Vehicle component for a vehicle

Abstract

A vehicle component for a vehicle has a component body which is formed from a core material. The component body has a localized deformation zone which extends flat in the core material, and the deformation zone has a locally variable tensile strength according to a predetermined tensile strength profile configured to influence a deformation profile of the component body upon a force acting on the component body.

Claims

1. A vehicle component for a vehicle, comprising: a component body formed from a core material, wherein the component body has a localized deformation zone arranged flat in the core material, wherein the localized deformation zone has a locally variable tensile strength according to a tensile strength profile configured to influence a deformation profile of the component body upon a force acting on the component body, wherein the component body has a body surface and a sheet thickness corresponding to a material thickness of the component body in a direction of a surface normal axis of the body surface, and wherein the localized deformation zone completely penetrates the component body with respect to the sheet thickness and has an edge portion following a circumference of the localized deformation zone on the body surface, and wherein a tensile strength of the localized deformation zone in the edge region equalizes to a tensile strength of a material of the component body surrounding the localized deformation zone to form a homogeneous tensile strength transition.

2. The vehicle component according to claim 1, wherein at least two tensile strength plateaus are formed within the localized deformation zone, wherein the at least two tensile strength plateaus have different tensile strengths with respect to each other and with respect to the core material.

3. The vehicle component according to claim 1, wherein the component body extends along a longitudinal direction, and wherein the localized deformation zone is configured to, in the event of an impact, obtain a deformation course of the component body in a longitudinal direction.

4. The vehicle component of claim 1, wherein the localized deformation zone has a tensile strength gradient field corresponding to a change in tensile strength along the body surface in the localized deformation zone according to a predetermined tensile strength topography, and wherein the tensile strength gradient field comprises a plurality of localized maxima.

5. The vehicle component according to claim 1, wherein the component body has a first end edge and the localized deformation zone is at least partially arranged on the first end edge, and wherein the localized deformation zone at the first end edge has at least a local tensile strength minimum, and wherein the tensile strength of the localized deformation zone increases with an increasing distance from the first end edge.

6. The vehicle component according to claim 5, wherein the component body has a second end edge arranged at an angle to the first end edge, and wherein the localized deformation zone is arranged at least partially at the second end edge.

7. The vehicle component according to claim wherein the tensile strength of the localized deformation zone decreases continuously in a direction of a center of the localized deformation zone.

8. The vehicle component according to claim 1, further comprising a plurality of deformation zones distributed locally and spaced apart from each other in the component body, wherein at least one of the plurality of deformation zones has a locally variable tensile strength according to a predetermined tensile strength profile.

9. The vehicle component according to claim 1, further comprising a coupling element arranged on the component body and outside of the localized deformation zone.

10. The vehicle component according to claim 1, wherein the component body has a force receiving region, and wherein the localized deformation zone is positioned downstream of the force receiving region, and wherein the tensile strength of the localized deformation zone is increased as a distance from the force receiving region is increased.

11. The vehicle component according to claim 10, wherein the localized deformation zone has a plurality of local tensile strength maxima, and wherein an amount of the plurality of local tensile strength maxima increases within the localized deformation zone with an increasing distance from the force receiving region.

12. The vehicle component according to claim 1, wherein the localized deformation zone has a plurality of local tensile strength maxima along a longitudinal axis of the vehicle, and wherein an amount of the plurality of local tensile strength maxima increases within the localized deformation zone from a respective vehicle end to a vehicle center, such that, during an impact of the vehicle, a series of local tensile strength maxima is formed with increasing tensile strength in a direction of an acting force at a vehicle front or a vehicle rear.

13. The vehicle component according to claim 1, wherein the vehicle component is arranged along a vertical axis in the vehicle and the localized deformation zone has a plurality of local tensile strength maxima in a direction that is transverse to a direction of travel of the vehicle, and wherein an amount of the plurality of local tensile strength maxima increases within the localized deformation zone with respect to a vehicle height.

14. The vehicle component according to claim 1, wherein the component body is formed in a longitudinal direction, and wherein the localized deformation zone has a cross-sectional length in the longitudinal direction, wherein the cross-sectional length corresponds to at least 0.2 times a component body length in the longitudinal direction.

15. The vehicle component according to claim 1, wherein an area of the localized deformation zone on the body surface corresponds to at least 0.05 to 0.4 times an area of the body surface.

16. A vehicle component for a vehicle, comprising: a component body formed from a core material, wherein the component bod has a localized deformation zone arranged flat in the core material, wherein the localized deformation zone has a locally variable tensile strength according to a tensile strength profile configured to influence a deformation profile of the component body upon a force acting on the component body, wherein the localized deformation zone has a first tensile strength profile and a second tensile strength profile, wherein each of the first tensile strength profile and the second tensile strength profile extends along a straight surface cross section comprising a center of the localized deformation zone, and wherein each of the first tensile strength profile and the second tensile strength profile corresponds to a change in tensile strength from a respective edge point of the localized deformation zone to the center of the localized deformation zone, and wherein the first tensile strength profile has a smaller maximum tensile strength change rate than the second tensile strength profile.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Further examples will be explained with reference to the accompanying figures.

(2) FIG. 1A shows a vehicle component in one example;

(3) FIG. 1B shows a vehicle component in one example;

(4) FIG. 2A shows a vehicle component in one example;

(5) FIG. 2B shows a vehicle component in one example;

(6) FIG. 3A shows a vehicle component in one example;

(7) FIG. 3B shows a vehicle component in one example;

(8) FIG. 4 shows a vehicle component in one example;

(9) FIG. 5 shows a vehicle component in one example; and

(10) FIG. 6 shows a vehicle component in one example.

DETAILED DESCRIPTION

(11) FIG. 1A shows a schematic illustration of a vehicle component 100 for a vehicle in one example, with a component body 101, which is formed from a core material 103. The component body 101 has a localized deformation zone 105, which is arranged flat in the core material 103. The deformation zone 105 has a locally variable tensile strength according to a predetermined tensile strength profile in order to influence a deformation profile of the component body 101 when a force is applied to the component body 101.

(12) Furthermore, the deformation zone 105 has a first tensile strength profile 113-1 and a second tensile strength profile 113-2, which respectively extend along a straight surface cross-section 115 comprising a center 117 of the deformation zone 105. The tensile strength profiles 113-1, 113-2 each describe a change in tensile strength from a respective edge point 119-1, 119-2 of the deformation zone 105 to the center 117 of the deformation zone 105.

(13) Further, the first tensile strength profile 113-1 has a smaller maximum tensile strength change rate with respect to the second tensile strength profile 113-2. The surface cross section 115 runs parallel to the longitudinal direction 109, wherein the component body 101 is formed along the longitudinal direction 109. For the region between the boundary points 119-1, 119-2, the material hardness is shown in diagram form, wherein the material hardness is described in a relative indication of the Vickers hardness (HV) over a spatial direction (X-axis). The material hardness is indicated along the surface cross section 115.

(14) FIG. 1B shows a further schematic illustration of a vehicle component 100 for a vehicle in one example, with a component body 101, which is formed from a core material 103. The component body 101 has a localized deformation zone 105, which is arranged flat in the core material 103. The deformation zone 105 has a locally variable tensile strength according to a predetermined tensile strength profile in order to influence a deformation profile of the component body 101 when a force is applied to the component body 101. The deformation zone 105 is rectangular in shape and extends with a first end edge 111-1 to the edge of the component body 101.

(15) At least two tensile plateaus 107-1, 107-2 are formed in the deformation zone 105, which have different tensile strengths in respect to each other and in respect to the core material 103. Further, the deformation zone 105 has a tensile strength gradient field describing a change in tensile strength along a surface of the deformation zone 105 according to a predetermined tensile strength topography. Furthermore, the tensile strength topography has a plurality of local maxima.

(16) For the region between the first end edge 111-1 and the edge point 119-1, the material hardness of the deformation zone 105 is depicted in diagram form, the material hardness being described in a relative indication of the Vickers hardness (HV) over a spatial direction (X-axis). The material hardness is indicated along the indicated longitudinal direction 109.

(17) In one example, the component body 101 may be aligned in the direction of travel 111 of the vehicle. Furthermore, the material hardness of the deformation zone 105 may have a wave-like profile shape in order to cause an concertina-like folding of the component body 101 and/or a force absorption at introduction points in the event of an impact.

(18) FIG. 2A shows a schematic illustration of a vehicle component 100 for a vehicle in one example, with a component body 101 which is formed from a core material 103. The component body 101 has a localized deformation zone 105, which is arranged flat in the core material 103.

(19) The component body 101 further has a first end edge 111-1 and the deformation zone 105 is at least partially arranged on the first end edge 111-1. Furthermore, the deformation zone 105 has at least one local tensile minimum at the first end edge 111-1 and the tensile strength increases within the deformation zone 105 with increasing distance from the first end edge 111-1.

(20) The component body 101 also has a force receiving region 201, on which in the event of a collision of the vehicle, the force on the vehicle component 100 is maximum. The deformation zone 105 is arranged in the force receiving region 201.

(21) The material hardness of the deformation zone 105 is shown diagrammatically along the longitudinal direction 109 (X axis) and along a transverse direction 203 (Y axis). The material hardness is described in a relative indication of the Vickers hardness (HV) in respect to one spatial direction, respectively, here marked by the X-axis or Y-axis. In the X direction, the deformation zone 105 has a continuously decreasing tensile strength profile and in the Y direction the deformation zone 105 has a lower tensile strength profile, which in particular is symmetrical. Further, the tensile strength profile in the Y direction is scaled according to the tensile strength profile in the X direction. In particular, the tensile strength minimum, which is plotted on the Y-axis, has a decreasing tensile strength in the direction of the X-axis.

(22) FIG. 2B shows a schematic illustration of a vehicle component 100 for a vehicle in one example, with a component body 101, which is formed from a core material 103. The component body 101 has a localized deformation zone 105, which is arranged flat in the core material 103.

(23) The component body 101 has a second end edge 111-2, which is arranged at an angle to the first end edge 111-1, and wherein the deformation zone 105 is at least partially arranged on the second end edge 111-2. In particular, the second end edge 111-2 is arranged at right angles to the first end edge 111-1. Furthermore, the deformation zone 105 is arranged in an edge region, in particular in a corner of the component body 101.

(24) The material hardness of the deformation zone 105 is shown diagrammatically along the longitudinal direction 109 (X axis) and along a transverse direction 203 (Y axis). The material hardness is described in a relative indication of the Vickers hardness (HV) in respect to a one spatial direction, respectively, here marked by the X-axis or Y-axis. In the X direction, the deformation zone 105 has a continuously decreasing tensile strength profile and in the Y direction the deformation zone 105 has a wave-shaped tensile strength profile, which is particularly asymmetrical. Further, the tensile strength profile in the Y direction is scaled according to the tensile strength profile in the X direction. In particular, tensile strength profile at the Y-axis has an increasing tensile strength span with increasing tensile strength maximum and falling tensile strength minimum in the X-axis direction.

(25) The component body 101 is formed with an U-shaped profile and further comprises two flattened sidebands 205-1, 205-2 and two curved portions 207-1, 207-2, which are formed in the longitudinal direction 109, wherein the flattened sidebands 205-1, 205 each are adjacent to a curvature region 207-1, 207-2. The deformation zone 105 extends beyond a plateau region of the U-profile shape into the curvature region 207-1. Accordingly, the deformation zone 105 may also have a curved profile shape.

(26) FIG. 3A shows a schematic representation of a vehicle component 100 for a vehicle in one example, with a component body 101, which is formed from a core material 103. The component body 101 has a plurality of localized deformation zones 301-1, 301-2, 301-3, 301-4, which are arranged flat in the core material 103. Further, the component body 101 is elongated along the longitudinal direction 109.

(27) The deformation zones 301-1, 301-2, 301-3, 301-4 are each distributed locally and spaced apart in the component body 101, wherein each of the deformation zones 301-1, 301-2, 301-3, 301-4 having a locally variable tensile strength according to a given respective tensile strength profile. The tensile strength profile of the deformation zone 301-4 may correspond to the tensile strength profile of the deformation zone 301-3.

(28) The respective tensile strength profile of the deformation zones 301-1, 301-2, 301-3 is shown diagrammatically along the respective surface cross sections 307-1, 307-2, 307-3. The material hardness is described in a relative indication of the Vickers hardness (HV) over one spatial direction, here indicated by the X-axis. In the X direction, the deformation zone 301-1 has a wave-shaped, continuously increasing tensile strength profile, and the deformation zones 301-2, 301-3 each have a wave-shaped decreasing tensile strength profile. In the deformation zones 301-2, 301-3, a plurality of tensile strength maxima are formed, respectively.

(29) Furthermore, the locally distributed deformation zones 301-1 to 301-4 are formed in order, in the event of an impact, to obtain a predetermined deformation course of the component body 101 in the longitudinal direction 109, in particular a bend or a fold. The locally distributed deformation zones 301-1 to 301-4 are spaced from each other at a predetermined distance and are insulated by core material 103. The core material 103 has a greater tensile strength than the deformation zones 301-1 to 301-4.

(30) The vehicle component 100 has an U-profile shape, wherein at the profile ends in each case a flattened sideband 305-1, 305-2 is formed, on which the further deformation zones 301-3 and 301-4 are arranged. The further deformation zones 301-3; 301-4 may have an average lower tensile strength with respect to the deformation zones 301-1, 301-2.

(31) FIG. 3B shows a schematic representation of a vehicle component 100 for a vehicle in one example, with a component body 101, which is formed from a core material 103. The component body 101 has a plurality of localized deformation zones 301-1 to 301-5, which are arranged flat in the core material 103.

(32) Furthermore, the vehicle component 100 comprises a coupling element 303, which is arranged on the component body 101 and outside the deformation zone 301-2, in particular between two adjacent deformation zones 301-2, 301-4. A connection between the component body 101 and the coupling element 303 can be reinforced by means of an additional reinforcing element, in particular by a transversely inserted partition plate, in order to increase a strength of a connection of the coupling element 303 to the component body 101.

(33) The component body 101 has a force receiving region 201 on which the force acting on the vehicle component 100 is maximum in the event of a collision of the vehicle. The deformation zone 301-1 is arranged in the force receiving region 201, and a deformation zone 301-2 arranged downstream of the force receiving region 201 has an increasing tensile strength with increasing distance from the force receiving region 201.

(34) FIG. 4 shows a schematic representation of a vehicle component 100 for a vehicle in an example, with a component body 101, which is formed from a core material 103. The component body 101 has a localized deformation zone 105, which is arranged flat in the core material 103. Further, the component body 101 is elongated along the longitudinal direction 109 and is formed with an U-shaped profile. Adjacent to the deformation zone, a curvature region 207-1, 207-2 is formed laterally in each case.

(35) The component body 101 further has a body surface 401 and a sheet thickness 403, which describes the material thickness of the component body 101 in the direction of a surface normal axis 405 of the body surface 401, and wherein the deformation zone 105, completely penetrates the component body 101 with respect to the sheet thickness 403 and has an edge region, which follows a circumference of the deformation zone 105 on the body surface 401, and wherein the tensile strength in the edge region adjusts to the tensile strength of the material surrounding the deformation zone 105 of the component body 101, to form a homogeneous tensile strength transition.

(36) The component body 101 has a force receiving region 201, at which, a force on the vehicle component 100 in the event of a collision of the vehicle is maximum. The deformation zone 105 is at least partially arranged in the force receiving region 201.

(37) The deformation zone 105 has a plurality of local tensile strength maxima 407-1, 407-2, 407-3, wherein the amounts of the local tensile strength maxima increase with increasing distance from the force receiving region 201. Furthermore, the deformation zone 105 is arranged flat in the core material 103 and has a locally variable tensile strength according to a predetermined tensile strength profile in order to influence a deformation profile of the component body 101 when a force is applied to the component body 101. The deformation zone 105 has a rectangular shape and extends with a first end edge 111-1 as far as a first edge of the component body 101 and with a further end edge 409 as far as a second edge of the component body 101.

(38) For the region between the first end edge 111-1 and the further end edge 409, the material hardness of the deformation zone 105 is shown in diagram form, wherein the material hardness is described in a relative indication of the Vickers hardness (HV) in respect to a spatial direction (X-axis). The material hardness is indicated along the indicated longitudinal direction 109.

(39) FIG. 5 shows a schematic illustration of a vehicle component 100 for a vehicle in one example, with a component body 101, which is formed from a core material 103. The component body 101 has a localized deformation zone 105, which is arranged flat in the core material 103. Further, the component body 101 is elongated along the longitudinal direction 109 and in an U-shaped profile, wherein the component body 101 has two curved regions 207-1, 207-2, which extend in the longitudinal direction. The curved regions 207-1, 207-2 are formed to form the U-profile shape of the component body 100. A side band 305-1, 305-2 is laterally connected to the curved regions 207-1, 207-2, respectively. On the sideband 305-1, the deformation zone 501-1 is arranged and on the sideband 305-2, the deformation zone 501-2 is arranged.

(40) The component body 101 extends along a longitudinal direction 109 and the deformation zone 105 is formed in order, in the event of an impact, to obtain a predetermined deformation course in the longitudinal direction 109 of the component body 101, in particular a bend or a fold. The vehicle component 100 is a seat cross beam, which can be arranged in an underbody of a vehicle.

(41) The component body 101 is formed integrally and without interruption from the core material with the deformation zones 105, 501-1, 501-2. Further, each of the spatially distributed deformation zones 105, 501-1, 501-2 each has a tensile strength profile different from a tensile strength of the component body 101 outside the respective deformation zone 105, 501-1, 501-2. The tensile strength outside the deformation zones 105, 501-1, 501-2 is in particular greater than or at least equal to a respective maximum tensile strength within the deformation zones 105, 501-1, 501-2.

(42) The deformation zone 105 has a cross-sectional length 501 in the longitudinal direction 109, which corresponds to at least 0.2 times a component body length 503 in the longitudinal direction 109. Further, the component body 101 has a body surface 401, and an area of the deformation zone 105 on the body surface 401 is at least 0.05 to 0.4 times an area of the body surface 401.

(43) The respective tensile strength profile of the deformation zones 105, 501-2, 501-3 is shown diagrammatically along the longitudinal direction 109 or along the respective surface cross sections 505-1, 505-2. The material hardness is described in a relative indication of the Vickers hardness (HV) in respect to a spatial direction, here indicated by the X-axis. In the X direction, the deformation zone 105 has a wave-like, continuously increasing tensile strength profile, and the deformation zones 501-1, 501-2 each have a wave-shaped decreasing tensile strength profile.

(44) FIG. 6 shows a schematic representation of a vehicle component 100 having a component body 101, which extends in a longitudinal direction 109 in an elongated manner. The component body 101 has transversely to the longitudinal direction 109 locally distributed deformation zones 601-1, 601-2, 601-3, 601-4, which are formed in the component body 101 of sheet material. The vehicle component 100 is a B-pillar, which can be arranged laterally and/or on a roof of a vehicle.

(45) The vehicle component 100 in a region of the deformation zones 601-1 to 601-3 may be connected to a vehicle floor and/or in the region of the deformation zone 601-4 to a vehicle roof.

(46) The vehicle component 100 is arranged along a vertical axis in a vehicle, and the deformation zone 601-1 has a plurality of local tensile strength maxima transversely to the direction of travel of the vehicle, wherein the amounts of the local maximum tensile strength, increase in particular with a vehicle height.

(47) The material hardness of the deformation zone 601-1 is shown diagrammatically along the longitudinal direction 109 (Y axis). Further, the material hardness of the deformation zones 601-1, 601-2, 601-3 is plotted along a surface cross section 603 (Y axis) in diagram form. The material hardness is described in a relative indication of the Vickers hardness (HV) in respect to one spatial direction, here marked by the X-axis or Y-axis. In the X direction, the deformation zones 601-1, 601-2, 601-3 have a continuously decreasing tensile strength profile, and in the Y-direction, the deformation zone 601-1 has a wave-shaped falling tensile strength profile having a plurality of tensile strength maxima.

LIST OF REFERENCE NUMBERS

(48) 100 vehicle component 101 component body 103 core material 105 deformation zone 107-1 tensile strength plateau 107-2 tensile strength plateau 109 longitudinally 111-1 terminal edge 111-2 terminal edge 113-1 tensile strength profile 113-2 tensile strength profile 115 surface cross-section 117 center 119-1 edge point 119-2 edge point 201 force introducing region 203 transversely 205-1 sideband 205-2 sideband 207-1 curved region 207-2 curved region 301-1 deformation zone 301-2 deformation zone 301-3 deformation zone 301-4 deformation zone 305-1 sideband 305-2 sideband 307-1 surface cross-section 307-2 surface cross-section 307-3 surface cross-section 401 body surface 403 sheet thickness 405 surface normal axis 407-1 tensile strength maxima 407-2 tensile strength maxima 407-3 tensile strength maxima 409 terminal edge 501-1 deformation zone 501-2 deformation zone 503 component body length 505-1 surface cross-section 505-2 surface cross-section 601-1 deformation zone 601-2 deformation zone 601-3 deformation zone 601-4 deformation zone 603 surface cross-section