Bumper device for automobile

Abstract

The invention relates to a bumper device (1) for a motor vehicle, comprising an upper main cross member (2) and a lower auxiliary cross member (3) which can be coupled to the motor vehicle via a crash box (7), wherein the main cross member (2) and the auxiliary cross member (3) are coupled to each other via vertical struts (4, 6). The main cross member (2) and / or the auxiliary cross member (3) and / or the vertical strut (4) are supported on the crash box (7) and / or the longitudinal beam via at least one additional support element (13) oriented in the direction of the motor vehicle, wherein the support element (13) is constructed in a manner that is integrally formed with the main cross member (2) or the auxiliary cross member (3) or the vertical strut (4) and is made of uniform material.

Description

Technical Field

[0001] The invention relates to a bumper device for a car. Background Art

[0002] It is known from the prior art that motor vehicles have bumper arrangements at the front or rear. In the event of a vehicle collision or rear-end collision or a collision between a vehicle and an object, two tasks are fulfilled by such bumper arrangements. On the one hand, a cross member is provided. This cross member has sufficient rigidity to prevent the respective object or vehicle from penetrating too far into the front or rear region. Any possible collision (e.g. a pole collision) is therefore transmitted via the cross member over a large portion of the width of the vehicle.

[0003] The second task accomplished by the bumper arrangement is to convert the collision energy into forming work, thereby reducing the collision energy accordingly. For this purpose, the corresponding crossbeam is coupled to the vehicle via energy absorption boxes. For this purpose, these energy absorption boxes are arranged between the middle area and the end area of ​​the crossbeam relative to the transverse direction of the vehicle, and thus are arranged between one third and one quarter of the length of the outer area of ​​the crossbeam relative to the width of the vehicle. In this case, these energy absorption boxes are mostly coupled to the longitudinal beams of the vehicle. In the event of a collision, these energy absorption boxes fold, for example, in an accordion-like manner, and thus convert the collision energy into forming work. Summary of the invention

[0004] Based on the prior art, the object of the present invention is to provide a bumper device with improved crash performance, in particular with respect to the MPDB crash test.

[0005] The bumper device for a vehicle has an upper main cross member and a lower auxiliary cross member coupled to the vehicle via a crash box. The main cross member and the auxiliary cross member are coupled to each other via vertical struts. The auxiliary cross member can be optionally supported on the crash box. The auxiliary cross member can also be supported on the vehicle via an independent longitudinal beam or a crash box of the lower load path.

[0006] According to the present invention, the bumper device is characterized in that the main crossbeam and / or the auxiliary crossbeam and / or the vertical strut are supported on the crash box and / or the longitudinal beam of the vehicle by at least one additional supporting element oriented in the direction of the vehicle. In this case, this supporting element is constructed in a manner that is integrally formed with the main crossbeam or the auxiliary crossbeam or with the vertical strut itself and of uniform material. As far as the support on the crash box or the longitudinal beam is concerned, coupling is preferably performed, in particular by form fit, such as screwing or riveting. As an alternative or supplementary solution, material joining, i.e. bonding or welding, can also be selected. When using a form-fitting coupling method, in particular, a composite made of light metal and steel can be coupled. When using essentially the same materials (for example steel to steel or light metal to light metal), in particular, a material joining coupling method, such as welding, can be used.

[0007] This additional support concept provides an additional load path. In the event of an accident or collision, the additional support element can also deform, thereby additionally converting the collision energy into forming work and thus reducing the collision energy.

[0008] In the case of the upper impact beam, the actual support at the crash box can preferably be realized above and below the crash box. In the case of the vertical strut, the lateral support can be realized on the crash box. In this case, the additional support element is arranged, in particular, at an angle relative to the vehicle vertical direction, so that this support element is directed from the vertical strut toward the crash box.

[0009] Furthermore, the main crossbeam and the auxiliary crossbeam can extend at least in sections in a curved manner about a vertical axis, wherein the main crossbeam and the auxiliary crossbeam have different radii of curvature with respect to one another.

[0010] This is particularly relevant to the offset of the auxiliary cross member toward the vehicle in the longitudinal direction of the vehicle. Thus, when the bumper device is arranged at the front of the vehicle, the auxiliary cross member is arranged in a manner offset rearward in the longitudinal direction of the vehicle.

[0011] Optionally, in addition or as an alternative, the auxiliary crossbeam has a middle section which is offset relative to the vertical direction, in particular offset upward or downward.

[0012] According to the present invention, the frontal collision with lateral overlap is distributed on the main cross member and the auxiliary cross member through the above-mentioned measures, thereby better distributing the penetration force of the front part of the vehicle.

[0013] Based on the curvature of the main cross member and the auxiliary cross member or the offset from the auxiliary cross member to the main cross member in the longitudinal direction of the vehicle, these concepts can be used to set a desired crash reaction with regard to energy absorption in accordance with the requirements of the respective vehicle category equipped with the bumper device, so that the crash performance required by the manufacturer and by law can be achieved.

[0014] The main crossbeam and the auxiliary crossbeam are produced in particular in an integral and uniform manner with the vertical struts and the additional support elements. For this purpose, it is particularly proposed within the scope of the invention to produce the bumper device as a pressed component, in particular made of a steel alloy. The bumper device is thus a shell-shaped component produced from a sheet metal blank by forming technology. The main crossbeam and the auxiliary crossbeam preferably have a profiled cross section, in particular a U-shaped or C-shaped or hat-shaped cross section. A corresponding locking plate can optionally be attached to the main crossbeam or the auxiliary crossbeam, depending on the case, only in sections with respect to the longitudinal direction.

[0015] According to the invention, as an alternative, the main crossbeam and the auxiliary crossbeam can be made of extruded profiles, in particular of light metal alloys, in an integrally formed and uniform material manner. To this end, a profile with a plurality of cavities can first be extruded in a relatively compact manner in cross section, which are connected by webs. This profile is then processed by forming and cutting techniques to form a main crossbeam arranged at the top relative to the vertical direction and an auxiliary crossbeam arranged below this main crossbeam. The corresponding curvature can be produced by another bending process. The connecting piece constructed by the vertical struts is a connecting web held between these profiles. The remaining material can be removed by cutting.

[0016] The support element is preferably shaped in such a way that it projects from the plane of the rear wall of the cross member or the auxiliary cross member or one of the vertical struts in the direction of the crash box or extends from this plane at an angle in the direction of the vehicle.

[0017] The vertical struts themselves have a profiled cross section, in particular a U-shaped, C-shaped or hat-shaped cross section. Particularly preferably, the front web is arranged facing away from the vehicle. By this measure, the main cross member and the auxiliary cross member are coupled to each other in a particularly rigid manner, which in turn improves the crash performance.

[0018] In another preferred technical variant, a depression is provided in the main cross member so that an initial deformation occurs when a load occurs in the longitudinal direction. This depression is arranged in particular on the front wall of the main cross member relative to the longitudinal direction of the vehicle. Particularly preferably, two or more depressions can also be provided. The two depressions are spaced apart from one another in the transverse direction of the vehicle. However, the two depressions are preferably arranged symmetrically to one another relative to the center plane in the transverse direction of the vehicle. On the one hand, the initial deformation can occur due to the depression or depressions on the front side, so that the bumper device is deformed only halfway relative to the transverse direction of the vehicle. The initial application of force, i.e. the initial impact force caused by the deformation of the main cross member, can also reduce the first peak value of the impact energy.

[0019] Furthermore, the auxiliary cross member is preferably coupled to a crash box. As an alternative or in addition, the auxiliary cross member is coupled to additional longitudinal members or crash boxes, which in turn are supported on the vehicle. The auxiliary cross member thus provides a further load path, which in turn introduces the forces generated in the event of a frontal collision more uniformly and to a smaller extent locally into the vehicle, thereby further improving the overall crash performance.

[0020] By attaching vertical struts which are constructed as vertical webs in an integral manner. In the outer end region, on the one hand, the entire bumper arrangement is further reinforced. However, in the event of a frontal collision, the following additional effect is achieved. In the event of a frontal collision, this additional vertical strut is moved backwards in the longitudinal direction of the vehicle, so that this additional vertical strut first hits the wheel arch and, in the event of further deformation, also hits the wheel. In the event of a high-intensity collision, the wheel will be deformed or moved at the vehicle side sill located behind it, thereby providing an additional load path. However, in the event of a collision of smaller or medium intensity, an additional load path is first provided by the support on the wheel arch or wheel and then by the wheel suspension (for example the subframe), so that the collision forces are not only transmitted via the main crossbeam and the energy absorption box, but also via the auxiliary crossbeam and then via the support on the wheel arch or wheel. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Further advantages, features, properties and aspects of the invention are the subject of the following description.A preferred technical variant is shown in the schematic diagram.

[0022] These schematic diagrams are used to simplify the understanding of the present invention. Among them:

[0023] Figure 1 is a perspective view of a bumper device according to the present invention,

[0024] Figure 2 a to f are a top view, a front view and different cross-sectional views of a first technical variant of the bumper device according to the present invention,

[0025] Figure 3 is the cross-sectional view of the extruded profile,

[0026] Figure 4 a to c are front views and cross-sectional views of the second embodiment variant,

[0027] Figure 5 is a top view of a collision scene of the bumper device according to the present invention,

[0028] Figure 6 a to d are front views and cross-sectional views of the third embodiment variant,

[0029] Figure 7 a to f are a top view, a front view and a cross-sectional view of a fourth embodiment variant,

[0030] Figure 8 a to f are a top view, a front view and a cross-sectional view of the fifth embodiment variant,

[0031] Fig. 9 a to f are a top view, a front view and a cross-sectional view of the sixth embodiment variant,

[0032] Fig.10 a to f are a top view, a front view and a cross-sectional view of the seventh embodiment variant,

[0033] Fig.11 a to d are a top view, a front view and a cross-sectional view of the eighth embodiment variant,

[0034] Fig.12 a to e are a top view, a front view and a cross-sectional view of the ninth embodiment variant,

[0035] Fig.13 a to f are a top view, a front view and a cross-sectional view of the tenth embodiment variant,

[0036] Fig.14 a to e are a top view, a front view and a cross-sectional view of the eleventh embodiment variant,

[0037] Fig.15 a to e are a top view, a front view and a cross-sectional view of the twelfth embodiment variant,

[0038] Fig.16 a to f are a top view, a front view and a cross-sectional view of the thirteenth embodiment variant, and

[0039] Fig.17 a to d are a top view, a front view and a cross-sectional view of the fourteenth embodiment variant,

[0040] Fig.18 a and b are a top view and a cross-sectional view of the fifteenth embodiment variant,

[0041] Fig.19 a and b are a top view and a cross-sectional view of the sixteenth embodiment variant, and

[0042] Fig. 20 a to c are a top view and a cross-sectional view of the seventeenth embodiment variant. DETAILED DESCRIPTION

[0043] In the drawings, the same or similar components are given the same reference numerals even though repeated descriptions are omitted for simplicity.

[0044] Figure 1The bumper device 1 according to the invention is shown for a motor vehicle, not shown in detail. The bumper device 1 has an upper main cross member 2 and an auxiliary cross member 3 located below this main cross member with respect to the vertical direction Z of the motor vehicle. The main cross member 2 and the auxiliary cross member 3 are coupled to each other via vertical struts 4, 6. In each end region 5, a vertical strut 6 is provided, which likewise connects the main cross member and the auxiliary cross member 2, 3 to each other. The main cross member 2 is coupled to the motor vehicle, not shown in detail, via a crash box 7. The vertical strut 4 can also be supported on the crash box 7, not shown in detail. The auxiliary cross member 3 is supported on the motor vehicle via a lower impact support 12.

[0045] Figure 2 A to f show technical variations of the present invention. As shown in the figure, the bumper device 1 according to the present invention has a main cross member 2 arranged at the top and an auxiliary cross member 3 arranged below the main cross member relative to the vertical direction. The main cross member 2 is coupled to the vehicle via an energy absorption box 7 in a manner not shown in detail. The energy absorption box 7 is coupled, for example, to the front side of a corresponding longitudinal beam of the vehicle, not shown in detail. The auxiliary cross member 3 is supported on the vehicle via a lower impact support 12.

[0046] according to Figure 2 a. The auxiliary crossbeam 3 arranged at the bottom in the longitudinal direction X and the vertical direction Z of the vehicle is constructed in a way that it is retracted relative to the main crossbeam 2 at least in the vast majority of the middle section, and then between the energy absorption boxes 7, and in each edge area as appropriate. Therefore, in the event of a collision, it first contacts the main crossbeam 2. Then, after the main crossbeam 2 is deformed, the auxiliary crossbeam 3 is deformed in a complementary manner. In addition, according to Figure 2 a As can be seen, the respective radii of curvature of the main crossbeam 2 or the auxiliary crossbeam 3 extending in a curved manner around the vertical axis Z are different from each other. The radius of curvature of the main crossbeam 2 is smaller than the radius of curvature of the auxiliary crossbeam 3. This indicates that the main crossbeam 2 is constructed in a more curved manner than the radius of curvature of the auxiliary crossbeam 3. Therefore, in combination with the offset of the auxiliary crossbeam 3 in the direction of the vehicle relative to the longitudinal direction of the vehicle, it is first possible to ensure, by means of different radii of curvature, that obstacles or objects exerting pressure first hit the main crossbeam 2 and then hit the auxiliary crossbeam 3. The main crossbeam 2 and the auxiliary crossbeam 3 are coupled to each other via corresponding vertical struts 4. According to Figure 2 f, a cross section is shown with the aid of the section line AA of the vertical strut 4. This vertical strut is U-shaped in cross section. The front web 8 faces away from the vehicle. The legs 9 bent from the web 8 face the rear. The vertical strut 4 is thus reinforced. Due to the web 8 facing forward, a collision with an object occurs first. In addition, the vertical strut 6 is also arranged in the corresponding end region. Figure 2e shows a section along the section line EE of the vertical strut 6. The vertical strut 6 itself is L-shaped in cross section, wherein here too a web 8 facing forward and a leg 9 bent back from this web are formed.

[0047] In this case, the web 8 also collides with the object or obstacle first. In this case, the energy absorption box 7 is arranged above the vertical support 4 relative to the vertical direction of the vehicle. In addition, Figure 2 c shows a vertical section along the section line BB. As shown in the figure, the main crossbeam 2 is a two-cavity hollow profile, and the auxiliary crossbeam 3 is a single-cavity hollow profile. Figure 2 d, the end region 5 is also shown according to the section line CC, according to which the main crossbeam 2 and the auxiliary crossbeam 3 are coupled to each other via vertical struts 6. The vertical struts 6 are made in an integral manner with the main crossbeam 2 and the auxiliary crossbeam 3 and of a uniform material, for example from a light metal alloy, in particular an aluminum alloy, by an extrusion process. Figure 2 The webs 8 or vertical struts 6 not present in c have been removed by cutting.

[0048] Figure 3 is a cross-sectional view of such an extruded profile. It can be seen here that the two-chamber hollow profile for forming the subsequent main crossbeam 2 and the single-chamber hollow profile for forming the subsequent auxiliary crossbeam 3 are coupled to each other via the vertical strut 6. Then, in a forming step not shown in detail, the extruded profile first produced in the above manner is first processed by a forming technology or a bending technology to flatten it, so that the auxiliary crossbeam 3 is arranged above the main crossbeam 2 relative to the vertical direction and below this main crossbeam in the vertical direction, and the web 8 forms a vertical strut. However, this allows a compact profile to be extruded in cross section.

[0049] Figure 4 a to c show Figure 2 A similar embodiment variant is shown. However, in this case, it is characterized in that the middle section 10 of the auxiliary cross member 3 is offset upward in the vertical direction. Depending on the crash requirements, this offset can be used to compensate for the height difference, for example to realize a bumper-to-bumper test or another pedestrian crash test to be performed. A corresponding air guide can also be used for a cooling element, etc., which is located behind it and is not shown in detail.

[0050] according to Figure 4 b and 4c, it can be seen again that the auxiliary crossbeam 3 arranged at the bottom in the vertical direction Z of the vehicle is offset upward in the middle section relative to the main crossbeam 2 in this vertical direction. Figure 2As shown in FIG. 5 , the auxiliary cross member 3 can also be offset rearward relative to the longitudinal direction X of the vehicle. However, this offset does not have to be formed, and the offset in the middle section can also be formed alone. This involves a height offset in the vertical direction of the vehicle, in which case this height offset will be formed without offset in the longitudinal direction of the vehicle.

[0051] Figure 5 The effect that is essential for the invention is shown. This illustration shows a top view of the bumper arrangement 1 in the event of a crash. It can be seen that the crash box 7 has been upset. The main cross member 2 arranged at the top and the auxiliary cross member 3 located vertically below this main cross member are arranged at the bottom. The vertical strut 6 in the end area 5 has been moved relative to the longitudinal direction of the vehicle towards the wheel 11. This vertical strut is particularly due to its Figure 2 The bent leg of the vertical strut 6 is supported on the wheel 11. First, the wheel housing (not shown in detail) can still be contacted. In this way, another load path is achieved via the wheel and the sill (not shown in detail) located behind it in the longitudinal direction of the vehicle. Therefore, if no lower crash box is provided, the main cross member 2 is not only introduced into the vehicle body via the crash box 7, but also via a second load path and thus via the wheel 11 and the sill located behind it in the longitudinal direction of the vehicle. A particularly good support surface is generated by the vertical strut 6, so that the wheel 11 is hit in the longitudinal direction of the vehicle, thereby reliably preventing the collision energy from migrating below or above the wheel 11 due to the rotational connection of the wheel 11. The high impact surface of the vertical strut 6 with respect to the vertical direction of the vehicle ensures a reliable support on the wheel 11 in combination with the main cross member and the auxiliary cross members 2, 3. In this way, it is prevented that the bumper device 1 is lifted above the wheel 11, for example, when only the main cross member 2 is used, and additional support is accordingly provided on the wheel 11.

[0052] Figure 6 a to d show an alternative technical variant with a bumper device 1 according to the invention. This technical variant can also represent the original idea of ​​the invention, but can also be combined with Figures 1 to 5 One or more combinations of the illustrated embodiments may be used.

[0053] according to Figure 6 a, shows a bumper device 1, which also has a main cross member 2 and an auxiliary cross member 3 arranged below this main cross member in the vertical direction Z of the vehicle. The middle section of the auxiliary cross member 3 can also be arranged in a manner offset downward in the vertical direction Z, and as an alternative, not shown, this middle section can also be arranged in a manner offset upward in this vertical direction. The main cross member 2 and the auxiliary cross member 3 are both coupled to each other via vertical struts 4. In this embodiment, the corresponding end regions 5 of the main cross member 2 and the auxiliary cross member 3 are no longer independently coupled to each other via vertical struts 6. However, this can be realized, but is not shown.

[0054] However, the crash box 7 shown by the dashed line, on which the main cross member 2 is fixed, is arranged offset inwards relative to the vehicle transverse direction Y and is therefore arranged inwardly offset next to the vertical support 4. In addition, the auxiliary cross member 3 is supported in the longitudinal direction of the vehicle by an additional crash box 12, which is also arranged in the longitudinal direction of the vehicle. Figure 6 c is shown in cross section. Figure 6 b. The cross section of the vertical strut 4 is also U-shaped, with a web 8 facing forward and a leg 9 facing away from the web.

[0055] exist Figure 6 In the embodiment variant shown, it is essential for the invention that an additional support element 13 is provided on the main crossbeam 2 and, as shown here, optionally on the auxiliary crossbeam 3. This additional support element 13 is a material piece that is formed in one piece with the main crossbeam 2 or the auxiliary crossbeam 3 and of the same material, which is bent into a kind of clamp and Figure 6 In the case shown in c, the main crossbeam 2 is arranged below the energy absorption box 7 and coupled with the energy absorption box. As for the auxiliary crossbeam 3, this material piece is bent upward and backward, and then coupled with the additional energy absorption box 12. This achieves an additional supporting effect, but also increases the impact surface on the front side 14, 15 of the main crossbeam 2 and the auxiliary crossbeam 3.

[0056] Figure 7 a to f show another alternative technical variant of the present invention, which can be combined with the above examples as an alternative. Figure 7 a and b, a bumper device 1 having a main cross member 2 and an auxiliary cross member 3 is known. Figure 7 In a top view of a, the auxiliary crossbeam 3 is arranged in a manner offset rearward relative to the main crossbeam 2 in the longitudinal direction of the vehicle. The main crossbeam 2 is supported on a vehicle not shown in detail by an energy absorption box 7. Vertical struts 4 are provided to connect the main crossbeam 2 and the auxiliary crossbeam 3 to each other. These vertical struts 4 are made in a manner of being integrally formed with the main crossbeam 2 and the auxiliary crossbeam 3 and of a unified material, in particular, they are manufactured as extruded components. In addition, vertical struts 6 are arranged in the end areas 5 of the main crossbeam 2 and the auxiliary crossbeam 3 to connect the main crossbeam 2 and the auxiliary crossbeam 3 to each other. The main crossbeam 2 itself is constructed as a two-cavity hollow profile, and the auxiliary crossbeam 3 is constructed as a single-cavity hollow profile. The vertical struts 4 and the vertical struts 6 are constructed in a manner of being unified with the main crossbeam 2 and the auxiliary crossbeam 3 and of a unified material and integrally formed.

[0057] In the vertical strut 4, an additional component adapted to the above-described technical variant is formed, so that a significantly wider web 8 facing forward is produced on the vertical strut 4 according to the section line AA. The rearwardly bent leg can be regarded as an additional supporting element 13. In this case, in particular Figure 7As shown in FIG. 1 , the additional support element 13 is laterally supported on the energy absorbing box 7 located behind it and is coupled to the energy absorbing box. Figure 7 e, in particular, the additional support element 13 can be bent in such a way that it is offset upwards in the vehicle vertical direction Z, so that it can then be supported laterally on the crash box 7. As an alternative, it can also be adopted, but not shown, that the crash box 7 extends beyond the actual height of the main cross member 2 with respect to the height in the vehicle vertical direction Z, so that the height of the crash box 7 and the arrangement of the crash box 7 downwards in the vehicle vertical direction Z have another extension in the vehicle vertical direction Z. Therefore, the additional support element 13 laterally supported on the crash box 7 is only bent laterally, and not in the vehicle vertical direction, as shown in FIG. Figure 7 As shown in e.

[0058] Figure 8 Another technical variant of the invention is shown. Figure 8 a to f show another technical variant of the present invention. This technical variant is basically based on Figure 7 However, here, as a supplementary solution, additional support is provided not only on one side of the corresponding energy absorption box 7, but also on both sides of the energy absorption box 7. Figure 8 As shown in c according to the section line AA, a significantly wider web 8 is produced in particular, which enables a two-sided support on the energy absorption box 7. Figure 8 Supplementary illustration shows that reinforcement webs are provided on the back side of the auxiliary cross member 2. These reinforcement webs protruding on the back side generate an increased moment of resistance to bending, especially around the vertical direction of the vehicle. Therefore, due to these reinforcement webs, the auxiliary cross member 2 has a higher rigidity.

[0059] Fig. 9 a to f show Figure 7 An alternative technical variant of . Here, several additional support elements are provided, which are supported on the energy absorption box 7. These support elements are supported on the energy absorption box 7 on the outside in the transverse direction of the vehicle. Figure 7 In the example in FIG. 1 , these support elements are supported on the energy absorbing box 7 on the inner side. Fig. 9 b and 9c, a larger web 8 is thereby produced. Fig. 9 The additional support member particularly strengthens the outer end, which is prevented from bending or folding additionally along the vehicle transverse direction based on the support member tilted outwards. Here, the additional reinforcement web is also optionally arranged on the back side of the auxiliary crossbeam 3.

[0060] Fig.10a to f show another alternative or supplementary technical variant of the present invention. In this case, the bumper device 1 is again constructed with a main cross member 2 and an auxiliary cross member 3. The two cross members are coupled to each other via a vertical support 4. According to this technical variant, the towing eye 19 is arranged in the additional support element 13. The above arrangement is carried out according to the section line BB, as shown in FIG. Fig.10 e, arranged outside the crash box 7 and the main crossbeam 2. According to the invention, this has the following advantages: in the event of a frontal collision, both the main crossbeam 2 and the crash box 7 can be deformed accordingly, and the traction ring 19 itself will not affect the deformation. Therefore, the traction ring 19 is arranged independently of the crash beam and the crash box 7. For this purpose, as far as the blanks of the main crossbeam 2 and the auxiliary crossbeam 3 are concerned, it is possible to use the Fig.10 f. A portion of the vertical support 6 connected by the section line CC is processed by cutting and bending technology to form an additional section element, and then the additional section element is bent backward along the longitudinal direction of the vehicle to realize an additional accommodation cavity, and then the traction ring 19 is introduced into the additional accommodation cavity. The traction ring 19 can be welded in this cavity, for example. However, the traction ring 19 is arranged outside the energy absorption box 7 and the main cross beam 2, so the traction ring itself will not affect the collision performance of the main cross beam 2 and the energy absorption box 7.

[0061] Fig.11 a to d show further complementary and alternative technical variants of the present invention.

[0062] Here again, a bumper device 1 is shown with a main cross member 2 and an auxiliary cross member 3, which are coupled to one another via vertical struts 4. However, according to the section line AA, the vertical struts 4 are designed here as hollow profiles 20, which are closed in cross section. In this case, the vertical struts have a front wall 21 and a rear wall 22 as well as a web 23 connecting the front wall and the rear wall. The specific manufacturing method is that according to the section line CC, the vertical struts 4 are designed as hollow profiles 20, which are closed in cross section. Fig.11 d. First, the main crossbeam 2 and the auxiliary crossbeam 3 are manufactured together as a one-piece extruded profile. Then, the connection between the main crossbeam 2 and the auxiliary crossbeam 3 is cut out by cutting technology to form the front wall 22 of the vertical support 4. Subsequently, this main crossbeam and this auxiliary crossbeam are bent backwards relative to the longitudinal direction X of the vehicle to form a connecting web 23 and are closed toward each other on the rear wall 22. Welding can be performed at the docking point 24 to bring about additional reinforcement. By constructing the hollow profile 20 as a vertical support 4, a greater rigidity between the main crossbeam 2 and the auxiliary crossbeam 3 is achieved and the auxiliary crossbeam 3 is supported without additional support members on the longitudinal beams of the auxiliary crossbeam 3.

[0063] Fig.12 a to e show another technical variant. In principle, there are Figure 2 However, as Figure 2 In a supplementary solution, at least one, preferably a plurality of triggering grooves 26 are formed in the front wall 25 in the middle section of the main cross member 2. The triggering groove 26 is used to ensure that in the event of a corresponding collision, only one side of the bumper device 1 is initially deformed. The triggering groove 26 is formed by pressing in the main cross member 2. The front wall 25 is pressed into this area so that the connecting web 28 of the two-chamber hollow profile shown here is upset. This results in a smaller depth 29 in the vehicle X direction compared to the depth 30 of the main cross member 2, which is produced, for example, as an extruded profile. This can also be achieved in Fig.12 b and Fig.12 Seen again in e.

[0064] In this case, three triggering grooves 26 are arranged. One is arranged centrally in the vehicle transverse direction Y. The other two are arranged adjacent thereto. The spacing 31 between the triggering grooves 26 is preferably less than 10% of the total length 32 of the main cross member 2 in the vehicle transverse direction Y, in particular less than 5%.

[0065] As Fig.12 A variation of Fig.13 The central triggering groove 26 is shown on the front wall 25 of the main cross member 2. In addition, a further triggering groove 26 is arranged on the rear wall 33 of the main cross member 2. The triggering groove 26 is designed to be wider here and its width 34 is preferably between 1% and 10% of the total length of the main cross member 2. Here, too, the individual triggering grooves 26 are produced on the front and back sides of the main cross member 2 by corresponding pressing. Here again, the connecting webs 28 are formed accordingly.

[0066] Fig.14 A to e show another technical variant of the bumper device 1 according to the invention. Here, two triggering grooves 26 are formed at a certain distance from each other on the front wall of the main cross member 2. The forming is carried out by pressing. The two triggering grooves 26 are preferably spaced apart by a distance 35, which corresponds to 10% to 30% of the total length 32 of the main cross member 2. The two triggering grooves 26 are spaced apart from each other symmetrically with respect to the central longitudinal plane of the main cross member 2.

[0067] Fig.15 A fastening solution is shown which is applicable to all of the above-described bumper arrangements 1 .

[0068] In this case, the crash box 7 is designed in such a way that it overlaps the top side 36 and preferably also the main crossbeam 2 on the bottom side 37. Then there is a central bolt 38 or a fastening screw, which penetrates the main crossbeam 2 and couples this to the crash box 7. For the bridging, corresponding projections or tongues 39 are provided, by means of which the crash box 7 is bridged with the main crossbeam 2. This is particularly true in the case of the crash box 7, which is located on the top side 36 and preferably also on the bottom side 37. Fig.15The auxiliary crossbeam 3 also has a reinforcing web protruding backwards. This reinforcing web is also used to couple with the additional energy absorption box 7. Bolts 38 are also provided here, which pass through this reinforcing web to couple the auxiliary crossbeam 3 with the additional energy absorption box 12.

[0069] Fig.16 a to f show another technical variant. This technical variant is basically equivalent to Fig.11 Technical variant. Here, the corresponding vertical support 4 is also constructed with a front wall 21 and a rear wall 22. The front wall and the rear wall are welded to each other at the docking point 24. However, as a supplementary solution, the vertical support 4 is arranged in a manner that passes through the traction ring 19, the front wall and the rear wall of the vertical support 4. Fig.16 e, the traction ring 19 is arranged below the main cross beam 2 and also below the energy absorption box 7. Therefore, when a frontal collision occurs, the collision performance of the main cross beam 2 or the energy absorption box 7 will not be affected by the traction ring 19.

[0070] Fig.17 a to c show Fig.11 An alternative technical variant of the variant shown. Here, the bumper device 1 is constructed in such a way that in particular Fig.17 The vertical strut 4 connecting the main crossbeam 2 with the auxiliary crossbeam 3 in the cross-sectional view shown in c not only has a front web and legs protruding from the front web, but is also designed again in a folded-in or rolled-up manner at least in the region of one leg. This creates a closed hollow profile 20 in the cross section, thereby increasing the rigidity of the vertical strut 4.

[0071] The folded-in or rolled-up portion 40 can only be processed by forming technology. However, as a supplementary solution, this portion can also be coupled to the web or leg, for example, by bonding or welding. Overall, the rigidity of the vertical strut 4 is increased.

[0072] Furthermore, another aspect of the invention is shown between the upper main beam 2 and the lower auxiliary beam 3, which can also be applied to all other embodiments. At least one additional vertical strut 41 is shown. This vertical strut is also constructed in a way that it is integrally formed with the upper main beam 2 and the lower auxiliary beam 3 and is made of the same material. A further additional vertical strut 6 can be constructed between the main beam 2 and the auxiliary beam 3. This increases the rigidity.

[0073] Fig.18An alternative technical variant is shown of how a crash box 7 can be coupled, in particular to a bumper arrangement 1. Here, the crash box 7 and the additional crash strut 12 each extend by means of a front end side 44 to a rear wall 45 of the main cross member 2. The same applies to the lower additional crash strut 12, which abuts against the rear wall of the auxiliary cross member 3 in a form-fitting manner. In order to couple this additional crash strut to this rear wall, a corresponding flange 42 is provided, which protrudes from the main cross member 2 and the auxiliary cross member 3 at the rear wall and overlaps with the crash box 7 or the additional crash strut 12. This crash box or the additional crash strut is then coupled to this rear wall in a materially joined manner by means of a weld, for example in the form of a fillet weld. In addition to the materially joined coupling, this variant also enables an additional form-fitting coupling, so that in particular the bumper arrangement 1 is held in a form-fitting manner in the vertical direction of the vehicle.

[0074] Fig.19 A similar technical variant is shown, in which the coupling is not effected by a material connection via a weld seam, but by fastening screws 46. Here again, two flanges are provided, which overlap or fork-like overlap the respective crash box 7 or auxiliary cross member 3 via an additional crash strut 12.

[0075] Fig. 20 a to c show another technical variant. Fig.19 , this technical variant has corresponding fastening bolts 46, which accommodate the energy absorption box 7 or the additional support. Fig. 20 b also shows a forked arrangement in the vehicle transverse direction Y. The energy box 7 overlaps the flange on the top side. In addition, the flange with the outer leg 47 also engages the energy box 7 on the side. The additional crash support 12 also has this feature. In addition, this additional crash support overlaps the lower auxiliary cross member 3 with a part and extends with its front end in the vehicle longitudinal direction X to the front side of the auxiliary cross member 3.

[0076] Without departing from the scope of the present invention, Fig.18 , 19 The coupling scheme described in and 20 can be applied to all embodiments.

[0077] Reference numerals list

[0078] 1- Bumper device

[0079] 2- Main beam

[0080] 3- Auxiliary beam

[0081] 4-Vertical support

[0082] 5-Terminal area

[0083] 6-Vertical support

[0084] 7-Energy absorption box

[0085] 8- Belly Plate

[0086] 9-Side Foot

[0087] The middle section of 10-3

[0088] 11-Wheels

[0089] 12-Lower collision support

[0090] 13-Supporting elements

[0091] Front of 14-2

[0092] 15-3 front

[0093] 16-2 height

[0094] The back of 17-3

[0095] 18- Enhanced pillars

[0096] 19-Traction ring

[0097] 20-Hollow Profile

[0098] 21-20 anterior wall

[0099] 22-20 rear wall

[0100] 23-21 / 22 connecting piece

[0101] 24- Docking Point

[0102] 25-2 front wall

[0103] 26-Trigger Slot

[0104] The middle section between 27 and 25

[0105] 28-Connect the web

[0106] 29-2 Depth in 26

[0107] 30-2 Depth

[0108] 31- Spacing

[0109] Total length of 32-2

[0110] 33-Back wall

[0111] 34-Width

[0112] 35-Pitch

[0113] 36-Top side

[0114] 37- Bottom side

[0115] 38-Bolt

[0116] 39-Tongue

[0117] 40-Fold-in part

[0118] 41-Vertical support

[0119] 42-Flange

[0120] 43-Weld

[0121] 44-end side

[0122] 45-2 rear wall

[0123] 46- Fastening bolt

[0124] 47-side foot

[0125] Z-vertical direction of the car

[0126] X-longitudinal direction of the vehicle

[0127] Y-transverse direction of the car

Claims

1. A bumper device (1) for a vehicle, comprising an upper main cross beam (2) and a lower auxiliary cross beam (3) which can be coupled to the vehicle via an energy absorption box (7), wherein the main cross beam (2) and the auxiliary cross beam (3) are coupled to each other via vertical struts (4, 6), and the main cross beam (2) and the auxiliary cross beam (3) are constructed together in an integrally formed manner and with uniform materials, characterized in that: The main crossbeam (2) and the auxiliary crossbeam (3) and / or the vertical strut (4) are supported on the crash box (7) via at least one additional support element (13) oriented in the direction of the vehicle, or the main crossbeam (2) is supported on the auxiliary crossbeam (3) via at least one additional support element (13) oriented in the direction of the vehicle, wherein the support element (13) itself is constructed in a manner that is integrally formed with the main crossbeam (2) or the auxiliary crossbeam (3) or the vertical strut (4) and is made of uniform material.

2. The bumper device (1) according to claim 1, characterized in that: The supporting element (13) of the main cross beam (2) is arranged on the side or below the energy absorption box (7).

3. The bumper device (1) according to claim 1 or 2, characterized in that: The main crossbeam (2) and the auxiliary crossbeam (3) are manufactured in one piece and from a uniform material as pressed components, in particular made of a steel alloy.

4. The bumper device (1) according to claim 1 or 2, characterized in that: The main crossbeam (2) and the auxiliary crossbeam (3) are made of extruded profiles, in particular of a light metal alloy, in an integrally formed manner and with uniform material.

5. The bumper device (1) according to claim 1, characterized in that: The vertical struts (4, 6) have a U-shaped, C-shaped or hat-shaped cross section.

6. The bumper device according to claim 1, characterized in that: A depression is provided in the main cross member (2) so that an initial deformation occurs when a load occurs in the longitudinal direction (X) of the vehicle.

7. The bumper device according to claim 1, characterized in that: The auxiliary cross beam (3) is coupled to the crash box (7) and / or the auxiliary cross beam (3) is supported on the crash box (7) or a supporting element (13) on the vehicle.

8. The bumper device according to claim 1, characterized in that: The main cross member (2) and the auxiliary cross member (3) are coupled to one another in their outer end regions via an additional vertical strut (6), which is suitable for supporting the front wheels in the longitudinal direction (X) of the vehicle.

9. The bumper device according to claim 1, characterized in that: The main crossbeam (2) and the auxiliary crossbeam (3) extend at least in sections in a curved manner around a vertical axis, wherein the main crossbeam (2) and the auxiliary crossbeam (3) respectively have different radii of curvature (R2, R3) from each other.

10. The bumper device according to claim 1, characterized in that: The auxiliary crossbeam (3) is set back relative to the main crossbeam (2) in the longitudinal direction (X) of the vehicle towards the vehicle and / or the auxiliary crossbeam (3) has a middle section which is offset relative to the vertical direction.

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