illustrated alternative embodiment of the energy absorption element 100 differs from that in 4 illustrated embodiment essentially only in that the thickness D _I of the inner wall 126 along the longitudinal direction 120 decreases. However, since the thickness D _K of the core 130 is constant along the longitudinal direction 120 and, moreover, the distance between the core 130 and the longitudinal axis 116 is constant along the longitudinal direction 120, in 5 Illustrated embodiment of the energy absorption element 100 has a cone-shaped base body 102, wherein the base body 102 tapers along the longitudinal direction 120. The interior space 114 of the base body 102 is also conical, with the interior space 114 tapering counter to the longitudinal direction 120 .

one inside 6 illustrated alternative embodiment of an energy absorption element 100 differs from that in 3 illustrated embodiment essentially only in that the distance between the inner wall 126, the core 130 and the outer wall 128 from the longitudinal axis 116 along the longitudinal direction 120 decreases, so that a cone-shaped energy absorption element 100 is formed, which surrounds a cone-shaped interior space 114. Both the base body 102 of the energy absorption element 100 and the interior space 114 surrounded by the base body 102 taper along the longitudinal direction 120.

one inside 7 illustrated alternative embodiment of an energy absorption element 100 differs from that in 6 illustrated embodiment essentially only in that the thickness D _A of the outer wall 128 along the longitudinal direction 120 decreases.

one inside 8th illustrated alternative embodiment of an energy absorption element 100 differs from that in 7 illustrated embodiment of an energy absorption element 100 essentially only in that the thickness D _I of the inner wall 126 along the longitudinal direction 120 decreases.

one inside 9 illustrated alternative embodiment of an energy absorbing element differs from that in 3 illustrated embodiment essentially only in that the thickness D _K of the core 130 decreases along the longitudinal direction 120 and at the same time the distance between the core 130 and the inner wall 126 from the longitudinal axis 116 along the longitudinal direction 120 increases. In this way, a substantially cone-shaped energy absorption element 100 is formed. An interior space 114 surrounded by the base body 102 of the energy absorption element 100 is also conical in shape. The cone-shaped base body 102 tapers along the longitudinal direction 120. The interior space 114, on the other hand, tapers in the opposite direction to the longitudinal direction 120.

one inside 10 illustrated alternative embodiment of an energy absorption element 100 differs from that in 9 illustrated embodiment essentially only in that the thickness D _I of the inner wall 126 and the thickness D _A of the outer wall 128 along the longitudinal direction 120 decrease.

one inside 11 illustrated alternative embodiment of an energy absorbing element 100 differs from the in 10 illustrated embodiment essentially only in that the thickness D _I of the inner wall 126 along the longitudinal direction 120 is essentially constant.

The in the 12 until 14 The illustrated embodiments of energy absorption elements 100 differ from those in FIGS 6 until 8th illustrated embodiments essentially only in that the thickness D _K of the core 130 is not constant, but decreases along the longitudinal direction 120 . Incidentally, agree in the 12 until 14 illustrated embodiments in terms of their structure and their function with in the 6 until 8th illustrated embodiments match, so that reference is made to the extent to their above description.

one inside 15 illustrated alternative embodiment of an energy absorption element 100 differs from that in 3 illustrated embodiment essentially only in that the core 130 is divided into three sections 132 arranged one after the other with respect to the longitudinal direction 120 , each of the sections 132 of the core 130 consisting of a different core material 134 . As a result, a targeted deformation behavior of the energy absorption element 100 can be obtained when crash energy is introduced.

one inside 16 illustrated alternative embodiment of an energy absorption element 100 differs from that in 15 illustrated embodiment essentially only in that the sections 132 of the core 130 are not arranged one behind the other with respect to the longitudinal direction 120 but are arranged adjacent to one another with respect to the circumferential direction 122 .

one inside 17 illustrated alternative embodiment of an energy absorption element 100 differs from that in 16 illustrated embodiment essentially only in that the in 16 the wall forming the outer wall 128 forms an intermediate wall 136 of the base body 102, which is surrounded by a further core 130. Finally, the additional core 130 is surrounded by an outer wall 128 of the base body 102 .

At the in 17 The illustrated embodiment of an energy absorption element 100 is thus provided that an inner wall 126 is surrounded by a first core 130 consisting of four different core materials 134 . The first core 130 is surrounded by the intermediate wall 136 . The intermediate wall 136 is surrounded by a second core 130 which in turn is surrounded by the outer wall 128 .

one inside 18 illustrated embodiment of an energy absorption element 100 differs from that in 3 illustrated first embodiment essentially in that the outer wall 128 and the inner wall 126 are provided with trigger devices 138. The trigger devices 138 are designed as beads 140 (beads) in the outer wall 128 and the inner wall 126 . The beads 140 extend in the direction of the interior 114 of the energy absorption element 100. The space between the outer wall 128 and the inner wall 126 is completely filled with the core 130.

The number of beads 140 in the outer wall 128 differs from the number of beads 140 in the inner wall 126. In this way, a targeted deformation behavior of the energy absorption element 100 can be adjusted.

one inside 19 illustrated alternative embodiment of an energy absorption element 100 differs from that in 18 The embodiment illustrated essentially in that the beads 140 are not arranged in the circumferential direction 122 but in the longitudinal direction 120 and that the beads 140 in the inner wall 126 protrude from the interior space 114 .

one inside 20 illustrated alternative embodiment of an energy absorption element 100 differs from that in 18 illustrated embodiment essentially in that the distance between the inner wall 126, the core 130 and the outer wall 128 decreases counter to the longitudinal direction 120, so that a substantially conical energy absorption element 100 is formed. In this energy absorption element 100 only one bead 140 is provided as a trigger device 138 . This bead 140 is arranged in the outer wall 128 of the energy absorption element 100 and essentially runs in a spiral shape.

one inside 21 illustrated alternative embodiment of an energy absorption element 100 differs from that in 20 illustrated embodiment essentially only in that the spiral bead 140 is not arranged in the outer wall 128, but in the inner wall 126.

one inside 22 illustrated alternative embodiment of an energy absorption element 100 differs from that in 20 illustrated embodiment essentially only in that both the inner wall 126 and the outer wall 128 are provided with substantially spiral beads 140.

one inside 23 illustrated alternative embodiment of an energy absorption element 100 differs from that in 18 illustrated embodiment essentially only in that the trigger devices 138 are not formed as beads 140 but as bulges 142 in the outer wall 128, so that sections of increased thickness D _A of the outer wall 128 are formed. This also makes it possible to obtain a targeted failure behavior of the energy absorption element in the event of crash energy being introduced.

one inside 24 illustrated alternative embodiment of an energy absorption element 100 differs from that in 23 illustrated embodiment essentially only in that in addition to the bulges 142 on the outer wall 128 beads 140 are provided in the inner wall 126.

one inside 25 The alternative embodiment of an energy absorption element 100 shown comprises an inner wall 126, a first core 130, an intermediate wall 136, a second core 130 and an outer wall 128. The inner wall 126 and the outer wall 128 are provided with beads 140, each of which protrudes from the intermediate wall 136 .

one inside 26 illustrated alternative embodiment of an energy absorption element 100 differs from that in 25 illustrated embodiment essentially only in that no intermediate wall 136 is provided, but between the outer wall 128 and the inner wall 126 a uniform core 130 is provided.

one inside 27 illustrated alternative embodiment of an energy absorption element 100 differs from that in 23 illustrated embodiment essentially only in that, in addition to the bulges 142 in the outer wall 128 projecting away from the interior 114 of the energy absorption element 100, additional bulges 142 are arranged in the outer wall 128, which protrude in the direction of the interior 114 of the energy absorption element 100.

one inside 28 illustrated alternative embodiment of an energy absorption element 100 differs from that in 23 illustrated embodiment essentially only in that the trigger devices 138 are not formed as bulges 142, but as beads 140 in the outer wall 128.

one inside 29 The alternative embodiment shown of an energy absorption element 100 comprises a plate-shaped element 104 which is provided with beads 140 arranged essentially in the shape of a cross in the outer wall 128 . In this way, a set of beads can be formed.

one inside 30 The alternative embodiment of an energy absorption element 100 shown is essentially plate-shaped, with the plate-shaped elements 104 having a wavy or corrugated structure.

By means of the plate-shaped elements 104, parts of which are shown in 30 are shown, for example, in 31 illustrated, essentially cuboid energy absorption element 100 are formed.

a in 32 The vehicle shown, designated as a whole by 150, is designed, for example, as a passenger car and as such comprises a passenger compartment 152 for accommodating passengers (vehicle occupants), in particular people, a front end 154 and a rear end 156.

The front end 154 is arranged in front of the passenger cell 152 with respect to a direction of travel 162 of the vehicle 150 . The rear vehicle 156 is arranged behind the passenger compartment 152 with respect to the direction of travel 162 .

A load-bearing structure 158 of vehicle 150 is formed by means of front end 154, passenger compartment 152 and rear end 156, which absorbs dynamic loads occurring during normal operation of vehicle 150, in particular chassis loads. In the event of a crash of the vehicle 150, the supporting structure 158 of the vehicle 150 absorbs crash energy through deformation in order to protect the passengers of the vehicle 150 from injury.

The passenger compartment 152 of the vehicle 150 comprises a ring 160, which runs in a substantially horizontal plane, a front wall 164 with respect to the direction of travel 162 of the vehicle 150, on which the front end 154 of the vehicle 150 is arranged, and a front wall 164 opposite Rear wall 166 on which the rear carriage 156 is arranged.

The ring 160 comprises two ring side walls 167, each of which connects the end wall 164 to the rear wall 166 and runs at least in sections along the direction of travel 162.

Furthermore, the passenger cell 152 of the vehicle 150 includes a floor wall 168 embodied in the form of a shell, for example, which includes a central tunnel 170 and a cross member 172 of the vehicle 150 . A roll bar 176 of vehicle 150, designed as a vertical ring 174, is also part of passenger cell 152 and is used to absorb torsional forces during normal operation of vehicle 150 and to reinforce passenger cell 152 in the event of vehicle 150 rolling over.

Seating devices 178 are provided in the passenger compartment 152 on which the passengers of the vehicle 150 can sit.

At the in 32 illustrated embodiment of the vehicle 150, two seat devices 178 are provided, which are arranged adjacent to one another with respect to a vehicle transverse direction 180, which runs horizontally and perpendicularly to the direction of travel 162 of the vehicle 150.

The seat devices 178 include a seat section 182 integrated, for example, in the cross member 172 of the floor wall 168, and a backrest section 184.

Both the front end 154 and the rear end 156 of the vehicle 150 are preferably formed from energy absorption elements 100 . How in particular 33 As can be seen, a plurality of plate-shaped elements 104 are provided for this purpose, by means of which a supporting energy absorption element 186 arranged centrally with respect to vehicle transverse direction 180 and further energy absorption elements 100, which form side boxes 188 or fenders 190 of vehicle 150, are formed. The top wall 108 of the central energy absorption element 186 extends in the horizontal direction beyond the side walls 112 of the central energy absorption element 186 and forms the bases 110 of the side boxes 188 or fenders 190 serving as further energy absorption elements 100 in the protruding sections stable and rigid structure of the front end 154 can be obtained.

An additional stiffening can be obtained in that the side walls 112 of the central energy absorption element 186 also form side walls 112 of the further energy absorption elements 100 which form the side boxes 188 or fenders 190 of the vehicle 150 .

Both the central energy absorption element 186 and the other energy absorption elements 100 are designed at the end facing the passenger cell 152 to be essentially complementary to the shape of the end wall 164 of the passenger cell 152, so that the entire end wall 164 of the passenger cell 152 is distributed and uniformly introduces or transmits force from the front end 154 to the passenger cell 152 is possible.

one inside 35 illustrated alternative embodiment of a front end 154 differs from that in FIGS 32 until 34 illustrated embodiment essentially in that the other energy absorption elements 100, which form side boxes 188 or fenders 190 of the vehicle 150, and the side walls 112 of the central energy absorption element 126 have rounded shapes. This serves in particular to optimize the aerodynamics of vehicle 150.

a in 36 illustrated embodiment of a front end 154 of the vehicle 150 differs from that in 35 illustrated embodiment essentially in that the other energy absorption elements 186, which form side boxes 188 or fenders 190 of the vehicle 150, are arranged set back with respect to the direction of travel 162 of the vehicle 150 with respect to the central energy absorption element 186, as is also the case in 32 until 34 illustrated embodiment of the front end 154 is the case.

In 37 the front end 154 is off 36 shown with two wheels 192 of vehicle 150 .

The wheels 192 of the vehicle 150 are arranged on opposite side walls 112 of the central energy absorption element 186 with respect to a vertical longitudinal center plane 196 of the vehicle 150 by means of wheel suspension elements 194 , for example triangular wishbones.

By using the central energy absorption element 186 as part of the supporting structure 158 of the vehicle 150, in particular the front end 154 of the vehicle 150, for the suspension of the wheels 192 of the vehicle 150 in the area of the front end 154, i.e. the front wheels of the vehicle 150, on additional Longitudinal or cross members of the vehicle 150 are dispensed with. As a result, a particularly light and stable front end 154 and thus also a particularly light and stable vehicle 150 can be implemented.

In 38 is one with the front end 154 off 37 provided vehicle 150 shown in a plan view from above, the vehicle 150 was deformed due to an impact with an obstacle 198 in the area of the front end 154.

As 38 can be seen, the central energy absorption element 186 for absorbing crash energy was deformed due to the impact. In the process, the wheels 192 were displaced counter to the direction of travel 162 of the vehicle 150 . Furthermore, crash energy was absorbed by the deformation of the additional energy absorption elements 100, which form side boxes 188 or fenders 190 of the vehicle, and by deformation of the bulkhead 164, the ring 160 and/or the center tunnel 170 of the vehicle 150.

one inside 39 The alternative embodiment of a front end 154 shown differs from that in 37 illustrated embodiment essentially only in that additional energy absorption elements 100, for example cylindrical energy absorption elements 100, are arranged in the interior 114 of the central energy absorption element 186, by means of which crash energy introduced into the front end 154 can be absorbed by deformation of the same.

The additional energy absorption elements 100 are arranged on the end wall 164 of the passenger cell 152 and extend forwards from the end wall 164 parallel to the direction of travel 162 of the vehicle 150, so that crash energy introduced counter to the direction of travel 162 can be specifically absorbed.

In 40 1 is a schematic representation of a passenger compartment 152 in which the ring 160 of the passenger compartment 152 surrounds two seating areas 200 and an energy absorption area 202 arranged between the two seating areas 200 .

The seating areas 200 and the energy absorption area 202 are part of a passenger cell interior 204 of the passenger cell 152.

As 40 it can also be seen that the ring 160 has a sandwich structure 124 .

The ring 160 thus comprises an inner ring wall 206, which is arranged facing the passenger compartment interior 204, an outer ring wall 208, which is arranged facing away from the passenger compartment interior 204, and a ring core 210 arranged between the inner ring wall 206 and the outer ring wall 208.

The ring 160 is arranged as a peripheral support 212 of the passenger compartment 152 and is therefore not a plate-shaped element.

As an alternative to this, however, it can also be provided that the ring 160 is formed from plate-shaped elements 104 .

Due to the fact that an energy absorption area 202 is arranged between the seat areas 200, energy can be absorbed between the seat areas 200 in the event of a deformation of the ring 160 and thus a deformation of the passenger cell 152 in order to protect the passengers located in the vehicle 150 from injuries.

In 41 An alternative embodiment of a vehicle 150 is shown, in which the bottom wall 168 is essentially shell-shaped and an edge area 214 of the bottom wall 168 is formed by the ring 160 .

The bottom wall 168 preferably also has a sandwich structure 124 .

The floor wall 168 thus comprises an inner floor wall 216 facing the passenger compartment interior 204, an outer floor wall 218 facing away from the passenger compartment interior 204, and a floor core 220 arranged between the inner floor wall 216 and the outer floor wall 218.

It can be advantageous if the bottom wall 168 and the ring 160 are formed in one piece, so that the bottom outer wall 218 merges into the ring outer wall 208 of the ring 160 in the edge region 214 of the bottom wall 168 . The bottom inner wall 216 then preferably transitions into the ring inner wall 206 of the ring 160 in the edge region 214 of the bottom wall 168 . Furthermore, the base core 220 of the base wall 168 merges into the toroidal core 210 of the ring 160 in the edge region 214 of the base wall 168 .

In this way, a particularly stable passenger cell 152 can be provided.

It can be advantageous if at least one seat device 178, in particular a seat section 182 of at least one seat device 178, is integrated into the bottom wall 168. In particular, it can be provided that at least one seat section 182 is integrated into a cross member 172 of the bottom wall 168 . As a result, the rigidity of the passenger compartment 152 can be increased.

How in particular 42 can be seen, in the event of a side impact of vehicle 150 on a colliding object 221, ring 160 becomes the driving force guest cell 152 deformed. Due to the sandwich structure 124 of the ring 160, a complete failure of the ring 160, in which it is buckled and cannot absorb any more crash energy, can be prevented.

The passengers located in the vehicle 150 can hereby be better protected against injuries.

In 43 An alternative embodiment of a passenger cell 152 is shown, in which a vertical ring 174 extending along the vertical longitudinal center plane 196 of the vehicle 150 and a partial ring 222 extending below the ring 160 are provided.

A seat device 178 is preferably arranged floating or hanging between the vertical ring 174 and the ring 160, so that the seat device 178 is not deformed in the event of a side impact of the vehicle 150 on a colliding object 221, but is merely displaced.

one inside 44 The alternative embodiment of a passenger compartment 152 shown differs from that in 43 illustrated embodiment essentially in that several vertical rings 174 are provided, which essentially span a ball frame. The vertical rings 174 preferably run in vertical planes which enclose an angle of, for example, approximately 30° with the longitudinal center plane of the vehicle 150 .

By means of such vertical rings 174, forces introduced into the passenger compartment 152 can be optimally dissipated, in particular substantially along geodetic lines.

one inside 45 The alternative embodiment of a passenger compartment 152 shown differs from that in 43 illustrated embodiment essentially in that a horizontally arranged cross member 172 and a longitudinal member 224 that is arranged centrally with respect to the vehicle transverse direction 180 and runs parallel to the direction of travel 162 are provided to stiffen the ring 160 . The cross member 172 and the longitudinal member 224 form a cross-shaped stiffening structure 226 for stiffening the ring 160.

one inside 46 The alternative embodiment of a passenger compartment 152 shown differs from that in 45 illustrated embodiment essentially in that no cross member 172 is provided.

Both at the in 45 illustrated embodiment of a passenger cell 152 as well as in 46 In the illustrated embodiment of a passenger compartment 152, the at least one seat device 178 is arranged suspended or floating between the longitudinal member 224 and the ring 160 in order to avoid deformation of the seat device 178 in the event of an impact of the vehicle 150 on a colliding object 221.

As 47 As can be seen, in one embodiment of the passenger compartment 152 two seat devices 178 are provided which are arranged adjacent to one another with respect to the vehicle transverse direction 180 . The energy absorption area 202 is provided between the seat devices 178 .

In particular, it is provided here that a center tunnel 170 of vehicle 150 forms energy absorption area 202 . Thus, the center tunnel 170 at the in 47 illustrated embodiment of the passenger compartment 152 are deformed to absorb energy.

How in particular 48 can be seen, it can be provided that the energy absorption area 202 of the passenger compartment 152 comprises trigger devices 138 in order to enable a targeted deformation in the energy absorption area 202 .

It can be advantageous if the seat devices 178 are formed by a seat bench 232 .

Bench seat 232 extends continuously along vehicle transverse direction 180 between opposite side walls of passenger cell 152, in particular opposite ring side walls 167 of ring 160.

In the region of the seat devices 178, the bench seat 232 comprises stiffening structures 234, which are embodied, for example, as beads or stiffening ribs running at least in sections parallel to the vehicle transverse direction 180 and serve to stiffen the seat devices 178 in the vehicle transverse direction 180.

The area of the bench seat 232 between the seat devices 178 is the energy absorption area 202 which is provided with trigger devices 138 .

A targeted failure behavior of the bench seat 232 in the event of a side impact of the vehicle 150 with a colliding object 221 can be obtained by the trigger devices 138 and the stiffening structures 234 . In particular it can be ensured here that the bench seat 232 is not deformed in the area of the seat devices 178, but only between the seat devices 178, ie in the energy absorption area 202. The vehicle occupants can thereby be protected from injuries.

The bench seat 232 can be integrated into the floor wall 186 in particular.

Furthermore, it can be provided that the bench seat 232 assumes a supporting function of the passenger cell 152 .

In particular, the torsional rigidity of the passenger compartment 152 can be increased by means of the bench seat 232 .

As an alternative to this, it can be provided that at least one predetermined breaking point 228 is provided between the seating areas 200 in order to enable the seating areas 200 to be displaced relative to one another (see FIG 49 ).

In addition to this, provision can also be made for an additional energy absorption area 202 to be provided in an area between the ring 160 of the passenger cell 152 and the seat area 200 (see FIG 48 ).

The functioning of the energy absorption area 202 between the seating areas 200 is in particular the 50 until 52 refer to.

50 shows the passenger compartment 152 in an undeformed state.

By introducing force in the vehicle transverse direction 180, energy can be absorbed by the passenger cell 152 in the energy absorption area 202 by the passenger cell 152 being deformed in the energy absorption area 202 (see FIG 51 ).

Only when the force is too strong and the energy absorption area 202 is completely deformed does an undesirable deformation of the bottom wall 168 and the ring 160 in the seating areas 200 finally take place (see FIG 52 ).

In 53 an embodiment of a floor wall 168 is shown, by means of which energy can be specifically absorbed in the energy absorption area 202 of the passenger cell 152 .

The center tunnel 170 is integrated into the floor wall 168 in that the floor inner wall 216 of the floor wall 168 extends into the passenger compartment interior 204 and is therefore at a greater distance in a predetermined area from the floor outer wall 218 of the floor wall 168, which is essentially flat in this area. Since this enlarged space is also filled with core material 134, the passenger compartment 152 is strengthened as a result, but with a suitable design it also enables targeted deformation.

In particular, it can be provided that the bottom core 220 includes sections 132 with different core materials 134 . For example, it can be provided that essentially vertically running sections 132 of the floor core 220 are provided with a first core material 134 formed, for example, from a foam. Substantially horizontal sections 132 of the floor core 220 are preferably provided with a different core material 134, for example with a core material 134 with a honeycomb structure. Finally, in a section 132 of the floor core 220, which forms the center tunnel 170 of the vehicle 150, a further core material 134 that differs from this can be provided. In particular, a core material 134 can be provided here, which facilitates targeted deformation in the area of the center tunnel 170 .

By using different core materials 134 for the floor core 220, the behavior of the floor wall 168 in the event of a crash can be set in a targeted manner and also optimized in terms of weight.

The area of the central tunnel 170 can also be optimized in that the inner floor wall 216 and/or the outer floor wall 218 have lower material thicknesses (wall thicknesses) compared to the other areas of the floor wall 168 .

54 16 shows an alternative embodiment of a bottom wall 168 in which the bottom wall 168 has a substantially continuous thickness, but due to the shape, for example, a seat portion 182 of a seat assembly 178 is formed.

one inside 55 The alternative embodiment of a floor wall 168 of the passenger compartment 152 shown differs from that in 53 illustrated embodiment essentially in that the center tunnel 170 is formed by an additional hollow structure 230, which extends along the direction of travel 162 and with respect to the vehicle transverse direction 180 centrally in the passenger compartment 152 and is arranged between the outer floor wall 218 and the inner floor wall 216 of the floor wall 168. At the in 55 illustrated embodiment of the passenger Cell 152, the hollow structure 230 has an essentially trapezoidal cross-section taken perpendicularly to the direction of travel 162.

one inside 56 The alternative embodiment of the passenger compartment 152 shown differs from that in 55 illustrated embodiment essentially only in that the hollow structure 230 has an essentially M-shaped cross section taken perpendicularly to the direction of travel 162 .

In further alternative embodiments (not shown) of the passenger compartment 152, a plurality of hollow structures 230 arranged adjacent to one another with respect to the vehicle transverse direction 180 and aligned parallel to the direction of travel 162 can be provided. In this case, the hollow structures can have, for example, an essentially triangular cross section.

In further alternative embodiments it can be provided that a support forming the center tunnel 170 of the vehicle 150, in particular a longitudinal support 224, is applied to a floor wall 168, in particular to an inner floor wall 216. This can be done in particular by welding, gluing, riveting and other non-positive and/or positive connection options.

Such an additional carrier can have any shape, for example an essentially U-shaped profile or a rectangular hollow profile.

In further alternative embodiments (not shown) of passenger compartment 152, provision may also be made for cross member 172, in which at least one seat device 178 is integrated, for example, or which forms part of a bench seat 232, for example, to be integrated into floor wall 168 or onto the inner floor wall 216 is applied and fixed to the same.

In principle, individual or multiple features of different embodiments of energy absorption elements 100, front end 154, passenger compartments 152 or vehicles 150 can be combined with one another to form further, not shown, advantageous embodiments.

Reference List

100

energy absorption element

102

body

104

plate-like elements

106

direction of gravity

108

ceiling wall

110

floor

112

sidewall

114

inner space

116

longitudinal axis

118

cover

120

longitudinal direction

122

circumferential direction

124

sandwich structure

126

inner wall

128

outer wall

130

core

132

section of the core

134

core material

136

partition

138

trigger device

140

beading

142

bulge

150

vehicle

152

passenger cell

154

front car

156

rear car

158

supporting structure

160

ring

162

driving direction

164

bulkhead

166

back panel

167

ring side wall

168

bottom wall

170

central tunnel

172

cross member

174

vertical ring

176

roll bar

178

seat device

180

vehicle transverse direction

182

seat section

184

back section

186

supporting energy absorption element

188

side box

190

fender

192

wheel

194

suspension element

196

vertical longitudinal median plane

198

obstacle

200

sitting area

202

energy absorption area

204

cabin interior

206

ring inner wall

208

ring outer wall

210

toroid

212

wraparound carrier

214

edge area

216

bottom inner wall

218

bottom outer wall

220

floor core

221

colliding object

222

partial ring

224

side members

226

stiffening structure

228

predetermined breaking point

230

hollow structure

232

bench

234

stiffening structure

TUE

Inner wall thickness

DK

thickness of the core

THERE

thickness of the outer wall

Claims (10)

Vehicle (150), comprising a passenger compartment (152) for accommodating at least one passenger and at least one energy absorption element (100) which is arranged in front of or behind the passenger compartment (152) with respect to a direction of travel (162) of the vehicle (150) and which has a base body (102) which has a closed cross-section taken perpendicularly to a longitudinal axis (116) of the base body (102) and surrounds an interior space (114) in the form of a ring or jacket, the base body (102) having an inner wall (126) facing the interior space (114), a comprises an outer wall (128) facing away from the interior (114) and a core (130) arranged between the inner wall (126) and the outer wall (128), wherein a sandwich structure (124) is formed by means of the inner wall (126), by means of the core (130) and by means of the outer wall (128), the energy absorption element (100) forming part of a supporting structure (158) of the vehicle (150), wherein at least two wheels (192) of the vehicle (150) are fixed directly to side walls (112) of an energy absorption element (100) by means of wheel suspension elements (194) of the vehicle (150), the side walls (112) with respect to a vertical longitudinal center plane (196) of the Vehicle (150) are arranged opposite each other, and wherein the energy absorbing element (100) comprises an upper top wall (108) with respect to the direction of gravity (106), which extends beyond the side walls (112) of the energy absorbing element (100) in a vehicle transverse direction (180), the top wall (108) of the energy absorbing element (100) forms a wall (110) of base bodies (102) of further energy absorption elements (100), which also have a closed cross-section taken perpendicularly to a longitudinal axis (116) of the respective base body (102) and surround further interior spaces (114) in the form of a ring or jacket . vehicle (150) after claim 1 , characterized in that the base bodies (102) of the further energy absorption elements (100) each have an inner wall (126) facing the inner space (114), an outer wall (128) facing away from the inner space (114) and a wall between the inner wall (126) and the Outer wall (128) arranged core (130), wherein by means of the inner wall (126), by means of the core (130) and by means of the outer wall (128) a sandwich structure (124) is formed. Vehicle (150) according to one of Claims 1 or 2 , characterized in that the further energy absorption elements (100) form part of a supporting structure (158) of the vehicle (150). Vehicle (150) according to one of Claims 1 until 3 , characterized in that at least one energy absorption element (100) is arranged on a wall (164) of the passenger compartment (152) of the vehicle (150) that the longitudinal axis (116) of the base body (102) of the at least one energy absorption element (100) Is aligned substantially perpendicular to the wall (164) of the passenger compartment (152). Vehicle (150) according to one of Claims 1 until 4 , characterized in that the energy absorption element (100), which forms part of the supporting structure (158) of the vehicle (150), with at least one installation element Arrangement of at least one wheel suspension element (194) is provided. Vehicle (150) according to one of Claims 1 until 5 , characterized in that the energy absorption element (100), which forms part of the supporting structure (158) of the vehicle (150), is at least partially plate-shaped and / or at least partially has a curved, wavy or corrugated structure. Vehicle (150) according to one of Claims 1 until 6 , characterized in that the vehicle (150), in addition to the energy absorption element (100) which forms part of the supporting structure (158) of the vehicle (150), comprises at least one energy absorption element (100) which comprises a base body (102), which has a closed cross-section taken perpendicularly to a longitudinal axis (116) of the base body (102) and surrounds an inner space (114) in the form of a ring or jacket, the base body (102) having an inner wall (126) facing the inner space (114), an inner wall (126) facing the inner space (114) facing away from the outer wall (128) and between the inner wall (126) and the outer wall (128) arranged core (130), wherein by means of the inner wall (126), by means of the core (130) and by means of the outer wall (128) a sandwich structure (124) is formed and the core (130) comprises at least two different core materials (134), by means of which different sections (132) of the core (130) are formed. vehicle (150) after claim 7 , characterized in that the at least one additional energy absorption element (100) in the interior (114) of the energy absorption element (100) is arranged, which forms part of the supporting structure (158) of the vehicle (150). Vehicle (150) according to one of Claims 7 or 8th , characterized in that the energy absorption element (100), which forms part of the supporting structure (158) of the vehicle (150), and the at least one additional energy absorption element (100) have longitudinal axes (116) running essentially parallel to one another. Vehicle (150) according to one of Claims 1 until 9 , characterized in that by means of the energy absorption element (100), which forms part of the supporting structure (158) of the vehicle (150), an essentially closed front end (154) and/or an essentially closed rear end (156) of the vehicle ( 150) is formed.

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