DE202020105789U1 - Safety cabin for a mobile home or motorhome with highly stable walls, which preferably comprise natural fibers - Google Patents

Abstract

Safety cabin (1) for a mobile home or mobile home (2) comprising a part of the safety cabin (1) which can be arranged behind a driver's cab (4), characterized in that
Walls (9, 23, 24, 25) of the safety cabin (1) comprise at least one layer of a fiber-reinforced plastic fabric and / or fabric, one layer having successive layers along a transverse direction, with directly successive layers having different fiber orientations from one another,
wherein the layer in lateral outer walls (23) in a front area (6) of the cabin with respect to an intended main direction of travel preferably comprises at least three to nine layers,
wherein the layer in the lateral outer walls (24) in a rear area (7) of the cabin with respect to an intended main direction of travel preferably comprises one to five layers,
wherein a partition (9) is arranged at a transition from the front area (6) of the cabin to the rear area (7) of the cabin transversely to a longitudinal direction of the cabin,
wherein the intermediate wall (9) comprises a layer containing preferably three to nine layers
wherein the fiber reinforcement is selected from the group comprising carbon fibers, aramid fibers, glass fibers and / or natural fibers.

Description

The invention relates to a safety cabin for a mobile home or motorhome comprising a part of the safety cabin that can be arranged behind the driver's cab, the walls of the safety cabin comprising at least one layer of a fiber-reinforced plastic fabric and / or layer. A layer here has successive layers along a transverse direction. Layers following one another have different fiber orientations. The position in the lateral outer walls in a front area of the cabin with respect to an intended main direction of travel preferably comprises at least three to nine layers. In a rear area of the cabin in relation to an intended main direction of travel, the layer in the lateral outer walls preferably comprises one to five layers. In addition, at a transition from the front area of the cabin to the rear area of the cabin, there is an intermediate wall arranged transversely to a longitudinal direction of the cabin, the intermediate wall comprising a layer containing three to nine layers. Furthermore, the fiber reinforcement is selected from the group comprising carbon fibers, aramid fibers, glass fibers and / or natural fibers.

Background and prior art

Different types of mobile homes are available in stores, currently these are mainly alcove mobile homes, partially integrated mobile homes, (fully) integrated mobile homes, liners and / or panel vans. All but the panel van have in common that manufacturers of mobile homes purchase the chassis with driver's cab or just the chassis and then add a structure / attachment that is useful for leisure, holiday, camping, etc. The entire structure is rarely taken over by a vehicle manufacturer. In the case of the vehicle types mentioned above, the body is primarily made of a timber framework, aluminum sandwich and / or GRP monocoque. The materials used are usually a material mix of XPS foams, EPS foams, PU foams, etc., which are built into a sandwich with panels made of glass fiber reinforced plastic (GRP) and / or aluminum or wood or other materials. This structure is inexpensive and has good resistance to weathering. However, due to the design, it offers the occupants little or no protection from the consequences of a possible accident, since the design has no or only inadequate mechanical properties. In the past, it was assumed that measures to increase stability and / or safety are costly and time-consuming and increase the weight of the vehicles enormously.

DE 202016103524 U1 reveals a motorhome. This is divided into a driver's cab and a living cabin adjoining the driver's cab. Both areas are separated by a B-pillar construction, which comprises fiber-reinforced plastic and is intended to increase the safety of the passengers in the driver's cab.

The structure of such a motorhome does not meet today's requirements for occupant protection behind the B-pillar construction. In particular in the event of a side impact or a rollover of the motor home, such a construction leads to serious damage, which can result in considerable personal injury if occupants are in the rear area of the motor home.

DE 102007026762 A1 discloses reinforcing elements with glass fiber reinforcements for a vehicle body.

The reinforcement elements described in the document are only incorporated in the body, in particular in the frame of the body. As a whole, these reinforcement elements still do not achieve the required safety standard for mobile homes and motorhomes.

US 8474871 B1 describes a frame structure for a floor area of caravans and mobile homes made of fiber-reinforced longitudinal and cross members. Several fiber layers are placed one on top of the other to connect the carriers to one another and to a base plate. Glass and carbon fibers are used.

As already mentioned for the other documents, such a design does not achieve the necessary safety standard to transport passengers in the area of the living room. Since only the floor area is reinforced, a side impact would still lead to serious damage to the living area. In particular, the walls do not include any reinforcement elements, so that they offer little protection in the event of a side impact and / or rollover.

Object of the invention

The object of the invention is to provide a mobile home or motorhome without the disadvantages of the stand.

In particular, it was an object of the invention to provide a mobile home or motorhome, which can enormously improve the safety of the vehicle without a great deal of additional structural effort and without (substantial) increase in the vehicle weight. It should also include the manufacturing costs and / or Retrofitting costs are kept as low as possible.

Summary of the invention

The object is achieved by the features of the independent claims. Advantageous embodiments of the invention are described in the dependent claims.

In a first aspect, the invention relates to a safety cabin for a mobile home or motorhome comprising a part of the safety cabin that can be arranged behind a driver's cab, characterized in that the walls of the safety cabin comprise at least one layer of a fiber-reinforced plastic fabric and / or fabric, with one Layer has successive layers along a transverse direction, wherein directly successive layers have mutually different fiber orientations, the layer in lateral outer walls in a front area of the cabin with respect to an intended main direction of travel preferably comprises at least three to nine layers, the layer in the lateral outer walls preferably comprises one to five layers in a rear area of the cabin with respect to an envisaged main direction of travel, with one at a transition from the front area of the cabin to the rear area of the cabin transversely to a longitudinal direction of the cabin Intermediate wall is present, the intermediate wall preferably comprising a layer comprising three to nine layers, the fiber reinforcement being selected from the group comprising carbon fibers, aramid fibers and / or glass fibers and / or natural fibers. Surprisingly, it has been found to be advantageous that the synergy of all features leads to an overall technical success. The safety cabin of the mobile home or motorhome shown here shows particularly advantageously improved properties with regard to the safety of the passengers. The passengers or occupants of the safety cabin are protected to a special degree, for example in the event of the vehicle rolling over, in the event of accidents occurring to the side and rear. In addition, the structure surprisingly advantageously leads to good thermal insulation within the cabin and to improved properties with regard to the volume within the cabin.

In a preferred further embodiment, the safety cabin is characterized in that just as many layers are included in the front area as in the rear area.

In a preferred further embodiment, the safety cabin is characterized in that more layers are included in the front area than in the rear area. The rear area of the safety cabin acts particularly advantageously as a deformation zone or crumple zone in rear-end collisions, as a result of which the accident energy is absorbed to a particularly high degree and the safety of passengers in the front area increases.

• - zwei in Bezug auf die Hauptfahrrichtung seitlich (parallel zur Hauptfahrtrichtung) angeordnete Außenwände und
• - eine am Heck des Fahrzeugs (quer zur Hauptfahrtrichtung) angeordnete Außenwand, die eine Verbindung zu beiden seitlichen Außenwänden darstellt.

According to the invention, outer walls are preferably defined in that they enclose the safety cabin. The safety cabin here preferably comprises three outer walls:

• - two outer walls arranged laterally in relation to the main direction of travel (parallel to the main direction of travel) and
• - An outer wall arranged at the rear of the vehicle (transversely to the main direction of travel), which represents a connection to both lateral outer walls.

The longitudinal direction of the cabin or safety cabin is preferably the direction of the main direction of travel.

According to the invention, the successive layers of a layer are preferably arranged along a transverse direction. The transverse direction is particularly preferably the direction that is transverse to the longitudinal direction or longitudinal axis of a wall. The transverse direction in the laterally arranged outer walls is transverse to the main direction of travel and in the outer wall arranged at the rear and in the partition wall parallel to the main direction of travel.

In a further embodiment of the invention, the lateral outer walls preferably comprise a front and a rear. The front of an outer wall of a mobile home and motorhome is preferably the surface directed inward into the interior of the safety cabin. The rear side of an outer wall is accordingly preferably the surface facing outwards.

In a further embodiment of the invention, the outer wall can consist of several wall parts and / or of several successive walls. The outer wall is preferably designed from a front wall or a rear wall. The front of the outer wall preferably comprises a front wall. The rear wall is preferably located on the back of the outer wall.

According to the invention, the main direction of travel is preferably the direction in which the vehicle is preferably moved for the most part on the basis of the road traffic regulations. In some versions of the document, the main direction of travel is also simply abbreviated as the direction of travel.

According to the invention, layers directly following one another are preferably designed in such a way that they are arranged directly next to one another - without an intermediate layer.

In a further aspect, the invention relates to a safety cabin for a mobile home or motorhome, wherein in at least one area of the cabin comprises at least one stabilizing deformation element made of fiber-reinforced plastic and / or metal foam, which is preferably at least partially in an outer area of the safety cabin, with the fiber reinforcement and / or the metal foam is configured to increase a strength (preferably a tensile strength, compressive strength, flexural strength and / or flexural tensile strength) of the safety cabin and / or a conversion of kinetic energy (preferably into tension work and / or deformation work) in an at least partial inelastic shock of the safety cabin. wherein at least one stabilizing deformation element is present in at least one area of the cabin.

A security cabin preferably differs from a conventional structure in that a deformation element is present in areas that are particularly sensitive for security. This is intended to increase the stability of the structure in the event of an accident and to improve its behavior as a crumple zone. For this purpose, suitable, particularly sensitive areas are first determined. In addition, the deformation element itself should have suitable physical properties. The element comprises fiber reinforced plastic, e.g. B. a stable plate, a square or round element or a honeycomb structure made of fiber-reinforced plastic, which is / is preferably laminated and thus forms a deformation element made of fiber-reinforced plastic that is introduced into the cabin. The fiber-reinforced plastic is preferably carbon-fiber-reinforced plastic (CFRP) and / or comprising reinforcements made from aramid fibers.

The safety cabin preferably comprises the outer areas, e.g. B. the outer walls of the structure and / or the body of the mobile home or motorhome. The entire body, the passenger cell and / or the structure or the cabin can also preferably be meant by the safety cabin. Other elements, such as B. the chassis (chassis) and interior walls can be included.

It can furthermore be preferred that the safety cabin comprises the driver's cab, in particular in the case of fully integrated mobiles. It can also be preferred that the cab only includes that part of the mobile that does not belong to the driver's cab. A safety cabin differs from a normal cabin or passenger cell of a mobile home and / or motorhome, preferably in that the security of the cabin is increased in relation to it, in particular by introducing at least one deformation element.

The use of at least one stabilizing deformation element can decisively improve the safety of the passengers for protection against accidents. In this case, suitable areas of the cabin can preferably be determined by professional evaluation, which are particularly prone to accidents, are particularly important for the stability of the cabin and / or have special significance for accident safety for other reasons. This determination can be made primarily by evaluating crash tests and / or theoretical calculations. One or more deformation elements can be attached at a suitable location / suitable area. But it can also be a continuous deformation element, which z. B. comprises several suitable areas.

The deformation element increases safety in the event of accidents, preferably through its stability and / or strength properties, through a preferred tensile and / or compressive strength, through a preferred modulus of elasticity and / or through other relevant properties. These properties of the element stand both on their own and in a preferably synergistic interplay with the other elements of the cabin. In this way, the entire properties of the cabin can preferably be influenced in the desired sense beyond the areas of the deformation element.

For this purpose, the deformation element is introduced into the safety cabin. This means in particular that the deformation element can interact with the other elements of the safety cabin in such a way that it increases the stability and / or the accident safety. For example, the deformation element can be applied and / or introduced on an inner and / or outer surface of the safety cabin, e.g. B. by a connection (joining) by gluing, riveting, welding, screwing, nailing, soldering, vulcanizing, lamination, a magnetic connection, a suction connection, a clamping connection and / or generally a non-positive or positive connection.

The deformation element is preferably at least partially present in an outer area of the safety cabin. This means in particular that the outer area comprises the deformation element or is even essentially or partially formed from it. It can also be that the deformation element z. B. parts of a cross member and / or an inner wall within the cabin, but are also parts of the Deformation elements in the outer area comprises, e.g. B. on the connecting elements of the deformation element to the outer area. This can, for example, be correspondingly angled and / or have connection surfaces so that a stable connection with the outer area is made possible.

An outer area preferably comprises all elements of the safety cabin that comprise an outer surface thereof, e.g. B. the outer walls.

The fiber reinforcement and / or the metal foam is preferably configured to increase a strength, preferably a tensile strength, compressive strength, flexural strength and / or flexural tensile strength, of the safety cabin and a conversion of kinetic energy, preferably into tension work and / or deformation work, with an at least partially inelastic Bump of the safety booth. This means that the deformation element comprising fiber-reinforced and / or metal foam is introduced at the appropriate points and the fiber and / or metal foam on the one hand have the corresponding properties themselves in the case of fiber reinforcement along the longitudinal direction of the fiber, and on the other hand the alignment of the fibers and / or the metal foam is made in such a way that these properties come into play in increasing the strength of the cabin and / or converting kinetic energy in the event of an impact due to an accident.

On the one hand, the stability and / or strength of at least areas of the cabin should preferably be increased; on the other hand, the energy generated in an accident should preferably be absorbed and / or conducted in such a way that it is minimized as far as possible for the occupants. Findings from crash tests and / or calculations are preferably used to identify suitable areas for introducing a deformation element.

In accidents, two factors in particular often play a role: on the one hand, the stability of a passenger cell, body and / or safety cabin is preferred. This is particularly suitable for ensuring the occupants a well-defined survival space in which an occupant is essentially left in the relative position within the vehicle in which he was before the accident and / or in front of parts of the passenger compartment, body and / or safety cabin and to protect against other objects from the interior and / or exterior of the passenger compartment, body and / or safety cabin. Furthermore, a passenger cell, body and / or safety cabin should advantageously have a deformation zone or crumple zone to increase safety. This is intended to essentially and / or at least partially convert the kinetic energy in the event of an accident, which represents a great danger for the occupants even with high stability of the passenger cell, body and / or safety cabin, into deformation energy or work of the material. In the following, this property should preferably be referred to as the (energy) conversion ability. The person skilled in the art knows that both properties can preferably be dependent on and / or interplay with one another. The aforementioned properties preferably play a special role when performing crash tests and can be influenced in the desired sense by suitable material properties. A person skilled in the art knows how to B. softness, elongation at break, tensile strength, modulus of elasticity and / or stability as well as a preferred directional dependency of the safety cabin, deformation element (s) or components comprised by these must be selected in order to achieve the desired properties. These properties as well as a general increase in accident safety can also be measured and / or theoretically calculated by means of crash tests.

It can also be preferred to use deformation elements to convert only one property of the safety cabin, preferably only the stability or strength or only the conversion of kinetic energy into other forms of energy that are preferably harmless to the passengers.

In particular, however, both properties should be increased to a suitable extent, advantageously to increase passenger safety.

A specialist knows how modern crash tests are carried out and which measurement and evaluation methods are used. By means of crash tests it can advantageously be determined where the introduction of a deformation element increases the stability of the cabin to the desired extent and / or particularly strongly and to what extent the introduction increases safety. Areas that are statistically frequently affected in the event of accidents and / or areas that are particularly important for the statics of the cabin and / or as a crumple zone can preferably be particularly relevant. To determine these areas, accident statistics, physical (computer) analyzes and / or theoretical calculations as well as crash tests can preferably be used. In this case, crash tests can be carried out, for example, with and without a deformation element or safety cabin for comparison purposes.

This consideration of crash tests and / or theoretical considerations for the identification of suitable areas (safety-relevant areas) for a deformation element is also preferred analysis for determining safety-relevant areas Called areas. In this analysis, stability and / or convertibility should be examined in particular.

These aforementioned properties, in particular stability / strength and / or convertibility, are intended to particularly characterize a safety cabin and / or a deformation element and its safety-enhancing effect for a mobile home and / or motorhome. The meaning of the noun “safety” or the adjective “safe” in connection with a characterization of the safety cabin and / or the deformation element preferably includes these properties.

An increase in strength, preferably tensile strength, compressive strength, flexural strength and / or flexural tensile strength of the safety cabin can be achieved in particular through a high tensile strength of the fibers used for fiber reinforcement and / or the metal foam used and through a high modulus of elasticity of the fibers and / or the metal foam become. These (fiber) properties are particularly high along a longitudinal direction of the fiber. By bundling suitable fibers, embedding them in a suitable plastic matrix and / or aligning the fibers in at least one direction, these fiber properties can also influence the properties of the safety cabin mentioned. The properties of the metal foam can also be adapted in a suitable manner. Likewise, the conversion of kinetic energy into work of tension and / or work of deformation in the event of an at least partially inelastic impact of the safety cabin, i.e. an accident in the motorhome or motorhome, can be influenced in the aforementioned manner by the fibers and / or the metal foam. The relevant property of the fiber and / or the metal foam, however, in this case is preferably the elongation at break of this fiber and / or the metal foam, which means in particular the relative elongation of a fiber or the metal foam in percent (%) before it breaks or Crack is coming. This is preferably also determined and / or influenced by the toughness of the fiber and / or the metal foam. The partial conversion of kinetic energy into frictional work can also be preferred in the conversion.

But other properties (of the deformation element) can also be preferred to increase (accident) safety, such as, for. B low flammability and / or flammability. For example, the flash point, the focal point and / or the ignition temperature can be used for assessment.

A safety cabin and / or a deformation element is preferably difficult to burn and / or after DIN EN 13501 or. DIN 4102 flame retardant.

For this purpose, a safety cabin and / or a deformation element can include, for example, a flame retardant and / or non-combustible materials, such as. B. certain fiber materials and / or metal foams.

By means of deformation elements which are present in suitable areas of the safety cabin, the accident safety can preferably be increased synergistically. The deformation element is preferably also introduced into an existing passenger cell and / or body. Likewise, however, the deformation element can also be a body or structural component of the safety cabin.

Deformation elements can preferably also be retrofitted. In this way, a vehicle that has already been manufactured can be made safer without much effort. Resources are saved.

In a preferred embodiment, the deformation element comprises a fleece, e.g. B. comprising carbon fibers in a plastic matrix. This can either be installed or attached at a suitable point during the construction of the safety cabin or in a retrofitting process. The introduction or attachment can be done by automated or manual lamination, in particular when retrofitting.

A deformation element can preferably be and / or comprise a flat element. Flat element preferably means that it essentially has an extension along two dimensions and, in particular, only an insignificant extension in the direction perpendicular to this plane.

The term “metal foam” is preferably understood to mean a three-dimensional, metallic, cellular structure with a substantial volume fraction of pores filled with air. Metal foams and their production are known to the person skilled in the art. Metal foam or porous metallic material preferably describes foamed metallic materials. Metal foams have a lower density than solid metals made of the same material, in particular due to pores and cavities, but advantageously at the same time have a high (specific) rigidity and / or strength. In particular, metal foams allow increased kinetic energy absorption capacity, e.g. B. when used in a body or safety cabin in the event of an accident / impact of the vehicle. Show metallic foams thus preferably a good or increased mechanical energy absorption capacity.

Aluminum or aluminum alloys are preferably foamed due to their low density. Using suitable blowing agents, it is preferably also possible to produce foams from copper, zinc, lead or steel / iron. Metal foams are preferably made from metal powder and a metal hydride, e.g. B. the titanium dihydride produced. Both powders are preferably mixed and compacted by sintering and / or extrusion to form a starting material, which is then heated in particular to a temperature above the melting point of the metal, the z. B. titanium dihydride preferentially releases gaseous hydrogen and the mixture foams. It is preferably also possible to produce metal foams by blowing gas into a metal melt, the melt preferably being made foamable by adding solid constituents. For aluminum alloys z. B. 10-20 vol .-% silicon carbide or aluminum oxide added for stabilization. The addition of calcium is also preferably possible. In this case, in particular, an alloy is formed, which advantageously increases the viscosity and / or stabilizes the melt. Likewise, the production of metal foam by the slip reaction foam sintering process (SRSS process) is preferably possible, in particular for the production of iron, steel and / or nickel foam. In this process, a slip is preferably foamed by means of hydrogen formed by the reaction of acid with the respective metal powder, and further reaction products preferably set the foam structure, which is then preferably dried in a mold and / or sintered under a reducing atmosphere or in a vacuum. For low-melting metals (aluminum, zinc and / or lead) there is preferably a production method for open-pore metal foams by casting with salt. The liquid aluminum, zinc and / or lead is preferably poured together with crystal salt (NaCl), where z. B. after mechanical aftertreatment, the salt is washed out. In particular, the grains of salt and / or their contact points are replaced by pores. In this production technology, the pores are preferably essentially connected to one another (open). Such a metal foam advantageously has a porosity of 50 to 65% and adjustable pore sizes of 0.2 mm to 4 mm.

Composite metal foam (CMF) is also preferably included in the term metal foam. Composite metal foam is preferably formed from hollow metal spheres in a solid matrix of another metal, such as steel in aluminum. In particular, CMF has a strength-to-density ratio that is 5 to 6 times higher and / or more than 7 times higher energy absorption than other metal foams and is therefore particularly advantageous. Particularly preferred is z. B. the use of a Kevlar and / or aramid metal foam (ceramic) composite material.

In particular, the joint use of at least one deformation element comprising fiber-reinforced plastic and metal foam or the combination of deformation elements, with at least one element each comprising fiber-reinforced plastic and one element each comprising metal foam, is preferred. This advantageously results in synergistic effects with regard to the safety of the cabin in the event of accidents due to the material properties of fiber-reinforced plastic and metal foam, which complement each other in a synergistic and improved manner.

In a preferred embodiment of the safety cabin, the deformation element has a tensile strength of more than 2000 MPa (megapascals), preferably more than 3000 MPa and in particular more than 3500 MPa. It was surprising that the apparent tensile strengths made it possible to achieve a greatly improved safety of the cabin. The deformation element is therefore particularly stable against tensile loads. These play a major role in accidents. In this way, the safety of the entire cabin is surprisingly increased, even in areas where there is no deformation element. A person skilled in the art knows that material tables list properties such as density, tensile strength and modulus of elasticity and can therefore search for suitable materials from such lists. It can be preferred that the material properties, in particular tensile strength and / or modulus of elasticity, are isotropic properties. However, it can also be preferred that these properties are anisotropic and are only present in at least one specific direction within the material or differ in different directions within the material. In this way, the deformation element can be adapted very individually, for which purpose an analysis is preferably used to determine safety-relevant areas.

Often, especially in the case of deformation elements comprising carbon fiber-reinforced plastic, a particularly high tensile strength and / or a modulus of elasticity can be achieved in particular along one fiber direction. This can be used to specifically influence the preferably anisotropic stability and / or convertibility. Thus, the desired properties can be achieved in a tailor-made manner along certain directions, in particular without the fibers causing a large increase in weight, such as that caused by essentially isotropic, for example misplaced fibers would occur. The (anisotropic) properties can preferably also be described by a tensor.

It can also be preferred to describe the deformation element via the modulus of elasticity, e.g. B. E-modules greater than 50 GPa (gigapascals), preferably greater than 90 GPa, can be preferred for the material essentially used. It can also be preferred that the modulus of elasticity is less than 90 GPa, particularly preferably less than 50 GPa.

In a further, preferred embodiment of the invention, the fibers of the fiber reinforcement and / or the metal foam have a tensile strength of at least 2,700 MPa, preferably at least 2,850 MPa, more preferably at least 3,000 MPa, and in particular at least 3,500 MPa and / or a modulus of elasticity of at least 70 GPa , preferably at least 100 GPa, more preferably at least 230 GPa and in particular at least 370 GPa and / or an elongation at break of at least 0.7%, preferably at least 1.5%, more preferably at least 2.7% and in particular at least 3.5% in preferably at least one direction. In this way, the properties mentioned above can be achieved particularly well. A person skilled in the art knows how to achieve these properties, for example by using suitable fiber material and / or fiber thicknesses and / or the number of fibers connected to one another to form a so-called fiber bundle and / or roving. Advantageously, the metal foams or the metal foam also have the properties mentioned above for the fibers of the fiber reinforcement. These properties and the advantages resulting therefrom are recognizable to the person skilled in the art and can also be transferred to the properties of a metal foam. In the case of fiber reinforcements, the at least one direction relates to a longitudinal direction of at least one fiber. In the case of the metal foam, the direction preferably relates to a preferred direction. In the case of a metal foam, the properties mentioned can also be given particularly preferably in two or three spatial directions of the deformation element.

In particular, the tensile strength and / or the modulus of elasticity or the tensor describing these properties preferably serve to characterize the stability and / or convertibility of the deformation element. Above all, the conversion properties can be positively influenced by anisotropy of the stability properties through a preferred direction of the line of the energy transferred to the deformation element in the event of an accident.

It can also be preferred to describe the deformation element via the density. For example, a density of the material essentially used for the deformation element can preferably be between 1 and 2 g / cm ³ . In this way, particularly light deformation elements can be provided which do not significantly increase the consumption of a mobile home and / or motorhome, only cause low energy costs (fuel) and protect the environment.

Terms such as essentially, approximately, about, etc. preferably describe a tolerance range of less than ± 40%, preferably less than ± 20%, particularly preferably less than ± 10%, even more preferably less than ± 5% and in particular less than ± 1%. Similarly, preferably describes sizes that are approximately the same. Partly describes preferably at least 5%, particularly preferably at least 10%, and in particular at least 20%, in some cases at least 40%.

A surface density for describing the material essentially used can also be preferred. For example, a surface density between 100 g / cm ² and 300 g / cm ² and in particular between 200 g / cm ² and 220 g / cm ^{2 can be} preferred for this material. The deformation elements are preferably essentially flat. The surface density in particular can therefore be suitable for describing particularly light deformation elements which, due to their low weight, can easily be retrofitted without having to change the motorization and / or design of the chassis.

A deformation element is very particularly preferred which either has the combination of these preferred stability and density properties itself and / or the material essentially comprised. In this way, the safety of the cabin can be greatly improved without a significant increase in weight.

In a preferred embodiment of the invention, the deformation element has an extension of at least 1-300 cm in one direction. A deformation element can have many preferably different dimensions within this order of magnitude, depending on whether it is, for. B. is an element of the outer wall of the safety cabin (preferred sizes 55 cm - 250 cm) or stabilizing individual elements such. B. the angle element (preferred sizes 5 cm - 110 cm). It was surprising that with a deformation element of this size, the safety could be decisively improved.

The deformation element, in particular a flat deformation element, preferably has an area of less than 6 m ² . Outer walls typically have areas in the range 2 m ² to 6 m ² , while z. B. angle elements are more likely 25 cm ² to 1.5 m ^{2 in} size.

It can also be preferred that the (flat) deformation element has a thickness of less than 30 cm, preferably less than 20 cm, more preferably less than 10 cm, even more preferably less than 5 cm, very much preferably 2 cm or less and in particular 1 cm or less. Such elements are particularly easy to manufacture.

In a further preferred embodiment of the safety cabin, the deformation element comprises carbon fiber reinforced plastic.

A carbon fiber reinforced plastic is known to the person skilled in the art and preferably comprises reinforcing fibers made of carbon and a plastic matrix which embeds the fibers. Plastic advantageously means a material which comprises polymers. Since the fibers advantageously have a higher rigidity than the matrix, the load or force acting is preferably directed along the fibers.

A fiber is in particular a linear, elongated structure which consists of a fiber material and has a fiber shape, the longitudinal shape z. B. smooth or frizzy and the cross-sectional shape is round or square, for example. Fibers are primarily used to denote thin threads, preferably a few micrometers in diameter. But thicker and / or thinner fibers are also known and can be used.

A carbon fiber can, for example, ^{comprise graphite-like sp 2} -bonded carbon.

Known and preferred types of carbon fibers, preferably also referred to as carbon fibers, include fibers of the following characterizations: HT (High Tenacity) - high strength, UHT (Ultra High Tenacity) - very high strength, LM (Low Modulus), IM (Intermediate Modulus) - intermediate, HM ( High Modulus) - highly rigid, UM (Ultra Modulus), UHM (Ultra High Modulus), UMS (Ultra Modulus Strength) and / or HMS (High Modulus / High Strain) - extremely rigid / high strength. These characterizations correspond to standard industrial designations and are known to the person skilled in the art. A suitable fiber can be used depending on the requirements for stability and / or convertibility.

The fiber materials of the carbon fibers are selected, for example, from the group comprising rayon / viscose (cellulose), polyacrylonitrile (PAN), pitch, polyethylene oxide (PEO) and / or polyvinyl alcohol (PVA). These are suitable for simple and inexpensive production.

It can also be preferred that the carbon fibers are selected from the group comprising cellulose in general, flax, hemp fibers, sisal and / or wood. In this way, particularly ecologically compatible deformation elements can be produced, which at the same time can absorb the energy in an accident particularly well and pass it on in a suitable manner (convertibility).

A carbon fiber can advantageously also be selected from a group comprising aramid, poly (p-phenylene-2,6-benzobisoxazole) (PPBO), polyester, nylon, ultra-high molecular weight polyethylene, polyethylene and / or polymethyl methacrylate. Fibers of this preferred variant are particularly versatile, robust and / or stable and have, for example, high temperature and / or chemical resistance, low flammability and other advantageous properties.

The plastic can preferably comprise a thermoplastic, a thermosetting and / or an elastomer material. Thermoplastics are easy to process. Thermosets are preferably particularly stable even at high temperatures. Elastomers in particular have a high convertibility.

The plastic can e.g. B. consist of resin and / or hardener. It is possible to use both condensation resins and reaction resins which, in contrast to the former, cure mainly through polymerization or polyaddition without splitting off volatile components. In this way, damage to the health of persons involved in the production can advantageously be avoided.

Hardeners are preferably to be understood as meaning materials which, in particular together with the resin used, lead to hardening to form a solid material, primarily a solid plastic. Hardeners are preferably selected from the group comprising polyamines, amine adducts, polyaminoamides, ketimines, polyisocyanates, blocked isocyanates, cyanguanidine, amidines, anhydrides of dicarboxylic acids, polyester resins containing carboxy groups, dicarboxylic acids, aldehydes, ketones and / or divinylbenzenes, diallyurigate lycidyl and / or triallyl isocyanate. These are particularly inexpensive and easy to manufacture.

The plastic and / or hardener preferably comprises a thermoplastic material and is, for. B. selected from the group comprising polyetheretherketone (PEEK), polyphenylene sulfide (PPS), polysulfone (PSU), polyetherimide (PEI), polytetrafluoroethene (PTFE). Primarily thermosetting materials such as epoxy resin (EP), unsaturated polyester resin (UP), Vinyl ester resin (VE), phenol-formaldehyde resin (PF), diallyl phthalate resin (DAP), methacrylate resin (MMA), polyurethane (PUR), melamine resin (MF / MP) and / or urea resin (UF). A suitable hardener is preferably used.

Elastomers preferably comprise polymers. Elastomers are, for example, vulcanizates of natural rubber and / or silicone rubber.

A production of carbon fiber reinforced plastic can preferably include the following steps and / or elements: Use of prepregs in the press or autoclave process (particularly high-quality and improved carbon fiber reinforced plastic), fiber winding, infusion or RTM processes (particularly inexpensive production). CFRP hand laminates (particularly simple and easy to retrofit deformation elements).

Carbon fiber reinforced plastic is particularly suitable for increasing safety and can be easily processed and adapted to a wide variety of shapes. The aesthetics can also be increased in this way. Carbon fiber reinforced plastic uniquely combines low weight and high stability (modulus of elasticity, tensile strength). It is not for nothing that the use of these materials is otherwise known mainly from aerospace and antiballistics. However, it was surprising that a use for a safety cabin for a mobile home or motor home improves stability and safety without significantly (substantially) changing weight, consumption and driving properties.

It is particularly preferred to achieve suitable / desired security properties through professional alignment and / or laying of the fibers. This is based in particular on the analysis to determine security-relevant areas.

Retrofitting deformation elements in the form of carbon fiber reinforced plastics is also particularly easy, since these often have the shape of mats. Such mats can be introduced into an existing booth at a suitable location afterwards, e.g. B by lamination.

In a preferred embodiment, the fiber reinforcement comprises natural fibers. It has been shown, surprisingly, that the use of natural fibers leads to a high level of stability and consequently to a high level of safety for the safety cabin according to the invention. In addition, natural fibers have the enormous advantage that they are renewable and biodegradable. Especially with regard to the environment and climate change, the resource-saving and waste-saving production of vehicles is of great relevance.

Naturally, the properties of the raw material used for natural fibers are much more inhomogeneous than synthetically produced fibers. Accordingly, it is preferable to standardize the properties of the individual fibers by means of suitable digestion processes or fiber treatment. The quality of the natural fibers, the yarn thickness and the twist are preferably highly technical in order to achieve optimal mechanical properties in the finished composite part. The fibers are preferably specially treated to optimize the fiber-matrix interface.

The production of natural fibers is nevertheless significantly less energy-intensive than, for example, the production of glass or carbon fibers. But the material properties of natural fibers also have many advantages, for example they are extremely light and, thanks to their design, have particularly good acoustics. In addition, natural fibers are very stiff and have an advantageous fatigue behavior. A previously underestimated aspect of the use of natural fibers is surprisingly that natural fibers can dampen or absorb vibrations excellently, so that occupants in the safety cabin according to the invention experience improved quiet driving comfort. In addition to all the advantages described, natural fibers can be further processed very well and, in particular, integrated into creative designs, so that the safety cabin according to the invention also has an aesthetic and appealing effect for young and / or design-savvy people.

Carbon fiber reinforced plastic includes, in particular, fiber reinforcement in the form of a unidirectional and multiaxial scrim (or fabric and / or fleece), which in particular includes high-quality carbon, glass and / or aramid fibers and can be laminated with resin. This is advantageously high-strength, ultra-light (weight / density) at the latest in the laminated state, can be draped easily when it is introduced, easy to process and is compatible with a wide variety of resin systems.

The further processing can in particular include the following processes: wet lamination, pressing or RTM (Resin Transfer Molding). Preimpregnated materials (prepregs) are also preferred.

In a preferred embodiment, the carbon fiber reinforced plastic comprises aramids. Aramids are preferably polyamides with aromatic groups in the main chain in which at least 85% of the amide groups are bonded directly to two aromatic rings. It can however, aromatic polyamide-imides may also be included. Aramids are preferably selected from the group comprising meta-aramids, para-aramids and / or para-aramid copolymers. Aramids can include poly (p-phenylene terephthalamide) (PPTA, trade names: Kevlar, Twaron) and / or poly (m-phenylene isophthalamide) (PMPI, trade names: Nomex, Teijinconex).

The use of Sigratex for the deformation element is particularly preferred. In particular, the use of Sigratex H W215 -TW2 / 2 from the manufacturer SGL Carbon or equivalent materials from other manufacturers is preferred because it has surprisingly good safety properties. These can be in the form of non-woven fabrics, fabrics and / or a fleece and can be introduced into a safety cabin in accordance with known and named techniques.

Individual, very fine fibers can preferably be combined into so-called rovings in the fiber reinforcements. A fiber roving is preferably a bundle, strand and / or yarn made of fibers arranged in parallel. The number of combined fibers is indicated in particular with the number of filaments, which preferably corresponds directly to this number. Units of a thousand fibers are preferably abbreviated to k, so 50,000 fibers in a roving correspond in particular to 50 k.

The fineness is preferably given in tex. tex corresponds in particular to the mass in grams per thousand meters of length of a fiber or a roving. The preferred parameters enable a surprisingly high tensile strength or a surprisingly high modulus of elasticity to be achieved with low weight and thus low density at the same time. The fibers combined to form a roving influence each other synergistically. The following applies to the filament (synonym: k-number, number of filaments) - the higher, the more stable the fiber reinforcement.

It can preferably be used fiber reinforcements that comprise scrims, woven fabrics and / or nonwovens. Nonwoven mats made of parallel carbon fibers, which are fixed in their position by connecting means, are preferred. These can preferably be both unidirectional and multiaxial, which means in particular that all fibers and all layers included are oriented in one direction (unidirectional) or comprise several directions of orientation (multiaxial). Fabrics preferably comprise woven fibers as in textiles and can e.g. B. have the form of mats and / or fabric tapes. In the case of nonwovens, short fibers (e.g. less than 10 cm) are preferably comprised. The fibers can preferably be woven together in a “felt-like” manner. Isotropic nonwovens (fiber directions statistically essentially uniformly distributed) and / or oriented nonwovens (preferred direction of the fibers present) can preferably be used.

Different fiber types with different properties can preferably be used for all of the fiber reinforcements mentioned, e.g. B .: carbon fibers, preferably comprising HT fibers with a number of filaments from 1,000 to 50,000, a tensile strength of 3,500 MPa (megapascal) or higher, an elastic modulus of 230 GPa (gigapascal) or higher and / or an elongation at break of 1.5 % or higher. In this case, all properties preferably apply per roving and / or in the longitudinal direction of the fibers. Carbon fibers used can also preferably be HM fibers (high modulus) with a number of filaments of 1,000 - 50,000, a tensile strength of 2,700 MPa or higher, an E modulus of 370 GPa or higher and / or an elongation at break of 0.7% or higher. Likewise, aramid fibers can preferably be included, e.g. B. with a fineness of 80 - 400 tex, a tensile strength of 2,850 MPa or higher, an elastic modulus of 70 GPa or higher and / or an elongation at break of 3.4% or higher (so-called standard module). Likewise, the aramid fibers can preferably be intermediate and / or high-modulus fibers, preferably with a fineness of 40-400 tex, a tensile strength of 2,850 MPa or higher, an elastic modulus of 100 GPa or higher and / or an elongation at break of 2.7% or more higher. Likewise, glass fibers can preferably be included, preferably E-glass (preferably aluminum borosilicate glass with less than 2% alkali oxides; which is used as standard for general plastic reinforcement), preferably with a fineness of 30 - 3,500 tex, a tensile strength of 3,000 MPa or higher , a modulus of elasticity of 70 GPa or higher and / or an elongation at break of 3.5% or higher. Mixed types of the fiber types mentioned can also preferably be used as fiber reinforcement.

The fiber reinforcements in the form of nonwovens, fabrics and / or nonwovens are preferably characterized by the following properties: material selection (preferably carbon, glass and / or aramid as well as hybrid, i.e. comprising several types; fabric type (unidirectional, biaxial, triaxial, quadriaxial, nonwoven, where Bi-, tri- and quadri- preferably stand for two, three and four different fiber directions); weight per unit area, given in grams per square centimeter (g / cm ² ); type of weave for fabrics, preferably plain weave, body weave (preferably sloping ridge, preferred types 2/2, 4/4) and / or satin weaves (also known as satin weaves, preferred type 1/7) Preferred fiber orientations are: 0 ° (unidirectional), 0/90 °, -45 ° / + 45 ° (both biaxial ), 0 ° / -45 ° / + 45 ° (triaxial), 0 ° / -45 ° / 90 ° / + 45 ° (quadriaxial) or for nonwovens isotropic, anisotropic 0 °, anisotropic -45 ° / + 45 ° Preferred fixings are one-sided grids, two-sided grids, sewn and / or not fixed. Furthermore, binding / grammage and / or identification thread can be included in the case of nonwovens. Production or further processing steps of the fiber reinforcements can preferably include: prepreg production, wet lamination, infusion, wet pressing and / or resin transfer molding (RTM).

In the case of woven fabrics, tapes and / or nonwovens, carbon fibers with 1k, 3k, 6k, 12k and 24k (number of filaments) can preferably be included as the material base. In particular, woven hybrid materials with glass and / or aramid fibers can be used. These offer high strength, rigidity and improved thermal and electrical conductivity. They are advantageously compatible with different resin systems and are therefore particularly flexible.

In a preferred embodiment of the invention, the metal foam comprises a metal selected from the group comprising aluminum, iron, steel, nickel, zinc and / or lead. Gallium, gold, copper, magnesium, mercury, tungsten, titanium, silver, ruthenium, rhodium, platinum, palladium, osmium, sodium, molybdenum, manganese, cobalt, potassium; Iridium, indium, chromium, cadmium, bismuth, beryllium and / or (white) tin and / or alloys of the aforementioned or comprise the aforementioned materials can be included. With these materials, the desired properties of the deformation elements can be achieved in a particularly simple manner. In addition, a simple and inexpensive manufacturing method is advantageously given.

It is particularly preferred that the deformation element and / or the fiber reinforcement comprise carbon scrim. Carbon scrims are, in particular, scrims comprising carbon fibers. Carbon fabrics are preferably used unidirectionally and / or biaxially for the production of high-strength components in motorsport, in the generation of wind energy, in sports equipment construction and in boat, ship and / or aircraft construction and in particular comprise stretched (long and / or aligned) fibers which are in different layers with different fiber orientations are deposited and z. B. be connected with a sewing thread. In this case, tensile and / or compressive forces can surprisingly be optimally absorbed and / or passed on by the fibers. Non-woven fabrics are particularly preferred for large-scale industrial production, where they can be used in a particularly simple and cost-saving manner. It can, for. For example, a so-called autoclave can be used in production, which is particularly worthwhile in large-scale industrial production and prevents air inclusions through the processing of the fabric under vacuum conditions, thus increasing quality and minimizing maintenance.

(Textile) scrims include, in particular, one or more layers of fibers in the same or different orientation (unidirectional or multiaxial scrims). The fibers can preferably be connected by threads (also called knitting threads). Structural stretching can be avoided by aligning the fibers in a stretched and / or load-appropriate form. This greatly improves the mechanical properties. The following stitch types can preferably be used: fringe, offset fringe, tricot, double tricot and / or hexagonal stitch. These scrims are particularly practical to use.

The average person skilled in the art is aware that the term “layer” in connection with the layered structure of textile fabrics or fabrics is to be understood as a synonym for the term “layer”. Both terms are therefore interchangeable in this context throughout the document.

Accordingly, a scrim preferably comprises several layers of fibers in the same or different orientations (unidirectional or multiaxial scrims) or, in other words, a scrim particularly preferably comprises several layers of fibers in the same or different orientation (unidirectional or multiaxial scrims).

The fiber orientation or alignment in a scrim is preferably based on the direction of production of the scrim. The direction of production of a scrim preferably defines a 0 ° direction. The fiber orientation of the respective layers of a scrim is arranged as a function of this direction. The orientation of the fiber orientation of the individual layers is indicated with an angle to the direction of production (s. 13th ).

There are preferably single-layer, uniaxial scrims in which the fiber orientation is oriented both in the 0 ° and in the 90 ° direction. These fabrics are preferably reinforced directly with mats or fleeces. Furthermore, two-layer biaxial scrims are also particularly preferably present. The orientation of the fiber is here preferably at 0 ° and 90 ° (for example, but also + 45 ° / -45 °) to the direction of production. More preferred is the use of multilayer, multiaxial scrim, with a fiber orientation of e.g. B. 90 °, -45 °, 0 °, + 45 ° (four shifts). In particular, scrims with other orientational relationships are also preferred. As a result, the scrim can advantageously be adapted to the special load conditions of the safety cabin and withstand them. Due to the small thickness of a layer, multi-layer, multiaxial fabrics are particularly advantageous in terms of saving weight and space.

Unidirectional fabrics preferably include carbon fibers and glass fibers. A sewing can, for. B. comprise a polyester yarn or be carried out by a one-sided or double-sided lattice fixation. Taking into account the weight per unit area and / or the costs, medium to high filament numbers (filament numbers) can be included. Such clutches are surprisingly diverse. The following properties can preferably be included: fiber orientation: 0, + -45 °, 90 °; Weight of fiber layer (g / m ² ): 154, 226, 307, 451, 462, 614; Total basis weight (g / m ² ): 80, 100, 125, 150, 179, 178, 181, 200, 253, 300, 332, 331, 338, 478, 492, 500, 600, 646; different types of trusses, e.g. B. E214; Sewn and / or fixed by one and / or two-sided grid.

Preference is given to using biaxial carbon fiber scrims, comprising fibers (in particular rovings) with two layers with two orientations, e.g. B. ± 45 °. As a result of the stretched fibers encompassed, scrims have surprisingly improved mechanical properties. Especially when using high quality carbon fibers with z. B. 50,000 (50 k) filaments, the desired security properties are synergistically improved. Such scrim can be handled surprisingly easily during production, are in particular easy to infuse with a resin and drapable in an improved manner, while being surprisingly light, stiff and strong. These properties can be achieved with a surprisingly low use of materials and manufacturing. The following properties can preferably be included: fiber orientation: +/- 45 °; Weight of fiber layer (g / m ² ): 154 per layer / direction, 154/307 (different directions), 200 per layer, 300 per layer; Total basis weight (g / m ² ): 318, 471, 415, 615; sewn (E214).

In a further embodiment of the invention, the safety cabin is characterized in that the plastic fabric and / or fabric is a hybrid fabric and / or fabric which comprises a mixed fiber reinforcement of carbon fibers and / or aramid fibers and / or glass fibers and / or natural fibers. Hybrid fabrics and / or scrims have particularly advantageous material properties in terms of modulus of elasticity, elongation at break, and tensile or compressive strength.

In a further preferred embodiment, the safety cabin is characterized in that the fiber reinforcement of the hybrid fabric and / or scrim comprises aramid fibers with a weight proportion between 40% and 60% and in particular about 50%, with carbon fibers and / or natural fibers also being included and with the weight proportions relate to the total weight of the fiber reinforcement. With this composition in particular, it has surprisingly been found that the processing and / or further treatment of the hybrid fabric and / or fabric is made possible in a simple manner. In addition, the material properties in this composition are surprisingly advantageous with an optimum in terms of modulus of elasticity, elongation at break and tensile or compressive strength.

In a further embodiment, the fiber reinforcement of the hybrid fabric and / or scrim preferably comprises a volume fraction between 40% and 60% and in particular around 50% aramid fibers, with carbon fibers and / or natural fibers also being included and with the volume fractions relating to the total volume of the fiber reinforcement.

According to the invention, the walls of the safety cabin preferably comprise at least one layer of a fiber-reinforced plastic fabric and / or fabric. In this context, different scrims and / or fabrics can generally be connected to one another (laminated), whereby they are defined collectively as several layers of scrims. The expression "at least one layer of a fiber-reinforced plastic fabric and / or fabric" is synonymous with "at least one [in the sense of the number] fiber-reinforced plastic fabric and / or fabric". This applies accordingly to all statements in the entire document.

• i. vier Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von 30°unterscheiden oder
• ii. sechs Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von 18°unterscheiden oder
• iii. sieben Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel 15° unterscheiden.

In a further preferred embodiment of the invention, the safety cabin is characterized in that a hybrid fabric and / or scrim is contained in the layer in the front area of the cabin, which

• i. comprises four layers, the fiber orientations of the successive layers each differing by an angle of 30 ° or
• ii. comprises six layers, the fiber orientations of the successive layers each differing by an angle of 18 ° or
• iii. comprises seven layers, the fiber orientations of the successive layers each differing by an angle of 15 °.

Such a configuration advantageously brings about a particularly surprisingly high level of stability in the front area of the cabin.

1. i. bevorzugt 1 bis 10, besonders bevorzugt 2 bis 6 und insbesondere 2 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 90°unterscheiden oder
2. ii. bevorzugt 1 bis 12, besonders bevorzugt 3 bis 9 und insbesondere 3 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 45°unterscheiden.

In a further preferred embodiment of the invention, the safety cabin is characterized in that a hybrid fabric and / or scrim is contained in the layer in the front area of the cabin, which

1. i. preferably 1 to 10, particularly preferably 2 to 6 and in particular 2 layers, the fiber orientations of the successive layers each differing by an angle of approximately 90 ° or
2. ii. preferably 1 to 12, particularly preferably 3 to 9 and in particular 3 layers, the fiber orientations of the successive layers each differing by an angle of approximately 45 °.

• i. bevorzugt 2 bis 12, besonders bevorzugt 3 bis 8 und insbesondere 4 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 30°unterscheiden oder
• ii. bevorzugt 2 bis 12, besonders bevorzugt 4 bis 8 und insbesondere 6 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 18°unterscheiden oder
• iii. bevorzugt 2 bis 14, besonders bevorzugt 4 bis 9 und insbesondere 7 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel etwa 15° unterscheiden.

In a preferred embodiment, the layer comprises in the front area of the cabin, in which a hybrid fabric and / or scrim is contained

• i. preferably 2 to 12, particularly preferably 3 to 8 and in particular 4 layers, the fiber orientations of the successive layers each differing by an angle of about 30 ° or
• ii. preferably 2 to 12, particularly preferably 4 to 8 and in particular 6 layers, the fiber orientations of the successive layers each differing by an angle of about 18 ° or
• iii. preferably 2 to 14, particularly preferably 4 to 9 and in particular 7 layers, the fiber orientations of the successive layers each differing by an angle of about 15 °.

According to the invention, a fiber-reinforced plastic fabric and / or scrim or a layer of a fiber-reinforced plastic fabric and / or scrim preferably comprises 4 layers, with the fiber orientation of a first layer preferably being an angle of 0 °, a second layer being an angle of 30 °, and a third Layer has an angle of 60 ° and a fourth layer has an angle of 90 ° to the direction of production of the fabric and / or scrim.

In a further preferred variant, a fiber-reinforced plastic fabric and / or scrim or a layer of a fiber-reinforced plastic fabric and / or scrim preferably comprises six layers, the fiber orientation of a first layer preferably being an angle of 0 °, a second layer being an angle of 18 °, a third layer has an angle of 36 °, a fourth layer an angle of 54 °, a fifth layer an angle of 72 ° and a sixth layer an angle of 90 ° to the direction of production of the fabric and / or scrim.

In a further preferred variant, a fiber-reinforced plastic fabric and / or scrim or a layer of a fiber-reinforced plastic fabric and / or scrim preferably comprises seven layers, the fiber orientation of a first layer preferably being an angle of 0 °, a second layer being an angle of 15 °, a third layer an angle of 30 °, a fourth layer an angle of 45 °, a fifth layer an angle of 60 °, a sixth layer an angle of 75 ° and a seventh layer an angle of 90 ° to the direction of production of the fabric and / or has scrim.

1. i. zwei Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um 90° unterscheiden oder
2. ii. drei Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um Winkel 45° unterscheiden.

In a further preferred embodiment of the invention, the safety cabin is characterized in that a hybrid fabric and / or scrim is contained in the layer in the rear area of the cabin, which

1. i. comprises two layers, the fiber orientations of the successive layers each differing by 90 ° or
2. ii. comprises three layers, the fiber orientations of the successive layers each differing by an angle of 45 °.

1. i. bevorzugt 1 bis 10, besonders bevorzugt 2 bis 6 und insbesondere 2 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 90°unterscheiden oder
2. ii. bevorzugt 1 bis 12, besonders bevorzugt 3 bis 9 und insbesondere 3 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 45°unterscheiden.

In a preferred embodiment, the layer comprises in the rear area of the cabin, in which a hybrid fabric and / or scrim is contained

1. i. preferably 1 to 10, particularly preferably 2 to 6 and in particular 2 layers, the fiber orientations of the successive layers each differing by an angle of approximately 90 ° or
2. ii. preferably 1 to 12, particularly preferably 3 to 9 and in particular 3 layers, the fiber orientations of the successive layers each differing by an angle of approximately 45 °.

1. i. bevorzugt 2 bis 12, besonders bevorzugt 3 bis 8 und insbesondere 4 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 30°unterscheiden oder
2. ii. bevorzugt 2 bis 12, besonders bevorzugt 4 bis 8 und insbesondere 6 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 18°unterscheiden oder
3. iii. bevorzugt 2 bis 14, besonders bevorzugt 4 bis 9 und insbesondere 7 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel etwa 15° unterscheiden.

In a preferred embodiment, the layer comprises in the rear area of the cabin, in which a hybrid fabric and / or scrim is contained

1. i. preferably 2 to 12, particularly preferably 3 to 8 and in particular 4 layers, the fiber orientations of the successive layers each differing by an angle of about 30 ° or
2. ii. preferably 2 to 12, particularly preferably 4 to 8 and in particular 6 layers, the fiber orientations of the successive layers each differing by an angle of about 18 ° or
3. iii. preferably 2 to 14, particularly preferably 4 to 9 and in particular 7 layers, the fiber orientations of the successive layers each differing by an angle of about 15 °.

Such a configuration advantageously brings about a high level of stability in the rear area of the cabin advantageously, material is saved in relation to the front area and therefore costs are advantageously reduced. In addition, the rear area assumes the function of a crumple zone or deformation zone, especially in rear-end collisions (accidents in which a vehicle drives the motorhome or motorhome into the rear), which can absorb and convert impact energy so that less kinetic impact energy is received by the passengers . The passengers preferably sit in the front area of the safety cabin and / or in the driver's cab.

According to the invention, a fiber-reinforced plastic fabric and / or scrim or a layer of a fiber-reinforced plastic fabric and / or scrim preferably comprises two layers, the fiber orientation of a first layer preferably being an angle of 0 ° and a second layer being an angle of 90 ° to the direction of production Has fabric and / or scrim.

Alternatively, a fiber-reinforced plastic fabric and / or scrim or a layer of a fiber-reinforced plastic fabric and / or scrim preferably comprises three layers, the fiber orientation of a first layer preferably being an angle of 0 °, a second layer being an angle of 45 ° and a third Layer has an angle of 90 ° to the direction of production of the fabric and / or scrim

According to the invention, a multilayer, multiaxial scrim (preferably hybrid scrim), with a fiber orientation of z. B. 90 °, -45 °, 0 °, + 45 ° (four-layer) indirectly produced by standardized biaxial scrims (preferably hybrid scrims), in particular with a fiber orientation of 0 ° and 90 °. The biaxial fabrics are laminated one on top of the other. Two 0 ° / 90 ° scrims laminated on top of one another result in a 0 ° / -45 ° / 90 ° / 45 ° scrim.

The person skilled in the art is familiar with the production of further multilayer fabrics (preferably hybrid fabrics) by laminating standardized biaxial hybrid fabrics (see also 12th ).

It is clear to the average person skilled in the art that all angles mentioned in this document can have a certain tolerance range. Correspondingly, obvious angles with a deviation of preferably +/- 10 °, particularly preferably +/- 5 ° and more preferably +/- 2 ° from the angles mentioned are also included.

In a further preferred embodiment of the invention, the safety cabin is characterized in that each layer of the layer has a thickness of approximately 0.3 mm. This is, in an advantageous manner, surprisingly material-saving and therefore particularly economical.

Carbon fabrics can also preferably be included in the deformation element or the fiber reinforcement. The following properties can preferably be included: Materials and properties: carbon-glass fabric and / or carbon-aramid fabric in HAT (high strength) and / or HM (high modulus); Basis weight (g / m ² ): 80, 95, 120, 135, 160, 170, 175, 200, 205, 215, 245, 285, 300, 305, 365, 400, 410, 425, 500, 620, 665, 830; Yarn count warp / weft (tex): 70, 200, 400, 800, 1600, 225, 200, 200 carbon / 160 aramid; Binding type: canvas, body 2/2, 4/4 satin 1/7. The advantage of carbon fabrics is their particularly low weight and simple production costs.

Likewise, narrow (preferably cm) strips of fabric can preferably be encompassed by the deformation element and / or its fiber reinforcement, preferably with the following properties: unidirectional; Plain weave, preferably with binding chain / glass auxiliary chain; Basis weight (g / m ² ): 140, 200, 210, 270, 280, 285, 290, 330, 360, 365, 370; Width (cm): 5, 6.5, 7, 7.5, 4.5, 2.5, 3.5, 10, 12, 16. With fabric tapes a particularly flexible reinforcement and increase of security, e.g. B. can be achieved in particularly sensitive areas, such as. For example in corner areas of the safety cabin.

Carbon fleeces can preferably be included in the deformation element or the fiber reinforcement. Nonwovens made of carbon fibers are advantageously very easy to process and are surprisingly suitable for prepreg production. Isotropic nonwovens preferably comprise evenly distributed fibers with a preferred average fiber length of about 40 mm. These are particularly inexpensive. Oriented nonwovens preferably comprise anisotropically oriented fibers with a preferred average fiber length of about 60 mm. Oriented nonwovens can in particular be included in defined carbon fiber nonwoven complexes. The mechanical properties can be surprisingly improved by the layer structure and the orientation. The following properties can preferably be included for an isotropic carbon fiber fleece: Proportion of carbon fiber / glass fiber / polymer fiber (g / m ² ): 410/13/27 (= 450 total), 469 / 13.48 (= 530 total). The following properties can preferably be included for an oriented carbon fiber fleece: Proportion of carbon fiber / glass fiber / polymer fiber (g / m ² ): 75/9/12 (= 96 total). Preferred properties of a carbon fiber fleece complex are: Orientation fleece layers: 0, + -45 °; Share of carbon fiber / glass fiber / polymer fiber (g / m ² ): 150/26/19 (= 205 total with binder), 300/35/57 (= 402 total with binder).

Carbon fiber wet nonwovens can also preferably be included. These preferably have the following properties: Weight per unit area (g / m ² ): 20 30; Fiber length (mm): 6/12, tear strength: N / 15 mm; Type of binder: polyester soluble in styrene, polyvinyl alcohol. Wet nonwovens are particularly easy to process and conserve resources.

All fiber reinforcements can preferably include recycled fibers. It has been shown to be particularly advantageous and extremely surprising that, in addition to protecting the environment, a high stability of the reinforcement is achieved.

A safety cabin comprising fiber-reinforced deformation elements, preferably made of CFRP, can be produced, for example, as follows: a carbon fiber-reinforced plastic (CFRP) is used comprising carbon fibers comprising a thermoplastic textile fiber made of polyacrylonitrile. This is preferably split into a thin fiber (approx. 7 micrometers {µm}) comprising essentially pure carbon. Around 50,000 fibers are preferably combined into a roving. The rovings are then preferably further processed into textile fabrics. In particular, several layers of scrims of different orientations in different orientations can be included in stacks, which are / are preferably cut to size. These stacks can now be encompassed by parts of the safety cabin (deformation elements). In this case, a further individual shaping can preferably be made possible and / or the stability can be increased by supplying heat. Joining together several of the preformed parts, preferably called preform blanks, to form a larger component is preferred. As a result, the effort involved in the production of large-area components of the safety cabin can be surprisingly improved. In a next step, resin is preferably introduced or injected under high pressure by an RTM (Resin Transfer Molding) process (pressure preferably more than 1 bar, more preferably more than 10 bar and in particular 50 bar or more), e.g. B. in a suitable form. This can surprisingly improve the rigidity. The resulting CFRP elements are then preferably joined together to form a safety cabin or a basic structure comprised of this comprising deformation elements. Advantageously, the described production of complex and preferably large-area parts with improved geometric integration can save a surprising number of components and thus weight compared to a conventional cabin of a mobile home or motorhome. The CFRP elements are preferably joined by gluing, which improves strength and saves weight. In the manufacture of the safety cabin as described, weight can be saved (with increased safety) and thus resources can be saved. The elements used are also preferably corrosion-free, which means that the safety cabin is particularly low-maintenance and has a long service life. The elements are also preferably particularly insensitive to light impacts. The elements can preferably be further painted in order to form the outer area of the cabin and to enhance the aesthetics. Advantageously, because of the unnecessary corrosion protection, surprisingly less paint can be used and this can be applied in a more energy-saving manner. This protects the environment and resources.

In general, the number of preferred layers or layers of fiber reinforcement is calculated using what is known as the laminate theory. In this way, a preferred strength and a conversion of kinetic energy by a fiber-reinforced deformation element can be calculated particularly easily.

Individual layers or layers preferably have a thickness of <1 mm. Thus, weight can be saved. The thickness of individual layers or layers is particularly preferably approximately 0.2 mm. Such locations are particularly space-saving and economical.

In a further preferred embodiment, the safety cabin is characterized in that the natural fibers are selected from the group comprising jute, hemp fibers, flax fibers, bamboo fibers, sisal fibers and / or kenaf fibers. Flax fibers, in particular, advantageously have the highest strength among the vegetable natural fibers. Jute fibers, on the other hand, have particularly good properties with regard to their ability to regulate moisture. This is an enormous advantage in particular when a large number of occupants are in the safety cabin. The humidity caused by evaporation from the occupants can advantageously be absorbed by means of the woven fabrics / scrims made of jute fibers that are incorporated into the walls. Hemp plant fibers are particularly tear-resistant, stable and have an advantageously high modulus of elasticity. Kenaf is one of the difficult natural fibers to process, but has an excellent environmentally friendly quality, as the plant itself also absorbs a high proportion of CO2. Kenaf advantageously produces both short and long fibers, which, depending on the required application, can be adapted to the component size without having to carry out many process steps that have to be processed beforehand.

Furthermore, mixtures of the types of natural fibers described above can also be used as fiber reinforcement, so that the beneficial properties synergistically complement each other.

In a preferred embodiment, the safety cabin is characterized in that the fiber reinforcement is selected from the group comprising carbon fibers, aramid fibers and / or glass fibers. These are particularly low-maintenance, robust and light. Elements with such fiber reinforcements are preferably 3 to 6 times, in particular 5.4 times, more stable than a steel element of the same weight. In particular, the development of fine dust in the production and use of CFRP is unproblematic, the health of the workers involved and the environment are protected.

In a preferred embodiment, a polyester resin is used to form a matrix for the fiber reinforcements for a fiber-reinforced plastic. This is particularly inexpensive. In particular, epoxy resin is used, this is particularly powerful and forms improved components.

In a preferred embodiment, the fiber reinforcement comprises fiber rovings, the fiber rovings having a number of filaments between 1,000 and 50,000 and / or a fineness between 30 and 3,500 tex, preferably between 40 and 400 tex. In this way, the preferred security properties can be achieved particularly easily.

In a further preferred embodiment of the safety cabin, the deformation element can comprise glass fiber reinforced plastic. This is particularly inexpensive.

In a further preferred embodiment of the invention, the deformation element comprises a mixed fiber reinforcement with a weight proportion of aramid fibers between 10% and 90%, preferably between 20% and 80%, particularly preferably between 30% and 70%, more preferably between 40% and 60% and in particular about 50%, which also includes carbon fibers and / or natural fibers. It was extremely surprising that such a deformation element has improved safety properties without causing additional weight. This saves resources and, in combination with the surprisingly freedom from maintenance, results in cost savings.

In a further preferred embodiment, the deformation element comprises a carbon scrim. This can improve the quality.

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises at least one deformation element comprising a layer of a carbon and / or aramid fiber reinforced plastic fabric and / or fabric. In this way, the excellent safety and weight properties of these elements can be used particularly easily.

In this and the following embodiments mentioned, a layer of a carbon and / or aramid fiber-reinforced plastic fabric can preferably also be replaced by a layer comprising a metal foam or comprise such a layer. Is in the following z. B. 3 - 8 layers of a carbon and / or aramid fiber reinforced plastic fabric, can also mean 3 - 8 layers of a metal foam or mixed layers, e.g. B. when naming 8 layers of a carbon and / or aramid fiber reinforced plastic fabric 3 layers of a carbon and / or aramid fiber reinforced plastic fabric and 5 layers comprising metal foam can be meant.

The same applies preferably to the layer of a glass fiber reinforced plastic, which can preferably also comprise a layer of a metal foam.

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises at least one deformation element comprising between 1 and 20, preferably 3 - 8 layers of a carbon and / or aramid fiber reinforced plastic fabric and / or fabric. In this way, surprisingly flexible deformation elements can be formed. It is particularly preferred that different layers comprise at least two different orientations of the fibers and / or fiber rovings. In this way, the security can be increased surprisingly.

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises at least one deformation element comprising at least one layer of glass fiber reinforced plastic (GRP) with a thickness between 1 and 10 mm, preferably between 1 and 5 mm. In the case of the preferred thicknesses, more than one layer of GRP is preferably comprised. As a result, not only the safety against minor accidents can preferably be improved by providing a larger crumple zone, but surprisingly also the comfort of the safety cabin through better sound and thermal insulation. The person skilled in the art knows that in the corner areas of the cabin, in which fiber-reinforced layers preferably overlap in order to improve the stability and / or strength, there may be greater thicknesses than the preferred ones.

In a preferred embodiment, the safety cabin is characterized in that the walls of the safety cabin comprise at least two layers of a fiber-reinforced plastic fabric and / or scrim, a foam layer preferably being positioned between the layers. This advantageously improves the damping properties and the stability of the safety cabin. In addition, the foam layer has a positive effect on the thermal insulation of the safety cabin.

In a preferred embodiment, the fiber-reinforced plastic fabric and / or scrim is a hybrid fabric and / or scrim.

According to the invention, the cross-section of the outer walls of the safety cabin in particular is preferably divided into three sections: a cover layer on the outside with respect to the safety cabin, a cover layer on the inside with respect to the safety cabin and a rigid foam layer arranged between the two cover layers. The cover layer comprises at least one layer of a hybrid woven and / or scrim, which comprises several layers (or, equivalently, at least one scrim, which includes several layers).

In a further embodiment of the invention, the top layer also particularly preferably comprises two layers of GRP. The two layers of the GRP each preferably enclose on one side the hybrid fabric and / or scrim in the top layer. The fiber orientation of the GRP preferably has an angle of 0 ° and / or 90 ° in relation to the direction of production and / or particularly preferably in relation to the fiber orientation of the adjacent layer of the hybrid fabric and / or scrim in the top layer (see also 11a , 11b , 11c ).

In some statements in this document, the cover layer is preferably also briefly described as layer. The person skilled in the art can deduce from the context whether it is a layer of a fabric and / or scrim or a fabric or scrim as a whole and / or whether it is a number of composite fabrics or scrims (cover layer).

In a further preferred embodiment of the invention, the safety cabin is characterized in that the layer comprises two outer layers of glass fiber reinforced plastic, which close the layer on two opposite outer surfaces, the fiber orientation of each outer layer preferably being 90 ° from the layer below and / or the other outer layer. The layers of fiberglass-reinforced plastic advantageously improve the stability of the walls (see Fig. 11a , 11b , 11c ).

In a further preferred embodiment, the cover layer preferably comprises 1 to 10 layers of GRP, particularly preferably 1 to 5 layers and in particular 2 layers.

In a further preferred embodiment, the cover layer preferably comprises several layers of a GRP scrim and / or fabric, comprising preferably 1 to 10 layers, particularly preferably 1-5 layers and in particular 2 layers.

In a further preferred embodiment, the cover layer preferably comprises 1-10 layers of a GRP scrim and / or fabric, particularly preferably 2-5 and in particular 2 layers.

An outer area can preferably also comprise metal foam instead of the GRP which is preferred on the outside. In addition to a special effect for safety, also for third parties involved in the accident, a special aesthetic effect can also be achieved in this way.

In a further preferred embodiment of the invention, a front (passenger) area of the cabin comprises 2 to 5 times as many layers of a carbon and / or aramid fiber-reinforced plastic fabric and / or scrim as a rear area, with preferably a front area 2- 10 layers, in particular 5 layers and a rear area 1 - 2 layers, in particular 2 layers of a carbon and / or aramid fiber reinforced plastic fabric and / or layer. The passengers are preferably in a front area of the cabin during the journey, and the seats in particular are installed there. The functional equipment of the mobile home or motorhome, in particular the bathroom and / or kitchen, is preferably included in a rear area. It is advantageous to design the rear area to be solid or stable, but less than a front passenger area, so that the rear area, especially in rear-end collisions, forms a crumple zone or “sacrificial anode” which can absorb and convert impact energy so that less kinetic impact energy reaches the passengers. These are themselves protected by using several layers like in a "safety cage". In addition to the advantageous safety properties, there is advantageously also a weight saving of the safety cabin, which saves resources and costs.

In a further preferred embodiment of the invention, a front (passenger) area of the cabin comprises a hybrid fabric and / or scrim with 2 to 5 times as many layers as one Hybrid fabric and / or scrim in the rear area (partition to the rear of the vehicle) of the cabin, with a hybrid fabric and / or scrim in the front area (vehicle pillar to partition) preferably 1-9 layers, particularly preferably 4-7 layers, particularly preferably 5 layers and in the rear area preferably comprises 1-5 layers, particularly preferably 2 layers.

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises a foam. A foam can e.g. B be an extruded polystyrene in the form of a rigid foam, but also include other foaming materials, for example polyols and polyisocyanates, from which foam made of polyurethane (PUR) is produced in a polyaddition reaction. It was surprising that the use of foam in the outer area of a safety cabin could not improve its comfort properties through thermal and / or sound insulation, but also the safety properties, in particular by providing a crumple zone and / or a layer that absorbs the energy of a cabin In the event of an accident, the impact can be converted into forms of energy that are less dangerous for passengers.

In a further preferred embodiment of the invention, the security cabin is characterized in that the walls of the security cabin comprise at least one foam, preferably a rigid foam, in particular extruded polystyrene rigid foam (XPS).

Polystyrene rigid foam (XPS) is extremely strong and has a high degree of dimensional stability.

In a preferred embodiment of the invention, the rigid foam is arranged between the inner cover layer and the outer cover layer. The rigid foam in particular has a layer thickness of preferably 10 mm to 60 mm, particularly preferably a layer thickness of 20 mm to 50 mm, more preferably 25 mm to 35 mm and in particular about 30 mm.

In a further preferred embodiment, the safety cabin is characterized in that the foam layer comprises a rigid foam and has a thickness of approximately 30 mm. Surprisingly, the thickness of about 30 mm in particular has resulted in a particularly good combination of stable wall structure, very good thermal insulation of the safety cabin and economy.

In a further preferred embodiment, the safety cabin is characterized in that the two layers of the fiber-reinforced plastic fabric and / or fabric have a layer structure that is symmetrical with respect to the fiber orientation and a plane of symmetry between the layers.

According to the invention, the plane of symmetry extends along the longitudinal axis of a wall.

The symmetrical layer structure based on the fiber orientation of the layers in the cross section of a wall is preferably designed in that the fiber orientations of the respective layers of a first fiber-reinforced plastic fabric and / or scrim are mirror-inverted to the fiber orientations of the respective layers of a second fiber-reinforced plastic fabric and / or scrim . The plane of symmetry therefore preferably corresponds to a mirror plane (see Sect. 11a , 11b , 11c ). Surprisingly, this has led to an increased stability of the wall and to better results in simulated accident processes.

In a preferred embodiment of the invention, a fiber-reinforced plastic (preferably a deformation element) is introduced in the area of a vehicle pillar of the safety cabin and / or the mobile home or motorhome, in particular in the area of an A, B, C and / or D pillar . In this way, the stability can be increased surprisingly effectively.

In a preferred embodiment, the at least one deformation element comprises at least one stabilizing angle element, preferably in a corner area of the safety cabin. An angle element can, for example, comprise at least two flat elements which are at an angle to one another. An angle element can also preferably comprise a triangle, which z. B. is inserted inside the cabin in a right-angled corner of this for stabilization purposes, for example. Two sides of the triangle rest against the corner-forming inner surfaces of the cabin and thereby stabilize these two surfaces. Other suitable, polygonal shapes can also be used (square, pentagon, hexagon, section of a circle, etc.), which are particularly suitable for stabilizing a cabin corner. The angle element and in particular the angle can preferably be adapted to the geometric conditions of the structure / cabin of the mobile home or motorhome in order to be introduced at a suitable point. Such angle elements can, for. B. be present in the corners of the cabin in order to improve the stability and safety properties. However, they can also preferably be present in other suitable areas. It was surprising that such angle elements in particular increase stability and security to an extent that is achieved solely by the properties of the Angle element itself was not to be expected (synergistic). It has also been found, surprisingly, that angle elements in particular in a corner area of the safety cabin increase the (accident) safety (synergistically).

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises at least one deformation element comprising between 1 and 20, preferably 3 - 8 layers of a carbon and / or aramid fiber reinforced plastic fabric and / or scrim and at least one layer of glass fiber reinforced plastic with a thickness between 1 and 10 mm, preferably between 1 and 5 mm. This combination of layers of different glass fiber reinforcements results in synergistic effects in terms of stability and convertibility, i.e. in terms of security, from the respective security effects of the various types of fabric and / or scrim.

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises at least one deformation element comprising at least one carbon and / or aramid fiber reinforced plastic fabric and / or scrim, which comprises between 1 and 20, preferably 3 - 8 layers, and at least a layer of glass fiber reinforced plastic with a thickness between 0.1 and 5 mm, preferably between 0.2 and 0.5 mm. In addition to the low cost and the low weight, this embodiment surprisingly shows very good properties with regard to stability.

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises at least one deformation element comprising between 1 and 20, preferably 3 - 8 layers of a carbon and / or aramid fiber reinforced plastic fabric and / or fabric and a foam. It was surprising that by using a foam it was possible to compensate for defective areas of the fabric or scrim and thus correct errors

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises at least one deformation element comprising at least one carbon and / or aramid fiber reinforced plastic fabric and / or scrim, which comprises between 1 and 20, preferably 3 - 8 layers, and one Foam.

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises at least one deformation element comprising between 1 and 20, preferably 3 - 8 layers of a carbon and / or aramid fiber reinforced plastic fabric and / or scrim, at least one layer of glass fiber reinforced plastic with a thickness between 1 and 10 mm, preferably between 1 and 5 mm, at least one layer of glass fiber reinforced plastic with a thickness between 1 and 10 mm, preferably between 1 and 5 mm and a foam, with a front area of the cabin preferably 2 to 5 times as many It comprises layers of a carbon and / or aramid fiber reinforced plastic fabric like a rear part, with a front part preferably comprising 2-10 layers, in particular 5 layers, and a rear part 1-2 layers, in particular 2 layers, of a carbon and / or aramid fiber reinforced plastic fabric. The combination of these materials and / or layers has surprisingly improved safety. The properties of these materials complement each other in a surprising way, this combination increases the reliability of the cabin and represents a happy grip. Due to the preferred use of different numbers of layers at the front and rear of the security cabin, particularly in a rear part of the security cabin, a surprising improved crumple or deformation zone are provided.

In a further preferred embodiment of the invention, the outer area of the safety cabin comprises at least one deformation element comprising between 1 and 20, preferably 3 - 8 layers of a carbon and / or aramid fiber reinforced plastic fabric and a stabilizing angle element, preferably in a corner area of the safety cabin. The layers of the plastic fabric and the angle element surprisingly and synergistically increase the strength, that is to say beyond what is to be expected.

In a further preferred embodiment of the invention, the safety cabin has at least one cross member transversely to the direction of travel, which preferably comprises at least one stabilizing deformation element. The cross member preferably comprises fiber-reinforced plastic, in particular the fiber reinforcement comprises carbon fibers, aramid fibers and / or glass fibers. The cross member described in this document can preferably also comprise metal foam. These cross members can surprisingly increase the stability of the cabin without adding a lot of weight themselves. In particular in the case of accidents with side impacts on the cabin, these can compensate for the usually lower crumple or deformation zones on the side by representing an essentially continuous transverse element which converts kinetic energy into tension energy and deformation energy. The cross member can preferably be accommodated in a floor area of the cabin, in the vicinity of the chassis. Such a Cross member is particularly space-saving. Preferably, the cross member can also be located in front of and / or behind the passengers. Such a cross member is more effective. The cross member can preferably be connected to the chassis and / or the rest of the safety cabin.

In a further preferred embodiment of the invention, the safety cabin has at least one longitudinal member, which preferably comprises at least one stabilizing deformation element, in front of and / or behind the passengers in front of and / or behind the passengers. The cross member preferably comprises fiber-reinforced plastic, in particular the fiber reinforcement comprises carbon fibers, aramid fibers and / or glass fibers. The longitudinal member described in this document can preferably also comprise metal foam. Even if longitudinal and / or cross members made of aramid and / or carbon fiber reinforced plastic are described in this document, longitudinal and / or cross members comprising metal foam can preferably be meant.

If this document describes a deformation element (angle element, position, longitudinal member, cross member ...) made of carbon and / or aramid fiber reinforced plastic or some other material (e.g. metal foam), the (respective) deformation element is preferably comprised of carbon and / or aramid fiber reinforced plastic and / or another material meant.

It was surprising that not only can the safety of the entire cabin be increased by such a side member, but the driving properties are also significantly improved due to a preferably higher rigidity of the chassis and / or the entire vehicle. The longitudinal beam can preferably be accommodated in a floor area of the cabin, in the vicinity of the chassis. Such a longitudinal beam is particularly space-saving. The longitudinal beam can preferably also be located in front of and / or behind the passengers. Such a side member is more effective. The cross member can preferably be connected to the chassis and / or the rest of the safety cabin.

In a further preferred embodiment, longitudinal members can preferably also be arranged above the floor area at the level of the lateral outer walls. Cross members can also be arranged above the floor area and represent a connection between two lateral outer walls.

• 2-3 mm Glasfaserverstärkter Kunststoff (GFK), dann 1-4 Lagen Aramid- und/oder Carbonfaserverstärkter Kunststoff (bevorzugt Sigratex), dann 30 mm Schaum (bevorzugt XPS), dann wieder Aramid- und/oder Carbonfaserverstärkter Kunststoff (bevorzugt Sigratex) und abschließend 1-2 mm GFK. Die Anzahl der Lagen soll in dem Bereich, wo sich die Passagiere sitzend aufhalten (bevorzugt vorne), bevorzugt höher sein.

In an exemplary form of the safety cabin, the entire cabin is preferably laminated with fiber-reinforced layers, preferably made of Sigratex. For example, the structure can be built from the outside in as follows:

• 2-3 mm glass fiber reinforced plastic (GRP), then 1-4 layers of aramid and / or carbon fiber reinforced plastic (preferably Sigratex), then 30 mm foam (preferably XPS), then again aramid and / or carbon fiber reinforced plastic (preferably Sigratex) and finally 1-2 mm GRP. The number of layers should preferably be higher in the area where the passengers are seated (preferably in the front).

About 0.3 mm glass fiber reinforced plastic (GRP), then 1-5 layers of aramid and / or carbon fiber reinforced plastic (preferably Sigratex) or preferably one layer of aramid and / or carbon fiber reinforced plastic with preferably 4-7 layers, then about 30 mm foam (preferably XPS), then again aramid and / or carbon fiber reinforced plastic (preferably Sigratex) and finally about 0.3 mm GRP. The number of plies and / or layers should preferably be higher in the area where the passengers are seated (preferably in the front).

The structure in the rear non-seat area is preferably built less strong, so that the rear half of the structure is through z. B. represents only one layer of CFRP as a "sacrificial anode" or deformation element. In the floor of the cabin, two rectangular carbon beams are preferably used along the direction of travel, which on the one hand connect the cabin to the chassis, but on the other also serve as a deformation element. At right angles to the direction of travel, there are also 2-4 carbon rectangular beams, preferably in the area of the cabin, in order to absorb a side impact.

In a preferred embodiment of the invention, the safety cabin comprises several areas, particularly preferably two areas. The respective areas are separated from one another by a partition. The partition is arranged transversely to the longitudinal direction of the cabin (or transversely to the main direction of travel). The partition wall preferably extends continuously vertically from the floor area of the safety cabin to the ceiling area of the security cabin and represents a connection between the ceiling and floor area.

According to the invention, the floor area preferably comprises the vehicle floor. In contrast, the ceiling area preferably comprises the vehicle roof of the safety cabin.

In the particularly preferred case of two areas, the partition wall divides the safety cabin into a front and a rear area with respect to a main direction of travel Security cabin. Advantageously, the partition wall shields the occupants in the front area from flying parts, since functional rooms such as, for example, in the rear area are particularly preferred. B. the kitchen, which has a lot of equipment. In addition, the partition wall increases the stability of the safety cabin considerably. In the event of a side impact, the partition acts as a deformation element and absorbs forces to a large extent. According to the invention, occupants can therefore stay in the front area of the safety cabin without having to accept any loss in terms of their safety compared to occupants in the driver's cab.

The front area preferably extends from a vehicle pillar of the mobile home or motorhome to the partition wall, the vehicle pillar particularly preferably being the A, B, C or D pillar. The vehicle pillars mentioned are known to those skilled in the art. In a particularly preferred embodiment, the front area of the safety cabin extends from the B-pillar to the partition. The rear area preferably extends from the partition wall to the end or rear of the vehicle.

In a further preferred embodiment, the entire safety cab or a part of it is arranged behind the driver's cab, particularly preferably the entire safety cab or a part of it is arranged behind the B-pillar.

In a preferred embodiment of the invention, the safety cabin is characterized in that a front and / or a rear area has an extension of at least 1.5 m in the longitudinal direction of the safety cabin. It is clear to the person skilled in the art that the longitudinal direction of the safety cabin corresponds to the main direction of travel in this case.

In a further embodiment, the front and / or rear area preferably extends from 1 to 10 meters, particularly preferably from 1 to 6, more preferably from 1 to 3 and in particular at least 1.5 meters.

In a preferred embodiment of the invention, the intermediate wall comprises the same structural features as the outer walls in the front area. Structural features preferably mean the composition of the wall in layers. This advantageously creates a highly secure cabin in the front area in which the passengers sit, which is equally protected from all sides. Surprisingly, it has also been shown that the volume of the ambient noise has advantageously been reduced significantly while driving and while parking within the front area.

• i. vier Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von 30°unterscheiden oder
• ii. sechs Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von 18°unterscheiden oder
• ii. sieben Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel 15° unterscheiden.

In a preferred embodiment of the invention, the intermediate wall is also preferably divided into three sections in cross section. A foam layer is also surrounded, preferably by 2 cover layers. A cover layer comprises at least one layer of a hybrid fabric and / or scrim (or, equivalently, at least one scrim), which

• i. comprises four layers, the fiber orientations of the successive layers each differing by an angle of 30 ° or
• ii. comprises six layers, the fiber orientations of the successive layers each differing by an angle of 18 ° or
• ii. comprises seven layers, the fiber orientations of the successive layers each differing by an angle of 15 °.

1. i. bevorzugt 2 bis 12, besonders bevorzugt 3 bis 8 und insbesondere 4 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 30°unterscheiden oder
2. ii. bevorzugt 2 bis 12, besonders bevorzugt 4 bis 8 und insbesondere 6 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 18°unterscheiden oder
3. iii. bevorzugt 2 bis 14, besonders bevorzugt 4 bis 9 und insbesondere 7 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel etwa 15° unterscheiden.

In a preferred embodiment, a cover layer of the intermediate wall comprises at least one layer of a hybrid fabric and / or scrim (or at least one scrim), which

1. i. preferably 2 to 12, particularly preferably 3 to 8 and in particular 4 layers, the fiber orientations of the successive layers each differing by an angle of about 30 ° or
2. ii. preferably 2 to 12, particularly preferably 4 to 8 and in particular 6 layers, the fiber orientations of the successive layers each differing by an angle of about 18 ° or
3. iii. preferably 2 to 14, particularly preferably 4 to 9 and in particular 7 layers, the fiber orientations of the successive layers each differing by an angle of about 15 °.

1. i. bevorzugt 1 bis 10, besonders bevorzugt 2 bis 6 und insbesondere 2 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 90°unterscheiden oder
2. ii. bevorzugt 1 bis 12, besonders bevorzugt 3 bis 9 und insbesondere 3 Schichten umfasst, wobei sich die Faserorientierungen der aufeinanderfolgenden Schichten jeweils um einen Winkel von etwa 45°unterscheiden.

In a preferred embodiment, a cover layer of the intermediate wall comprises at least one layer of a hybrid fabric and / or scrim (or at least one scrim), which

1. i. preferably 1 to 10, particularly preferably 2 to 6 and in particular 2 layers, the fiber orientations of the successive layers each differing by an angle of approximately 90 ° or
2. ii. preferably 1 to 12, particularly preferably 3 to 9 and in particular 3 layers, the fiber orientations of the successive layers each differing by an angle of approximately 45 °.

In a further embodiment of the invention, the top layer also particularly preferably comprises two layers of GRP. The two layers of the GRP each preferably enclose on one side the hybrid fabric and / or scrim in the top layer. The fiber orientation of the GRP preferably has an angle of 0 ° and / or 90 ° with respect to the direction of production and / or particularly preferably with respect to the fiber orientation of the adjacent layer of the hybrid fabric and / or scrim in the top layer.

In connection with the description of the invention, the person skilled in the art recognizes that the term partition is interchangeable with the term subdivision and that both terms are synonymous with one another.

In a preferred embodiment, the interior of the safety cabin has at least one subdivision in the transverse direction, which also includes at least one stabilizing deformation element. The transverse direction is defined in particular as transverse to the direction of travel. The subdivision preferably comprises a fiber-reinforced plastic, in particular the fiber reinforcement comprises carbon fibers, aramid fibers and / or glass fibers. Such a subdivision can in particular protect occupants from flying equipment. The subdivision of the interior can preferably be continuous or partial. It is particularly preferred that functional rooms, such as, for. B. the kitchen, which has a lot of equipment. The front is preferably living space and in particular the passenger area during the journey. In particular, this area can be protected from objects flying around in the event of a rear-end collision and / or emergency braking. Surprisingly, the stability and safety of the entire cabin could also be improved by such a subdivision, in particular in the case of forces acting during an accident, which force components have along the direction of the subdivision.

The subdivision preferably has a door. It is also preferred that this subdivision is integrated into the exterior of the safety cabin through the use of angle elements. For example, the subdivision can be connected to the outer walls and / or the chassis / chassis by means of angle elements.

The subdivision can preferably consist of or comprise carbon fiber reinforced plastic. Thus, the subdivision itself can be a deformation element. Such a subdivision is particularly light and stable. This can also be retrofitted easily and inexpensively, thereby increasing security to a surprising degree.

The subdivision preferably comprises angle elements, in particular at connection points with the outer walls of the safety cabin. Thereby, the security can be increased synergistically.

In a further preferred embodiment, the interior area of the safety cabin has at least one seating area installed against the direction of travel. In crash tests, among other things, it has been found that such seating areas offer a high level of protection in particular to underage occupants. In this way, underage passengers can be protected particularly well against injuries, in particular of the cervical vertebra area, in the event of rear-end collisions and / or emergency braking.

The seating areas can particularly preferably be brought into connection with the safety cabin and / or the chassis of a mobile home or motorhome by using angle elements and / or a base. In this way, a particularly stable anchoring of the seating area within the mobile home and / or mobile home can be guaranteed.

The angle elements described in this document, like preferably all deformation elements described here, can also have metal foam.

In a further preferred embodiment, the safety cabin has at least one deformation element drawn in transversely to the direction of travel between the driver's cab and the interior area. This preferably comprises fiber-reinforced plastic, in particular the fiber reinforcement comprises carbon fibers, aramid fibers and / or glass fibers. Often, especially in rear-end collisions, there is a dangerous kinking of the driver's cab or driver's cab. In this way, this can be prevented in a particularly simple manner and safety can be increased. Angle elements are also preferably used. A deformation element comprises, for example, a flat element drawn in transversely to the direction of travel in areas between the driver's cab and the interior area, which is preferably connected to the chassis and / or at least one outer wall of the safety cabin to increase stability by at least one angle element. As a result, kinking can surprisingly be particularly easy be avoided. A connection of the driver's cab to the chassis and / or an outer wall of the safety cab by means of an angle element is also conceivable as a measure. It was surprising that the simple use of at least one deformation element between the driver's cab and the interior area increases safety and prevents kinking. It was particularly surprising that even the use of small deformation elements, which leave the weight, space and / or functionality of the mobile home or motorhome essentially unchanged, is sufficient to achieve the desired effects. These can also be retrofitted particularly easily.

In a further preferred embodiment of the invention, the safety cabin is characterized in that the lateral outer walls of the cabin comprise truss-like supports made of carbon fiber-reinforced plastic profiles, in particular longitudinal and transverse beams, between which the layers of the fiber-reinforced plastic fabric are arranged, the beams preferably along probable load paths have been arranged in the event of an accident. This arrangement advantageously offers surprisingly good stability improvements with a minimum of material expenditure. In addition, this arrangement is advantageously very light.

Beams arranged like a framework are particularly stressed by normal forces and are connected to one another at their ends in the nodes. Truss-like girders or spatial trusses are known to the average person skilled in the art.

According to the invention, a path on which the forces due to an external load are passed through the body is defined as a load path. For the purposes of the invention, girders arranged like a framework are therefore preferably integrated in the outer walls along the load paths, so that they are present between 2 cover layers of the outer wall. In other words, the carriers are embedded in the outer wall. The term load path and load path calculations are known to the average person skilled in the art.

In a further embodiment, the carriers are preferably arranged in such a way that they share an outer wall in their longitudinal extent. In doing so, they divide the entire structure (2 cover layers and the rigid foam layer) of the outer wall. The various parts of the outer wall accordingly represent a connection between the beams. This method advantageously simplifies the construction or assembly of the safety cabin.

The truss-like girders can preferably be designed as both longitudinal and transverse girders. In a preferred embodiment, two carriers are located at their common nodal points to one another in such a way that they preferably enclose an angle of 0 ° to 360 ° and particularly preferably an angle of 0 ° to 180 °.

In a further preferred embodiment, the longitudinal and transverse sides of the safety cabin comprise aluminum round tubes and / or square profiles and / or plate materials, which are welded and / or glued together and / or otherwise stably connected in a longitudinal and cross construction. This ensures that the occupants are protected as far as possible in the event of an accident.

In a further preferred embodiment, the aluminum round tubes and / or square profiles and / or plate materials have at least one deformation element. The aluminum round tubes, square profiles and / or plate materials can themselves be deformation elements and / or include such. This can be B. also mean that the aforementioned elements are reinforced at suitable points, in particular by carbon fiber reinforced plastic. In this way, the security can be increased synergistically. Processing is also particularly simple and the manufacturing costs are low.

In a further preferred embodiment, the safety cabin has transverse beams in front of and behind the passengers, transversely to the direction of travel, which preferably comprise at least one stabilizing deformation element. The cross member can preferably also be a deformation element itself. This can bring further stability to the structural design. It was surprising that such cross members synergistically increase safety.

In a further preferred embodiment, the pipes, profiles, plates, deformation elements and / or cross members have wall thicknesses between 1 mm and 100 mm and / or a length between 1 cm and 30 meters in at least one direction. These parameters have proven to be surprisingly suitable for increasing the stability and are easy to produce.

In a further preferred embodiment, the seat area has at least one base which is structurally integrated into the safety cabin and is preferably connected to at least one deformation element, a tube, a profile, a plate and / or a cross member. This connection preferably comprises the connection of the base to the chassis and / or the outer walls of the safety cabin. Angle elements in particular are used for this. A base is preferably a base below the seat area for anchoring and / or elevating it. The base preferably itself comprises fiber-reinforced plastic.

In a further preferred embodiment, the safety cabin is characterized in that the interior area has at least one seat area installed against, in particular, the main direction of travel, the seat area comprising a carbon fiber-reinforced hybrid fabric and / or scrim, which is preferably connected directly to the chassis.

If a seating area is integrated into the structure of the safety cabin in this way, a passenger sitting there can be protected particularly comprehensively. A large number of synergistic effects are found, in particular in interaction with the other security elements disclosed in this document.

In a further preferred embodiment, the safety cabin has tubes, profiles, plates, cross members and / or deformation elements on the side, preferably in at least one area which has an increased probability of an accident in the form of a side impact. This makes it particularly easy to increase security. A person skilled in the art knows from tests, statistics and / or theoretical considerations which areas are exposed to an increased probability of accidents.

In a further preferred embodiment, the rear part of the safety cabin is designed as a deformation zone and preferably has deformation elements. The rear part preferably designates the rear and / or rear areas of the cabin. A deformation zone is often also preferably referred to as a crumple zone. In particular, the convertibility of the deformation zone and / or the deformation element to increase the safety of accidents is taken into account. In particular, together with the subdivision of the cabin, this preferred variant has proven to be surprisingly safe, especially when the occupants are accommodated in the front part.

It is also preferred to produce a structural design in such a way that it offers the most extensive possible protection for the occupants from the consequences of a possible accident. The construction of the safety cell integrated in the superstructure depends on the size, application and use (number of occupants) and is therefore not standardized, i.e. the number and length of the individual deformation elements, cross and / or straight connectors is different for each construction. The structure can be made entirely or as a material mix of aluminum tubes, aluminum square, carbon fiber (CFRP) or carbon fiber reinforced plastic, glass fiber or glass fiber reinforced plastic or other suitable materials, the z. B. is welded, laminated and / or glued in a grid-like manner. A structure made of materials such as e.g. B. CFRP, GFRP, PU, aluminum panels or honeycomb panels. This construction ensures high stability with the lowest possible weight. Due to the deformation elements to be inserted at different points of the construction - depending on the motorhome body - the impact energy of another vehicle is deflected in suitable directions and areas of the body and the occupants are thereby protected (convertibility).

In a preferred embodiment of the invention, a chassis is arranged behind the driver's cab and is firmly connected to it. In particular, the chassis is arranged behind the B-pillar. According to the invention, the chassis preferably replaces the conventional lead frame of a mobile home or motorhome used in the prior art.

• - mindestens ein ausgeschäumtes Profil umfassend Hybridgewebe und/odergelege als Längs- und/oder Querträger;
• - mindestens ein Paneel enthaltend Hybridgewebe und/oder -gelege zu einer bevorzugt aerodynamischen Auskleidung der von den Profilen nicht umfassten Bereiche des Chassis;
• - mindestens eine Lage des Hybridgewebes und/oder -geleges.

In a further embodiment of the invention, the safety cabin is characterized in that a chassis of the safety cabin is included, the chassis comprising:

• - At least one foamed profile comprising hybrid fabric and / or scrim as a longitudinal and / or cross member;
• - At least one panel containing hybrid fabrics and / or scrims for a preferably aerodynamic lining of the areas of the chassis not encompassed by the profiles;
• - At least one layer of the hybrid fabric and / or scrim.

Such a chassis has particularly advantageous properties with regard to the safety of the mobile home and motorhome without, surprisingly, adversely affecting driving behavior. In addition, the construction of such a chassis is particularly lightweight, so that it particularly preferably fulfills the purpose of a lightweight chassis. According to the invention, the chassis comprises the load-bearing elements of the mobile home or motorhome. The load-bearing elements preferably have the function of supporting the drive, the body and the payload and of stabilizing them against the effects of external forces. A chassis is known to those of ordinary skill in the art.

In the context of the invention, the foamed profiles are designed as elongated hollow bodies. In the outer geometry, the profiles are preferably round and / or angular. The cavity of the profiles preferably comprises a rigid foam, in particular extruded polystyrene rigid foam (XPS). Foam-filled components advantageously not only have excellent damping properties with simultaneous weight reduction, but also have a surprisingly positive effect on the stability of the profiles.

According to the invention, a hybrid fabric and / or scrim is preferably attached to the outwardly facing surface of the hollow profiles. This has a beneficial, positive effect on the stability of the profiles.

In a preferred embodiment of the safety cabin, the foamed profiles are preferably designed as cross members, particularly preferably as longitudinal members. In a further alternative according to the invention, the foamed profiles are preferably designed both as cross members and as longitudinal members.

According to the invention, a panel is defined as a flat element. A panel can have any surface geometry. Panels are preferably designed as a polygon, and the panels are particularly preferably designed as a rectangle.

In a further preferred embodiment of the invention, the panels are connected to the chassis over their entire surface. The carriers of the chassis are preferably connected over the entire surface and covered.

In a further preferred embodiment, the panels are attached in the areas of the chassis that are not encompassed by the profiles of the chassis, so that they act as an aerodynamic lining. Such an arrangement of the panels advantageously shows a good drag coefficient (drag coefficient [c _w value]) on the underside of the vehicle.

In a further preferred embodiment, the panels represent a connection between the various profiles, so that the supports of the chassis are connected to one another over a large area via panels.

In one embodiment, hybrid fabrics and / or scrims are preferably arranged over the entire surface of the vehicle. The hybrid fabric and / or scrim in the area of the chassis particularly preferably takes on a load-bearing function.

In a further preferred embodiment, at least one layer of the hybrid fabric and / or scrim is attached to the panels over the entire surface. This can advantageously increase the stability of the chassis.

In a further embodiment of the invention, the safety cabin is characterized in that the chassis in a lateral edge area comprises at least one deformation element circumferentially at least in certain areas, preferably having a honeycomb structure made of carbon fiber reinforced plastic and / or at least one foamed profile comprising hybrid woven and / or scrim, wherein the deformation element is preferably present with at least one panel.

According to the invention, the honeycomb structure is preferably designed in a so-called sandwich construction. The honeycomb structure preferably consists of a honeycomb core and supporting outer skins. The cover skins preferably consist of at least one layer of the hybrid fabric and / or scrim and / or can be attached to structural elements of the safety cabin. The honeycomb core preferably consists of prisms with a hexagonal base made of carbon fiber reinforced plastic. The prisms are preferably arranged in connection with one another through their outer surfaces and thereby result in the honeycomb structure known to the person skilled in the art. Surprisingly, in addition to the improved stability of the safety cabin, the thermal insulation of the security cabin has also improved.

In a further preferred embodiment of the honeycomb structure, the honeycomb core is attached directly to structural elements of the safety cabin without cover skins. The "omission" of the outer skins advantageously saves material and surprisingly it still fulfills all the stability criteria of the safety cabin.

In a further preferred embodiment, a honeycomb structure made of carbon fiber reinforced plastic is attached to a cross member, preferably all the way around. The surface of the entire cross member is thus designed with the honeycomb structure. The honeycomb structure is preferably attached to the cross member without and / or particularly preferably with outer skins.

In a further preferred embodiment of the invention, a honeycomb structure is introduced into the panels on the longitudinal side. The honeycomb structure is preferably contained in the panels without and / or particularly preferably with outer skins.

According to the invention, a lateral edge area is preferably an area of the chassis and / or the safety cabin, which in the plan view of the safety cabin preferably does not extend beyond the central longitudinal axis of the chassis and / or the security cabin. In the plan view, an edge region is preferably positioned in the vicinity of an outer wall. The proximity to an outer wall is preferably a distance to an outer wall of 0 mm to approximately half the distance from the Outer wall to the central longitudinal axis of the chassis and / or the safety cabin.

In a further embodiment of the invention, the safety cabin is characterized in that the chassis comprises at least one rear axle and / or at least one drive unit.

In a further preferred embodiment, the chassis has two rear axles.

According to the invention, the drive unit is a structural unit that sets the mobile home or motorhome in motion by means of energy conversion. In the context of the invention, this is preferably a motor with or without a transmission.

The drive is preferably designed as a hybrid drive, an electric drive and / or a combustion engine drive.

Internal combustion drives or internal combustion engines are known to the average person skilled in the art. An ignitable mixture of fuel and air is burned in a combustion chamber. The thermal expansion of the resulting hot gas is used to move pistons (rotors in Wankel engines).

Electric drives convert electrical energy into mechanical energy. It is known to the person skilled in the art that in electric motors current-carrying conductor coils generate magnetic fields, the mutual attraction and repulsion forces of which are converted into motion.

According to the invention, the electrical energy is preferably provided by batteries or accumulators, fuel cells and / or photovoltaic cells.

A hybrid drive is preferably a combination of an electric drive and a combustion drive. According to the invention, the electric or internal combustion engines can interact in different ways. The person skilled in the art knows that the electric drive and the combustion drive work together in parallel, in series or by means of a mixed form.

In a further embodiment of the invention, the safety cabin is characterized in that the safety cabin comprises at least one battery, at least one fuel cell and / or at least one water tank, the battery, fuel cell and / or water tank preferably in a protective box in the front and / or in the rear area are housed in the cabin.

A water tank stores water and is preferably used for the use of sanitary facilities and kitchens in a mobile home and motorhome. Both a battery (galvanic cell) and a fuel cell supply electricity to an electric motor, or to other electrical components of a mobile home and motorhome, such as water heaters, TV sets, heating, etc. Both galvanic cells and fuel cells are known to those skilled in the art , whereby a hydrogen tank is essential for a fuel cell. Particularly in the event of an accident, the water tank, the hydrogen tank, the battery and / or the fuel cell need to be protected particularly well. This is advantageously done through the protective box. This is preferably attached in the front and / or in the rear area of the safety cabin. More preferably, the protective box is housed in the front area of the cabin.

In a further embodiment of the invention, the safety cabin is characterized in that the protective box is delimited to the outside, at least in some areas, by at least one deformation element, which in particular comprises a honeycomb structure made of carbon fiber-reinforced plastic and / or at least one foam-filled profile comprising hybrid fabrics and / or scrims, wherein the protective box is preferably connected to a longitudinal and / or cross member.

The protective box is preferably designed in such a way that it is enclosed on two sides by a longitudinal member, preferably comprising a honeycomb structure, and / or on the two further sides by a cross member. Particularly preferably, two sides are each enclosed by a longitudinal beam and / or at least one further side is enclosed by a transverse beam.

In a further embodiment, the longitudinal axis of the protective box is preferably parallel to the main direction of travel. The longitudinal axis of the protective box is particularly preferably displaced in height from the longitudinal axis of the safety cabin and / or the chassis, so that the protective box is advantageously embedded centrally in the safety cabin and is surrounded by a large number of protective components.

In a further embodiment, the longitudinal axis of the protective box is preferably approximately the same distance from both lateral outer walls of the safety cabin.

In a further preferred embodiment, the protective box is connected to a longitudinal and / or cross member of the chassis.

In a further preferred embodiment, the protective box is designed so that the to protective area is surrounded by a scaffold or a truss-like structure of longitudinal and transverse girders, which are connected to the girders of the chassis.

In a further preferred embodiment, the longitudinal axis of the protective box is arranged transversely to the main direction of travel. As a result, the safety cabin can advantageously be designed to be smaller in terms of its longitudinal extent.

In a further embodiment of the invention, the safety cabin is characterized in that the security cabin comprises furnishings, in particular at least one seating area, a bench, a cupboard and / or a bathroom partition, the furnishings, taking into account load path calculations, by means of a fiber-reinforced plastic the chassis and / or the safety cabin are firmly connected.

All furnishings preferably have a hybrid fabric or scrim, so that they can advantageously assume the function of a crash element in addition to the original function. The furnishings preferably comprise 45 ° / 90 ° hybrid fabrics or scrims.

In a further aspect, the invention relates to a production method for a safety cabin for a mobile home or motorhome, comprising at least one part of the safety cabin that can be arranged behind a driver's cab, comprising the production of a layer of a fiber-reinforced plastic fabric and / or fabric for a wall of the safety cabin, characterized in that several layers of a fiber-reinforced plastic fabric and / or fabric are laminated to form the layer, the layers being arranged in the transverse direction of the layer, with directly successive layers having mutually different fiber orientations, the layer of a lateral outer wall for one in the foreseen direction of travel The front area of the cabin comprises at least three to nine layers, the position of a lateral outer wall for a rear area of the cabin in the intended direction of travel comprising one to five layers, with more in the front area Layers are included than in the rear area and wherein a layer provided for a partition wall in the transverse direction of the cabin comprises three to nine layers.

• - Laminieren zweier äußerer Schichten aus glasfaserverstärktem Kunststoff auf die Lage, welche die Lage an zwei gegenüberliegenden Außenflächen abschließen, wobei sich die Faserorientierung jeder äußeren Schicht bevorzugt um 90° von der darunterliegenden Schicht und/oder der anderen äußeren Schicht unterscheidet.

In a preferred embodiment of the invention, the manufacturing method further comprises the following steps:

• Laminating two outer layers of glass fiber reinforced plastic onto the layer, which complete the layer on two opposite outer surfaces, the fiber orientation of each outer layer preferably differing by 90 ° from the layer underneath and / or the other outer layer.

• - Verbinden mindestens zweier Lagen eines faserverstärkten Kunststoffgewebes und/oder - geleges zu einer Wand bzw. einem Wandbereich der Sicherheitskabine, wobei zwischen den Lagen bevorzugt eine Schaumstofflage positioniert ist, wobei die zwei Lagen des faserverstärkten Kunststoffgewebes und/oder -geleges bezogen auf die Faserorientierung einen symmetrischen Schichtenaufbau zu einer zwischen den Lagen liegenden Symmetrieebene aufweisen.

In a further preferred embodiment of the invention, the production method further comprises the following steps:

• - Connecting at least two layers of a fiber-reinforced plastic fabric and / or - lay to a wall or a wall area of the safety cabin, wherein a foam layer is preferably positioned between the layers, the two layers of the fiber-reinforced plastic fabric and / or fabric based on the fiber orientation one have a symmetrical layer structure to a plane of symmetry lying between the layers.

• - Verbinden einer Wand bzw. eines Wandbereichs des vorderen Bereichs mit einer Wand bzw. eines Wandbereichs des hinteren Bereichs zu einer seitlichen Außenwand bzw. zu einem Wandbereich einer seitlichen Außenwand;

In a further preferred embodiment of the invention, the production method further comprises the following steps:

• Connecting a wall or a wall area of the front area to a wall or a wall area of the rear area to form a lateral outer wall or to a wall area of a lateral outer wall;

• - Bereitstellen mindestens eines ausgeschäumten Profils umfassend Hybridgewebe und/oder -gelege für einen Längs- und/oder Querträger;
• - vorzugsweise Verbinden von Längsträger und Querträger
• - bevorzugt aerodynamischen Auskleidung der von den Profilen nicht umfassten Bereichen des Chassis durch mindestens ein Paneel enthaltend Hybridgewebe;
• - bevorzugt Einziehen mindestens eine Lage eines Hybridgewebes und/oder -geleges.

In a further preferred embodiment of the invention, the production method comprises the production of a chassis of the safety cabin and furthermore the following steps:

• - Provision of at least one foamed profile comprising hybrid fabrics and / or scrims for a longitudinal and / or cross member;
• - Preferably connecting the side member and cross member
• - Preferably aerodynamic lining of the areas of the chassis not encompassed by the profiles by at least one panel containing hybrid fabric;
• - preferably pulling in at least one layer of a hybrid fabric and / or scrim.

• - bevorzugt Einziehen einer Lage GFK und/oder eines Metallschaumes, bevorzugt mit einer Dicke von 1-10 mm, bevorzugt 2-3 mm;
• - Einziehen von 1-20 Lagen, bevorzugt 2-8 Lagen eines kohlenstoff- und/oder aramidfaserverstärkten Kunststoffgewebes und/oder eines Metallschaumes;
• - bevorzugt Einbringen einer Schicht von XPS-Schaum, bevorzugt mit einer Dicke zwischen 10 mm und 40mm, insbesondere 30 mm;
• - bevorzugt Einbringen mindestens einer weiteren Lage des kohlenstoff- und/oder aramidfaserverstärkten Kunststoffgewebes und/oder eines Metallschaumes;
• - abschließend bevorzugt Einziehen einer weiteren Lage GFK und/oder eines Metallschaumes, bevorzugt mit einer Gesamtschichtdicke von 1-10 mm.

In a further aspect, the invention relates to a manufacturing method for a safety cabin according to one or more of the preceding claims, comprising the following steps for the construction of the outer area from the outside to the inside:

• - preferably drawing in a layer of GRP and / or a metal foam, preferably with a thickness of 1-10 mm, preferably 2-3 mm;
• - Pulling in 1-20 layers, preferably 2-8 layers, of a carbon and / or aramid fiber reinforced plastic fabric and / or a metal foam;
• - preferably introducing a layer of XPS foam, preferably with a thickness between 10 mm and 40 mm, in particular 30 mm;
• - preferably introducing at least one further layer of the carbon and / or aramid fiber reinforced plastic fabric and / or a metal foam;
• - Finally, a further layer of GRP and / or a metal foam is preferably drawn in, preferably with a total layer thickness of 1-10 mm.

The average person skilled in the art recognizes that technical features, definitions and / or advantages of preferred embodiments of the safety cabin according to the invention also apply to the manufacturing method according to the invention described here.

The drawing in of fiber-reinforced plastic can preferably be carried out at least partially manually. For this purpose, the fiber fabrics, scrims and / or fleeces can preferably first be fixed at the intended location of the cabin before lamination, preferably with a resin, e.g. B. epoxy resin is made. Several layers of fiber reinforcements with differently oriented fibers can be introduced in this way, preferably one on top of the other. Individual layers are preferably processed in such a way that no air inclusions arise. This method is particularly simple and inexpensive.

Layers of fiber-reinforced plastic can likewise be drawn in, preferably industrially, in particular at least partially by machine, preferably comprising the steps already mentioned above. In this case, stacks of reinforcements already described above can preferably be formed before drawing in, which are then preferably provided with resin in an RTM process. Curing of the resulting components can preferably be carried out with the supply of heat and at greatly reduced air pressure, e.g. B in an autoclave. In this way, the individual layers can be connected to one another particularly well, with air inclusions in particular being avoided and the stability and freedom from maintenance being improved. Such a process can be automated and rationalized particularly well, while quality is increased at the same time.

In a further preferred embodiment it is provided not only to laminate by hand or by autoclave, but also to press under high pressure. Of course, it is also possible to combine these actions.

The person skilled in the art knows that in the corner areas of the cabin, in which fiber-reinforced layers are preferably overlapped in order to improve stability and / or strength when drawing in, there may be increased thicknesses than those mentioned as preferred.

A foam can preferably be introduced by injecting the foam. Likewise, prefabricated foamed elements can be introduced.

In a further embodiment of the invention, the number of layers of GRP and / or of the carbon and / or aramid fiber reinforced plastic fabric is higher in a front area, preferably in a passenger area of the security cabin, than in other areas, in particular in a rear area.

• - Einlassen mindestens eines, bevorzugt mindestens zweier Längsträger aus kohlenstofffaserverstärktem Kunststoff, bevorzugt in einem oberen Bereich der Sicherheitskabine und/oder in einem Bodenbereich der Sicherheitskabine insbesondere mit einem Fahrgestell verbindbar, längs zur Fahrtrichtung;
• - bevorzugt Einbringen mindestens eines, bevorzugt 2 - 4 Querträger, bevorzugt in einem oberen Bereich der Sicherheitskabine und/oder in einem Bodenbereich, insbesondere mit einem Fahrgestell verbindbar, aus kohlenstofffaserverstärktem Kunststoff quer zur Fahrtrichtung.

In a further embodiment of the invention, the manufacturing method further comprises the following steps:

• - Letting in at least one, preferably at least two longitudinal members made of carbon fiber reinforced plastic, preferably in an upper area of the safety cabin and / or in a floor area of the safety cabin, particularly connectable to a chassis, along the direction of travel;
• - Preferably at least one, preferably 2-4 cross members, preferably in an upper area of the safety cabin and / or in a floor area, in particular connectable to a chassis, made of carbon fiber reinforced plastic transversely to the direction of travel.

These elements are preferably made in advance, e.g. B. manually or automatically in a prefabricated form. In particular, through transverse and / or longitudinal members in a floor area, which can be connected to the chassis and are preferably connected, the strength is increased synergistically. The carriers are preferably connectable if they have corresponding connection or joining means and / or connection or joining surfaces for a connection to the vehicle.

In a further aspect, the invention relates to a stabilizing deformation element for a mobile home or mobile home, preferably for use in a safety cabin for a mobile home or mobile home according to the above description, which is configured to increase the safety and / or stabilization of a passenger compartment of a mobile home or motorhome, preferably a safety cabin.

Another preferred embodiment comprises a manufacturing method, the carbon fiber reinforced plastic profiles being manufactured by a pultrusion method.

The pultrusion process or the extrusion process for fiber-reinforced plastic profiles is known to the average person skilled in the art.

• - Montieren der seitlichen Außenwände bzw. der Wandbereiche der seitlichen Außenwände auf das Chassis zu einer Außenwand der Sicherheitskabine
• - Vorzugsweise Einziehen der Zwischenwand an einem Übergang vom vorderen Bereich der Kabine zum hinteren Bereich der Kabine in Querrichtung der Kabine.
• - Vorzugsweise montieren eines Deckenelements für ein Dach der Sicherheitskabine.

Another preferred embodiment comprises a manufacturing method comprising the following steps:

• - Mounting the lateral outer walls or the wall areas of the lateral outer walls on the chassis to form an outer wall of the safety cabin
• - Preferably drawing in the partition wall at a transition from the front area of the cabin to the rear area of the cabin in the transverse direction of the cabin.
• - Preferably mount a ceiling element for a roof of the safety cabin.

The deformation element is configured to increase the safety and / or stabilization of a passenger cell of a mobile home or motorhome, preferably a safety cabin. Increasing safety means, in particular, an improvement in stability and / or convertibility, which increases accident safety. This can e.g. b: measured and / or calculated during crash tests. Configured means above all that the deformation element brings about such an increase in security.

The average person skilled in the art recognizes that technical features, definitions and / or advantages of preferred embodiments of the safety cabin according to the invention and the deformation element used there also apply to the deformation element described here. In particular, the deformation element can also include metal foams.

In a preferred embodiment of the invention, the fibers of the fiber reinforcement and / or the metal foam have a tensile strength of at least 2,700 MPa, preferably at least 2,850 MPa, more preferably at least 3,000 MPa, and in particular at least 3,500 MPa and / or a modulus of elasticity of at least 70 GPa, preferably at least 100 GPa, more preferably at least 230 GPa and in particular at least 370 GPa and / or an elongation at break of at least 0.7%, preferably at least 1.5%, more preferably at least 2.7% and in particular at least 3.5% in at least one Direction on.

However, tensile strengths of at least 1000 MPa, preferably at least 2000 MPa, more preferably at least 3000 MPa and in particular at least 3500 MPa and / or a modulus of elasticity of at least 50 GPa, preferably at least 90 GPa and in particular at least 130 GPa in at least one direction can be preferred and / or that the deformation element has a high (impact) toughness in at least one direction.

In particular, the deformation element can have an (impact) toughness of at least XX in at least one direction

In a further preferred embodiment of the invention, the fiber reinforcement is selected from the group comprising carbon fibers, aramid fibers and / or glass fibers.

In a further preferred embodiment of the invention, the fiber reinforcement comprises fiber rovings, the fiber rovings having a number of filaments between 1,000 and 50,000 and / or a fineness between 30 and 3,500 tex, preferably between 40 and 400 tex.

The average person skilled in the art recognizes that technical features, definitions and / or advantages of preferred embodiments of the deformation element comprised according to the invention in the safety cabin described above also apply to the deformation element according to the invention described here.

In a preferred embodiment of the invention, the deformation element has a tensile strength of more than 2000 MPa, preferably more than 3000 MPa and in particular more than 3500 MPa.

In a preferred embodiment of the invention, the deformation element comprises carbon fiber reinforced plastic, preferably comprising aramid (s).

In a further preferred embodiment of the invention, the deformation element comprises at least one stabilizing angle element, preferably for stabilizing a corner area of the safety cabin as described above.

• - bevorzugt Analyse zur Festlegung sicherheitsrelevanter Bereiche der Fahrgastzelle und/oder der Sicherheitskabine;
• - Einbringen eines stabilisierenden Deformationselements nach der vorstehenden Beschreibung in einem sicherheitsrelevanten Bereich der Fahrgastzelle und/oder der Sicherheitskabine.

In a further aspect, the invention relates to a method for stabilizing a passenger cell of a mobile home or motorhome, preferably one Safety cabin as described above, comprising the following steps:

• - preferably analysis to determine safety-relevant areas of the passenger cell and / or the safety cabin;
• - Introduction of a stabilizing deformation element according to the above description in a safety-relevant area of the passenger cell and / or the safety cabin.

The average person skilled in the art recognizes that technical features, definitions and / or advantages of preferred embodiments of the safety cabin according to the invention and / or the deformation element according to the invention also apply to the method according to the invention described here.

In a preferred embodiment, in a first step, the chassis is first built with preferably two or more main girders comprising hybrid fabrics and / or scrims instead of conventional steel. In a second step, the roof and rear panels are then installed. In addition to conventional structures, the established production lines of the manufacturers can also advantageously be used for the safety cabin according to the invention.

Detailed description

In the following, the invention is to be explained in more detail using examples and figures, without being restricted to these.

Figure list

• 1 shows a three-dimensional representation of a mobile home with a safety cabin in an external view.
• 2 shows a three-dimensional sectional view of the mobile home with safety cabin without the front outer wall.
• 3 shows a three-dimensional sectional view of the mobile home with safety cabin without the front outer wall, with essential elements of the interior.
• 4th shows a three-dimensional representation of the mobile home with a safety cabin without the front outer wall, with a sectional view of the rear outer wall and a subdivision shown in the transverse direction.
• 5 shows a three-dimensional representation of the mobile home with a safety cabin without the front outer wall with a sectional view of the rear outer wall without a sharp subdivision in the transverse direction.
• 6th shows a three-dimensional sectional view of the mobile home without large parts of the safety cabin, with longitudinal and cross members in the floor area of the cabin.
• 7th shows a three-dimensional sectional view of the mobile home with the chassis.
• 8th shows a three-dimensional sectional view of the safety cabin from a front perspective
• 9 shows a three-dimensional sectional view of the safety cabin from a rear perspective
• 10 shows the mobile home or motorhome in a top view
• 11a shows the structure of an embodiment of a wall in cross section
• 11b shows the structure of a second embodiment of a wall in cross section
• 11c shows the structure of a third embodiment of a wall in cross section
• 12th shows the structure of a multiaxial hybrid fabric
• 13th shows the manufacturing process of a multiaxial scrim

Detailed description of the illustration

1 shows a three-dimensional representation of a mobile home 2 with safety cabin 1 in an exterior view. The security cabin 1 with the outer areas 3 is located behind the cab 4th .

2 shows a three-dimensional sectional view of the mobile home 2 with safety cabin 1 without the front outer wall. The interior area 5 becomes clearly visible.

3 shows a three-dimensional sectional view of the mobile home 2 with safety cabin 1 without the front outer wall, but including the essential interior fittings. Here are essential safety-relevant features and, above all, deformation elements of the cabin 1 to recognize. The interior area 5 is z. B. by a subdivision in the transverse direction 9 into a front 6 and a rear area 7th divided up. The front area 6th is the passenger area while driving, while in the rear area 7th the bathroom and a bed (see 2 ) are housed. The seating area against the direction of travel 15th in the front area 6th , which has a base 18th is connected to the safety cabin is clearly visible.

Inconspicuous and appearing as part of the interior, there is a room above the seating area stabilizing angle element 8th in a corner area of the cabin 17th introduced to increase security.

4th shows a three-dimensional representation of the motor home 2 with safety cabin 1 without the front outer wall and the interior with a sectional view of the rear outer wall, the subdivision in the transverse direction 9 will be shown. Those in the outer areas become graphic 3 and in the subdivision in the transverse direction 9 introduced layers of glass fiber reinforced plastic 11 and carbon and / or aramid fiber reinforced and / or natural fiber reinforced plastic 10 made visible what the safety of the cabin 1 increase significantly. Since the interior is not shown in this figure, the stabilizing angle element 8th in the corner of the cabin 17th see clearly.

5 basically shows the same representation of the safety cabin 1 how 4th , but without the subdivision in the transverse direction 9 is shown, whereby the introduced layers of glass fiber reinforced plastic 11 and carbon and / or aramid fiber reinforced and / or natural fiber reinforced plastic 10 in the outer areas 3 the safety cabin 1 become even more clearly recognizable.

6th shows a three-dimensional sectional view of the mobile home 2 without large parts of the safety cabin 1 , with two longitudinal 12th and four cross members 13th in the floor area of the cabin 1 . These are preferably made of carbon and / or aramid fiber reinforced and / or natural fiber reinforced plastic and are preferably both with the chassis 14th as well as with the upper structure of the safety cabin 1 connected.

7th shows a three-dimensional sectional view of the mobile home 2 with the chassis 14th , without longitudinal 12th and cross members 13th .

8th shows a three-dimensional sectional view of the safety cabin 1 . On the one hand is the interior area 5 and on the other hand an outer area 3 pictured. The partition 9 shares the security cabin 1 in two areas. The front area 6th the safety cabin 1 includes a seating area 15th against the main direction of travel, this preferably above a base 18th communicates with the chassis. The chassis of the safety cabin 1 includes a protective box 22nd . The protective box 22nd is preferably designed so that it is from two sides of a longitudinal beam 12th preferably comprising a honeycomb structure 20th and another side of a cross member 13th is enclosed. The side members 12th are preferably designed as foamed profiles comprising hybrid fabrics and / or scrims. The protective box 22nd is in the front area 6th the safety cabin 1 arranged and offers a space for a battery and / or a fuel cell with a hydrogen tank. In the rear area 7th is also a protective box 21 available. In contrast to the front protective box 22nd this is not integrated in the chassis. The protective box 21 is designed in such a way that the area to be protected is supported by scaffolding or a framework-like structure of longitudinal and transverse girders, which are connected to the girders ( 12th , 13th ) of the chassis are connected.

9 shows a three-dimensional sectional view of the safety cabin 1 . Here is the rear of the safety cabin 1 in focus. It's the back area 7th to see the security cabin. The rear area 7th includes a protective box 21 . Above the protective box 21 is a cross member 13th attached, which has a honeycomb structure all around 20th made of carbon fiber reinforced plastic. In addition, the honeycomb structure 20th included in the edge areas of the chassis.

In 10 is the mobile home or motorhome 2 shown in a top view. The security cabin 1 is through a partition 9 divided into a front 6 and a rear 7 area. In addition, lies between the cab 4th and the front area 6th the safety cabin 1 a deformation element 16 in front. The outer walls of the front area 23 as well as the partition 9 and the deformation element 16 preferably comprise a hybrid fabric and / or scrim with 3 to 9 layers per cover layer. The outer walls of the rear area ( 24 , 25th ), on the other hand, preferably comprise a hybrid fabric and / or scrim with 1 to 5 layers per cover layer.

11a , 11b and 11c depict the structure of an outer wall in cross-section. The wall is divided into 3 sections. A cover layer on the outside in relation to the safety cabin, a cover layer on the inside in relation to the safety cabin and a rigid foam layer (XPS) arranged between the two cover layers. The outer and inner cover layers contain in 11a Two GRP scrims each, each of which surrounds a hybrid scrim (CFRP) on one side. The hybrid fabric (CFRP) is laminated to a multiaxial fabric using three standardized biaxial hybrid fabrics (CFRP) with a fiber orientation of (0 ° / 90 °; +/- 45 °, 90 ° / 0 °). The GRP fabrics have a fiber orientation of (0 ° / 90 ° or 90 ° / 0 °). The structure of the inner cover layer is the same as that of the outer cover layer, except for the arrangement of the fiber orientations of the standardized biaxial scrim. The fiber orientations of the inner cover layer are mirror-inverted compared to the fiber orientations of the outer cover layer, so that the rigid foam layer (XPS) is a mirror plane or a plane of symmetry. 11b and 11c differ to 11 a in the number of laminated biaxial hybrid fabrics (CFRP) and in their fiber orientations.

12th shows the structure of a multiaxial hybrid fabric. By laminating several unidirectional scrims, the multiaxial scrim includes a fiber orientation of (0 ° / -15 ° / - 30 ° / -45 / ° -60 ° / -75 ° / -90 °).

13th depicts the manufacturing process of a multiaxial scrim. The arrow shows the direction of production, which defines the 0 ° fiber orientation.

List of reference symbols

1

Security cabin

2

Motorhome or motorhome

3

outer area

4th

Cab

5

Indoor area

6th

front area

7th

the backstage area

8th

stabilizing angle element

9

Subdivision in the transverse direction

10

Carbon and / or aramid fiber reinforced and / or natural fiber reinforced plastic

11

fiberglass reinforced plastic

12th

Side member

13th

Cross member

14th

chassis

15th

Seating area against the direction of travel or main direction of travel

16

Deformation element between the cab and the interior area

17th

Corner area of the cabin

18th

base

20th

Honeycomb structure

21

Protective box in the rear area

22nd

Protective box in the front area

23

lateral outer wall in the front area

24

lateral outer wall in the rear area

25th

Outer wall at the rear of the security cabin

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 202016103524 U1 [0003]
• DE 102007026762 A1 [0005]
• US 8474871 B1 [0007]

Non-patent literature cited

• DIN EN 13501 [0041]
• DIN 4102 [0041]

Claims (22)

Safety cabin (1) for a mobile home or motorhome (2) comprising a part of the safety cabin (1) which can be arranged behind a driver's cab (4), characterized in that walls (9, 23, 24, 25) of the safety cabin (1) at least comprise a layer of a fiber-reinforced plastic fabric and / or scrim, one layer having successive layers along a transverse direction, with directly successive layers having mutually different fiber orientations, the layer in lateral outer walls (23) in one with respect to an intended main direction of travel front area (6) of the cabin preferably comprises at least three to nine layers, the layer in the lateral outer walls (24) in a rear area (7) of the cabin in relation to an intended main direction of travel preferably comprising one to five layers, with one Transition from the front area (6) of the cabin to the rear area (7) of the cabin transversely to a longitudinal direction of the Cabin an intermediate wall (9) is arranged, the intermediate wall (9) preferably comprising a layer containing three to nine layers, the fiber reinforcement being selected from the group comprising carbon fibers, aramid fibers, glass fibers and / or natural fibers. Safety cabin (1) according to the preceding claim, characterized in that more layers are included in the front area (6) than in the rear area (7). Safety cabin (1) according to one or more of the preceding claims, characterized in that the natural fibers are selected from the group comprising jute, hemp fibers, flax fibers, bamboo fibers, sisal fibers and / or kenaf fibers. Safety cabin (1) according to one or more of the preceding claims, characterized in that the plastic fabric and / or fabric is a hybrid fabric and / or fabric, which is a mixed fiber reinforcement of carbon fibers and / or aramid fibers and / or glass fibers and / or natural fibers includes. Safety cabin (1) according to one or more of the preceding claims, characterized in that a hybrid fabric and / or scrim is contained in the position in the front area (6) of the cabin, which i. comprises four layers, the fiber orientations of the successive layers each differing by an angle of 30 ° or ii. comprises six layers, the fiber orientations of the successive layers each differing by an angle of 18 ° or iii. comprises seven layers, the fiber orientations of the successive layers each differing by an angle of 15 °. Safety cabin (1) according to one or more of the preceding claims, characterized in that a hybrid fabric and / or scrim is contained in the position in the rear area (7) of the cabin, which i. comprises two layers, the fiber orientations of the successive layers each differing by 90 ° or ii. comprises three layers, the fiber orientations of the successive layers each differing by an angle of 45 °. Safety cabin (1) according to one or more of the preceding claims, characterized in that two outer layers of glass fiber reinforced plastic are included in the layer, which terminate the layer on two opposite outer surfaces, the fiber orientation of each outer layer preferably being 90 ° from the underlying layer and / or the other outer layer is different. Safety cabin (1) according to one or more of the preceding claims, characterized in that each layer of the layer has a thickness of approximately 0.3 mm. Security cabin (1) according to one or more of the preceding claims, characterized in that the walls (9, 23, 24, 25) of the security cabin comprise at least one foam, preferably rigid foam, in particular extruded polystyrene rigid foam (XPS). Safety cabin (1) according to the preceding claim, characterized in that the walls (9, 23, 24, 25) of the safety cabin (1) comprise at least two layers of a fiber-reinforced plastic fabric and / or scrim, with a foam layer preferably positioned between the layers is. Safety cabin (1) according to the preceding claim, characterized in that the foam layer comprises a rigid foam and has a thickness of approximately 30 mm. Safety cabin (1) after one of the previous ones Claims 10 or 11 , characterized in that the two layers of the fiber-reinforced plastic fabric and / or fabric are symmetrical with respect to the fiber orientation Have layer structure to a plane of symmetry lying between the layers. Safety cabin (1) according to one or more of the preceding claims, characterized in that the fiber reinforcement of the hybrid fabric and / or scrim comprises aramid fibers with a weight proportion between 40% and 60% and in particular about 50%, with carbon fibers and / or natural fibers in addition are included and wherein the weight proportions relate to the total weight of the fiber reinforcement. Safety cabin (1) according to one or more of the preceding claims, characterized in that a front (6) and / or a rear (7) area has an extension of at least 1.5 m in the longitudinal direction of the safety cabin (1). Safety cabin (1) according to one or more of the preceding claims, characterized in that a chassis of the safety cabin (1) is included, the chassis comprising: - at least one foamed profile comprising hybrid fabric and / or scrim as longitudinal (12) and / or cross member (13); - At least one panel containing hybrid fabrics and / or scrims for a preferably aerodynamic configuration of the areas of the chassis not encompassed by the profiles; - At least one layer of the hybrid fabric and / or scrim. The safety cabin (1) according to the preceding claim, characterized in that the chassis in a lateral edge area comprises at least one deformation element circumferentially at least in certain areas, preferably having a honeycomb structure (20) made of carbon fiber reinforced plastic and / or at least one foamed profile comprising hybrid fabric and / or - laid, wherein the deformation element is preferably present with at least one panel. Safety cabin (1) after one of the previous ones Claims 15 or 16 , characterized in that the chassis comprises at least one rear axle and / or at least one drive unit. Safety cabin (1) according to one or more of the preceding claims, characterized in that the safety cabin (1) comprises at least one battery, at least one fuel cell and / or at least one water tank, the battery, fuel cell and / or water tank preferably in a protective box (21 , 22) are housed in the front (6) and / or in the rear (7) area of the cabin. Safety cabin according to the preceding claim, characterized in that the protective box (22) in the front area (6) is delimited to the outside, at least in areas, by at least one deformation element, which in particular comprises a honeycomb structure (20) made of carbon fiber reinforced plastic and / or at least one foamed profile Hybrid fabric and / or scrim, wherein the protective box (22) is preferably connected to a longitudinal (12) and / or cross member (13) of the chassis. Safety cabin (1) according to one or more of the preceding claims, characterized in that the interior area (5) has at least one seat area (15) installed against, in particular, the main direction of travel, the seat area (15) comprising a carbon fiber-reinforced hybrid fabric and / or scrim, which is preferably connected directly to the chassis. Safety cabin (1) according to one or more of the preceding claims, characterized in that the security cabin (1) comprises furnishings, in particular at least one seating area (15), a bench, a cupboard and / or a bathroom partition, the furnishings taking into account of load path calculations are firmly connected to the chassis and / or the safety cabin (1) through a fiber-reinforced plastic. Safety cabin (1) according to one or more of the preceding claims, characterized in that the lateral outer walls (23, 24) of the cabin comprise beams made of carbon fiber reinforced plastic profiles, in particular longitudinal (12) and transverse beams (13), between which the layers of the fiber-reinforced plastic fabric are arranged, the carriers (12, 13) preferably being arranged along probable load paths in the event of an accident.

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