Connecting element for improving the crash behavior in a car-to-car impact

Abstract

Crash management system (1, 1', 1") for the front of a vehicle, the crash management system (1, 1', 1") being oriented in a local reference frame having a longitudinal direction X, a transverse direction Y perpendicular to the longitudinal direction X and a vertical direction Z perpendicular to the plane defined by said directions X and Y, the crash management system (1, 1', 1") comprising a bumper beam assembly (2, 2', 2") having at least a first bumper beam (3, 3', 3") and a second bumper beam (4, 4', 4") oriented in the transverse direction Y, the first bumper beam (3, 3', 3") and the second bumper beam (4, 4', 4") being vertically spaced apart, with the first bumper beam (3, 3', 3") being located above the second bumper beam (4, 4', 4"), optionally comprising at least one crash box (5, 6) connected to at least one bumper beam (3, 3', 3", 4, 4', 4") and comprising at least one connection element (100, 200, 300, 400, 500), characterized in that the connection element (100, 200, 300, 400, 500) connects the first bumper beam (3, 3', 3") and the second bumper beam (4, 4', 4"), and in that the connection element (100, 200, 300, 400, 500) is a hollow extruded profile, with an extrusion direction (E) being substantially parallel to the vertical direction Z.

Description

TECHNICAL FIELD

[0001] The present invention relates to a connecting element to be attached to a first and a second bumper beam of a crash management system for controlling the crash behavior of the crash management system in case of a car-to-car impact. BACKGROUND

[0002] The term crash management system is generally used to describe a structural module consisting of a bumper beam and related accessories for connecting the bumper to the longitudinal rails of the vehicle. The main goal of the crash management system is to prevent damage after a crash between the vehicle and an obstacle.

[0003] The crash management system has the ability to absorb enough crash energy to meet the OEM's internal standards. In other words, the crash management system should be able to absorb energy at the beginning of the crash and direct the remaining crash forces into other parts of the body structure.

[0004] The crash management system comprises a bumper beam, which is usually extending transversely across the front or rear end of the vehicle, generally for absorbing energy during a frontal or rear impact. Such a bumper beam is mounted to the vehicle frame using a crash box, also known as an energy absorber or deformation element.

[0005] In order to evaluate the risk of a passenger car to a pedestrian in the event of a traffic accident, the vehicle can have a crash management system comprising two bumper beams, a lower beam and an upper beam, the upper beam being arranged above the lower beam to meet safety requirements for frontal impact energy absorption and to meet regulations for protecting pedestrians from lower leg injuries caused by impact with the bumper.

[0006] In order to ensure the safety of passengers, vehicles are subject to a variety of tests and evaluations. Such tests are often specified by government regulations and insurance certifications. There are multiple types of impacts, but new tests are constantly being introduced to improve vehicle-related safety, such as passenger safety, pedestrian safety, and safety of other vehicle occupants.

[0007] Currently, the impact test provided uses a biased deformable barrier, where the vehicle behavior is evaluated by moving the impact between the vehicle and a fixed barrier. This current fixed biased deformable barrier impact test, also known as ODB test, will be replaced by a moving barrier test with progressive deformation elements to reproduce car-to-car impacts, also known as MPDB test for moving progressive deformable barriers. One goal of the crash management system response to this new requirement is to propose a constant barrier deformation that is not subject to any deep impact. Modifications to the design of the existing crash management system are necessary to reinforce the upcoming additional crash compatibility requirements. The crash compatibility requirements aim to minimize or mitigate the damage to other vehicles in the event of a crash.

[0008] US 10,086,785 B2 discloses a vehicle front end structure for reinforcing vehicle compatibility performance. The front end structure includes a bumper disposed behind a front fascia panel. An extrusion canister is attached between the bumper and a frame rail. A shield is attached to the bumper, the shield extending above and below the bumper to spread the deformation of the deformable barrier caused by the extrusion canister and the bumper in an impact to areas above and below the bumper.

[0009] WO 2016 / 026893 A1 discloses a support element fastened to an end of a bumper cross member and extending rearward in the longitudinal direction of the vehicle by a predetermined length. The support element is designed and arranged in such a way that, in the event of a deformation of the end of the bumper cross member as a result of a frontal impact of a motor vehicle, in particular a frontal crash with little overlap, the support element supports the end on the longitudinal member arrangement. Here, that is to say, by means of the support, further deformation of the end in the direction of the longitudinal member arrangement is inhibited. The support element is made of plastic, in particular of fiber-reinforced plastic.

[0010] US 9,457,746 B1 discloses a vehicle including a frame, a bumper, and an impact absorber. The impact absorber extends from the frame to the bumper. The impact absorber has a sliding member and a receiving member. The receiving member defines an aperture, and a portion of the sliding member is disposed in the aperture. The sliding member is configured to slide into the receiving member during an impact event such that the receiving member yields and expands outward to absorb energy.

[0011] US 9,550,462 B2 discloses a support structure assembly for an automotive vehicle, comprising a side member extending in a generally longitudinal direction and having a front end, a coupling member having a generally fixed shape and having an outer and an inner mounting portion, wherein the inner is mounted to the side member via an inner articulating connection, and a bumper having a main bumper member and a bumper extension member forming an end portion of the bumper. The bumper extends generally transversely to the longitudinal direction of the side member, and the bumper extension member extends transversely across and beyond the front end of the side member. The bumper extension member comprises a front wall portion and a rear wall portion. The rear wall portion is sandwiched between the main bumper member and the front end of the side member. SUMMARY

[0012] The present invention proposes a solution that extends the crash management system in its length and width, while making it possible to prevent the penetration of components outside the vehicle towards the inside of the vehicle in the event of a vehicle-to-vehicle impact.

[0013] The present invention relates to a crash management system comprising an upper bumper beam and a lower bumper beam, or a first bumper beam and a second bumper beam, which can deform into a flat vertical surface in the event of a vehicle-to-vehicle impact, avoiding the intrusion into the interior of the vehicle.

[0014] The crash management system is extended by elements that connect the upper bumper beam and the lower bumper beam in a robust manner. The connecting elements of the invention are extruded hollow profiles.

[0015] Description of the invention

[0016] The crash management system is constantly optimized to meet the requirements of legislation. New tests are implemented to address the behavior of vehicles in a crash and to control the performance of the crash management system, replacing the fixed offset deformable barrier impact test, also known as ODB test. The mobile progressive deformable barrier test (MPDB test) tests the behavior of a vehicle when it impacts a moving barrier. The goal of the MPBD test is to have a vehicle with continuous barrier deformation without any deep impact.

[0017] The problem to be solved by the invention is to improve the performance of known crash management systems to meet the requirements of the MPDB test, avoiding making the system heavier and occupying as little volume as possible (since the available space is limited and is cluttered with all the other elements required for the normal operation of the vehicle).

[0018] The solution proposed by the invention is a small and flexible concept that consists of adding one or more elements to the crash management system. The added element is an extruded hollow profile that is attached to the crash management system by a robust connection.

[0019] In the description, the X, Y and Z axes correspond to a local referential, generally the local referential of the vehicle. Generally, X corresponds to the longitudinal direction of the vehicle, Y to the transverse direction perpendicular to X and Z to the vertical direction perpendicular to the surface formed by the X and Y axes.

[0020] The solution proposed by the present invention is a connecting element made of a hollow extruded profile, attached to the first or upper bumper beam and to the second or lower bumper beam comprised in the crash management system of the present invention, so that the extrusion direction is generally parallel to the vertical direction Z. The connecting element is attached to the first and second bumper beams in a secure manner, so that in the event of an impact, the connecting element can stably come into contact with another component of the vehicle (for example, a wheel or a longitudinal beam) and can deform into a flat surface, which will result in a good deformation behavior in the MPBD test range.

[0021] The connecting element of the present invention is a hollow extruded profile, which can optionally have several hollow chambers. The advantage of an extruded element with several hollow chambers is the development of the element's ability to absorb impact energy and the improvement of the system's moment of inertia.

[0022] The extrusion direction parallel to the vertical direction Z allows to increase the flexibility of the geometry according to the bending line of the bumper beam without the need for any additional machining operations. In order to achieve the same geometry with an extruded profile with an extrusion direction along the Y axis, for example, the connecting element would have to be bent. In addition, the extruded connecting element with an extrusion direction parallel to the vertical direction Z allows the bumper beam assembly to be extended in the X and Y directions. Furthermore, the geometry of the connecting element is limited only by the extrusion capacity of the element.

[0023] Since the connecting element is attached between the first and second bumper beams, it also allows to improve and stabilize the rigidity of the crash management system.

[0024] In some particular embodiments of the present invention, the extruded connecting element can comprise one or more channels along the extrusion direction. One advantage of an extruded element with one or more channels is to improve the robust attachment of the connecting element to the bumper beam. The connection by screwing into the extruded channel is a very cost-effective, even more robust solution. In addition, the length of the channel allows to have longer attachment means than with a simple hole.

[0025] According to the invention, the crash management system is a crash management system for the front of a vehicle, the crash management system being oriented in a local frame of reference having a longitudinal direction X, a transversal direction Y perpendicular to the longitudinal direction X and a vertical direction Z perpendicular to the plane defined by said directions X and Y, the crash management system comprising a bumper beam assembly having at least a first bumper beam and a second bumper beam oriented in said transversal direction Y, the first bumper beam and the second bumper beam being vertically spaced apart, wherein the first bumper beam is located above the second bumper beam, optionally comprising at least one crash box connected to at least one bumper beam and comprising at least one connection element, characterized in that the connection element connects the first bumper beam and the second bumper beam, and wherein the connection element is a hollow extruded profile, wherein the extrusion direction is substantially parallel to the vertical direction Z.

[0026] The crash management system of the invention comprises a bumper beam assembly oriented in the transversal direction Y. The term "oriented" is intended to define that the direction of the bumper beam assembly extends in the transversal direction Y. In one embodiment, the bumper beam assembly can be curved to meet the design of the car, as a result of which in this case it is not entirely parallel to the transversal direction Y, but its main direction is oriented generally in the transversal direction Y, i.e. extends in said transversal direction Y.

[0027] The crash management system of the invention comprises a bumper beam assembly comprising a first bumper beam and a second bumper beam vertically spaced apart. The first bumper beam is located above the second bumper beam. The term "vertically spaced apart" is intended to define that the first bumper beam and the second bumper beam are not in direct contact with each other, but are spaced apart at a certain distance in the Z direction, depending on the type of crash management system.

[0028] The first bumper beam and the second bumper beam comprised in the bumper beam assembly of the crash management system of the invention can also be spaced apart in the longitudinal direction X, so that an angle defined by the first bumper beam and the second bumper beam can exist in the plane YZ. The term "spaced apart in the longitudinal direction X" is intended to define that the first bumper beam and the second bumper beam are not aligned with each other in the X direction. According to the invention, the first bumper beam and the second bumper beam can be spaced apart in the longitudinal direction X, so that an angle defined by the first bumper beam and the second bumper beam with the plane YZ can be from -30° to +30°.

[0029] According to one embodiment of the application, the first bumper beam of the crash management system can be a profiled section or an open section, having a front wall and having a flange extending the wall of the first bumper beam downwards along the vertical direction Z in the direction of the second bumper beam. Preferably, the first bumper beam is a hollow profile having a cavity, having a front wall and a rear wall connected by longitudinal walls, and having a flange extending the front wall of the first bumper beam downwards along the vertical direction Z in the direction of the second bumper beam. More preferably, the first bumper beam is a hollow extruded profile.

[0030] According to another embodiment of the application, the second bumper beam of the crash management system can be a profiled section or an open section, having a front wall and having a flange extending the wall of the second bumper beam upwards along the vertical direction Z in the direction of the first bumper beam. Preferably, the second bumper beam is a hollow profile having a cavity, having a front wall and a rear wall connected by longitudinal walls, and having a flange extending the front wall of the second bumper beam upwards along the vertical direction Z in the direction of the first bumper beam. More preferably, the second bumper beam is a hollow extruded profile.

[0031] In one embodiment of the application, the first bumper beam can have a flange extending upwards along the vertical direction Z in the opposite direction of the second bumper beam.

[0032] According to the needs, depending on the level of energy to be absorbed, the first bumper beam and the second bumper beam can have one or more hollow cavities.

[0033] According to the application, the first bumper beam and the second bumper beam of the crash management system can advantageously be attached to at least one crash box. Preferably, the first bumper beam is connected to a first crash box and the second bumper beam is connected to a second, different crash box.

[0034] According to the application, the crash management system comprises a connecting element connecting the first bumper beam and the second bumper beam of the bumper beam assembly. The connecting element of the application is a hollow extruded profile, wherein the extrusion direction is substantially parallel to the vertical direction Z. The term "substantially parallel to the vertical direction Z" is intended to define that the extrusion direction can be approximately parallel to the vertical direction. In one embodiment of the application, by the angle defined by the first bumper beam and the second bumper beam with the plane YZ not being equal to zero, the connecting element will be aligned with the first bumper beam and the second bumper beam, with the result that in this case the extrusion direction is not exactly parallel to the vertical direction Z. When the first bumper beam and the second bumper beam are spaced apart in the longitudinal direction X such that an angle is defined by the first bumper beam and the second bumper beam with the plane YZ, the angle between the extrusion direction and the vertical direction is thus the same as the angle defined by the first bumper beam and the second bumper beam with the plane YZ.

[0035] The connecting element can be attached at any position of the first and second bumper beams between the first and second bumper beams in the transverse direction Y.

[0036] Advantageously, the connecting element comprised in the crash management system extends the crash management system in the longitudinal direction X and / or in the transverse direction Y. In one embodiment, the connecting element extends the crash management system in the longitudinal direction X and in the transverse direction Y.

[0037] The connecting element of the present invention is preferably a hollow extruded profile having at least two hollow cavities, each cavity having an outer wall, an inner wall and internal walls, the walls being parallel to the extrusion direction. The connecting element preferably has at least one integral screw channel parallel to the extrusion direction of the connecting element for attaching said connecting element to the first and second bumper beams. The screw channel is present over the height of the connecting element and allows a long and improved solid coupling between the bumper beams.

[0038] The connecting element can be drilled with holes for attaching it to the first and / or second bumper beams by means of screws or bolts.

[0039] The crash management system of the present invention comprises at least one connecting element connecting the first and second bumper beams. In some embodiments, the connecting element can be attached to at least one crash box of the crash management system. Preferably, the crash management system of the present invention comprises at least two connecting elements, one attached to each end of the first and second bumper beams to allow reinforcement of the ends of said bumper beam assembly. In one particular embodiment of the present invention, the crash management system comprises one connecting element attached to each end side of the bumper beam assembly and one or more connecting elements attached at other positions of the first and second bumper beams.

[0040] Preferably, the connecting element is attached at least to the flange of the first bumper beam. The flange of the first bumper beam extends the front wall of the first bumper beam downwards in the direction of the underlying second bumper beam.

[0041] Preferably, the connecting element is attached at least to the flange of the second bumper beam. The flange of the second bumper beam extends the front wall of the second bumper beam upwards in the direction of the overlying first bumper beam.

[0042] In one particular embodiment, the connecting element of the present invention has a flange allowing attachment to the first bumper beam.

[0043] Preferably, the connecting element is attached to each end of the first and second bumper beam by means of screws and / or bolts. Holes can be made in the outer and inner walls of the connecting element to receive the attachment means.

[0044] In one embodiment of the present application, the first bumper beam does not have a downwardly extending flange and the connecting element can be attached to the rear wall of the first bumper beam. In another embodiment of the present application, the second bumper beam does not have an upwardly extending flange and the connecting element can be attached to the rear wall of the second bumper beam. Another embodiment can be to attach the connecting element directly to the rear wall of the first and second bumper beam.

[0045] According to the present application, in the event of an impact, the connecting element can cooperate with other parts of the vehicle and can deform to prevent penetration of foreign elements into the vehicle. Preferably, the connecting element is placed at the end side of the bumper beam assembly of the crash management system of the present application. In this particular embodiment, the connecting element is attached to the first and second bumper beam only on one side thereof. In the event of an impact, the side of the connecting element of the present application, which is not attached to the bumper beam assembly, will come into contact with other parts of the vehicle, for example, the wheels. The connecting element will cooperate with the additional parts of the vehicle to absorb the impact energy and to prevent penetration of foreign elements into the vehicle. In particular, the cooperation of the connecting element with the other parts of the vehicle can result in a flat surface to be able to absorb the impact energy and to avoid penetration of external material into the vehicle. In another embodiment, the connecting element can be placed at the location of the crash box of the crash management system. In this particular embodiment, the connecting element will cooperate with the crash box as well as with the longitudinal beam of the vehicle.

[0046] The connecting element of the present application can be made of a material such as plastic, steel or aluminum alloy. Preferably, the connecting element is made of aluminum alloy.

[0047] According to one embodiment, the connecting element of the present application is an extruded profile having at least two hollow cavities. Each cavity is defined by an outer wall, an inner wall and an inner built-in wall, the walls being parallel to the extrusion direction. In one particular embodiment, the outer and inner walls of at least one cavity can be cut off. The cutting can be performed on one or several walls of one or several cavities of the connecting element to reduce the weight of the connecting element and thus the weight of the crash management system of the present application.

[0048] According to the invention, the design of the extruded connecting element is adapted to the crash management system in which it is comprised. The wall of the connecting element of the invention can have different thicknesses. In this embodiment, the connecting element of the invention has one or several flanges, the wall and the flanges can have different thicknesses. The form of the connecting element can be adapted to the vehicle and to the performance to be achieved. In particular, the form of the connecting element of the invention can be non-flat and comprises at least one cavity, the wall of which defines an angle. In another embodiment, the wall of one cavity can comprise two facets defining an angle; the angle is such that the crash management system extends in the longitudinal direction X and in the transverse direction Y; preferably, the angle is 5°.

[0049] The crash management system of the invention can be implemented in a vehicle, preferably on the front of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0050] Figure 1 is a rear view of an end of a crash management system of the invention;

[0051] Figure 2 is a front view of a part of the crash management system of Figure 1

[0052] Figure 3 is a top view of Figure 1

[0053] Figure 4 is a representation of an end of Figure 1

[0054] Figure 5 is a representation of a connecting element of Figure 1

[0055] Figure 6 is a rear view of a part of a crash management system of the invention;

[0056] Figure 7 is a front view of a part of the crash management system of Figure 6

[0057] Figure 8 is a representation of a connecting element of Figure 6

[0058] Figure 9 is a representation of another connecting element of Figure 6

[0059] Figure 10 is a rear view of a representation of an end of a crash management system of the invention;

[0060] ​​​​​​​Figure 11 is Figure 8 a representation of a front view.

[0061] List of reference signs

[0062] 1, 1', 1": impact management system

[0063] 2, 2', 2": bumper beam assembly

[0064] 3, 3', 3": first bumper beam

[0065] 31, 31', 31": cavity of the first bumper beam

[0066] 32, 32', 32": front wall of the first bumper beam

[0067] 33, 33', 33": rear wall of the first bumper beam

[0068] 34, 34', 34": longitudinal wall of the first bumper beam

[0069] 35, 35', 35": longitudinal wall of the first bumper beam

[0070] 36, 36', 36": flange of the first bumper beam

[0071] 37, 37', 37": flange of the first bumper beam 3

[0072] 38a, 38b, 38c, 38d: holes drilled in the flange 36 of the first bumper beam 3

[0073] 38'a, 38' b, 38' c, 38' d: holes drilled in the flange 36 of the first bumper beam 3'

[0074] 4, 4', 4": second bumper beam

[0075] 41, 41': cavity of the second bumper beam

[0076] 42, 42', 42": front wall of the second bumper beam

[0077] 43, 43': rear wall of the second bumper beam

[0078] 44, 44': longitudinal wall of the second bumper beam

[0079] 45, 45': longitudinal wall of the second bumper beam

[0080] 46: flange of the second bumper beam 4'

[0081] 47: flange of the second bumper beam 4'

[0082] 48, 49: hole in the longitudinal wall 45 of the second bumper beam 4

[0083] 50, 51 : beam of the second bumper beam 4"

[0084] 52: cavity of the beam 50

[0085] 53: cavity of the beam 51

[0086] 54: rear wall of the beam 50

[0087] 5, 5': crash box connected to the first bumper beam

[0088] 6, 6': crash box connected to the second bumper beam

[0089] 100, 200, 300, 400, 500: connecting element

[0090] 101a, 101b: integral screw channel of the connecting element 100

[0091] 102: flange of the connecting element 100

[0092] 103a, 103b, 103c, 103d: hollow cavity of the connecting element 100

[0093] 104, 105, 106, 107: outer wall of the hollow cavity of the connecting element 100

[0094] 106a, 106b: side of the outer wall 106

[0095] 108, 109, 110, 111: inner wall of the hollow cavity of the connecting element 100

[0096] 110a, 110b: side of the outer wall 109

[0097] 112, 113: inner wall of the connecting element 100

[0098] 114: outer wall of the connecting element 100

[0099] 115: cutout of the connecting element 100

[0100] 116: hole in the flange 102 of the connecting element 100

[0101] 117: hole in the hollow cavity 103a

[0102] 201: outer wall of the connecting element 200

[0103] 202: inner wall of the connecting element 200

[0104] 203a: flange

[0105] 204: hole in flange 203a

[0106] 205: hole in inner wall 202

[0107] 206: cutout of connecting element 200

[0108] 302: flange of connecting element 300

[0109] 301a, 301b: integral screw channel of connecting element 300

[0110] 303a, 303b, 303c, 303d, 303e: hollow cavities of connecting element 300

[0111] 304, 305, 306, 307: outer walls of hollow cavities of connecting element 300

[0112] 305a, 305b: sides of outer wall 305

[0113] 308, 309, 310, 311: inner walls of hollow cavities of connecting element 300

[0114] 310a, 310b: sides of outer wall 310

[0115] 312, 313: inner walls of connecting element 300

[0116] 314: outer wall of connecting element 300

[0117] 315, 316: holes in flange 302

[0118] 401: outer wall of connecting element 400

[0119] 402: inner wall of connecting element 400

[0120] 403a, 403b: flanges

[0121] 404a, 404b: holes in flanges 403a and 403b, respectively

[0122] 405a, 405b, 405c: holes in inner wall 202

[0123] 406: wall in connecting element 400

[0124] 407: hollow cavity of connecting element 400

[0125] 503a, 503b, 503c, 503d, 503e, 503f: hollow cavities of connecting element 500

[0126] 504, 505, 506, 507, 508: outer wall of the hollow cavity of the connecting element 500

[0127] 509, 510, 511, 512: inner wall of the hollow cavity of the connecting element 500

[0128] 513, 514, 515, 516, 517: inner wall of the connecting element 500

[0129] 518, 519: outer wall of the connecting element 500

[0130] 507a, 507b: side of the outer wall 507

[0131] 520, 521, 522, 523: hole in the connecting element 500

[0132] E: extrusion direction DETAILED DESCRIPTION

[0133] Throughout the drawings, the same or similar elements can be designated by the same reference numbers. These depicted embodiments are to be understood as illustrative of the application and not as limiting in any way.

[0134] Figure 1 rear view representing a part of a crash management system 1 according to one embodiment of the application. The crash management system 1 consists of a bumper beam 2 assembly, a crash box 5 and a crash box 6. The bumper beam assembly comprises a first bumper beam 3 and a second bumper beam 4. The bumper beam 3 is located above the bumper beam 4. The assembly of the bumper beam 3 and the bumper beam 4 is slightly curved 4. Thus, the bumper beam 3 and the bumper beam 4 are generally positioned along a transverse axis Y perpendicular to a longitudinal direction X and vertically spaced apart. The crash box 5 is attached on one end to the bumper beam 2 and on the other end to a longitudinal beam (not shown) of the vehicle frame using conventional attachment means. The second crash box 6 is attached on one end to the connecting element 200 and on the other end to a longitudinal beam (not shown) of the vehicle frame using conventional attachment means.

[0135] The upper bumper beam 3 is designed to absorb impact energy during a crash impact. The lower bumper beam 4 is designed to protect pedestrians from a lower leg impact.

[0136] The first bumper beam 3 is a hollow profile with a chamber 31 and has a front wall 32 and a rear wall 33 connected by longitudinal walls 34 and 35. The bumper beam 3 has a flange 36 which extends the front wall 32 downwards along a vertical direction Z in the direction of the second bumper beam 4. The flange 36 is used as an attachment means for parts. The bumper beam 3 also has a flange 37 which extends the front wall 32 upwards along the vertical direction Z in the opposite direction to the flange 36.

[0137] The second bumper beam 4 is a hollow profile with a chamber 41 and has a front wall 42 and a rear wall 43 connected by longitudinal walls 44 and 45.

[0138] The first connecting element 100 is placed on the end side of the crash management system 1 of the invention in the space between the longitudinal wall 35 of the bumper beam 3 and the longitudinal wall 44 of the bumper beam 4. Figure 1 Only one end of the crash management system is represented, the second end being identical and can have a towing eye fixation system.

[0139] The second connecting element 200 is placed in the space between the longitudinal wall 35 of the bumper beam 3 and the longitudinal wall 44 of the bumper beam 4. The connecting element 200 has a flange 203a, a second flange is positioned symmetrically on the other side of the connecting element 200, but is not visible in Figure 1 The flange 203a has a hole 204 for attaching the crash box 6 to the crash management system 1. The connecting element 200 has an outer wall 201 (visible in Figure 2 The hole 205 is drilled in the inner wall of the connecting element 200 to receive a screw or bolt for attaching the connecting element 200 to the flange 36 of the first bumper beam 3.

[0140] On the end side of the bumper beam 2 assembly, the first bumper beam 3 and the second bumper beam 4 are aligned above each other and associated with each other in the longitudinal direction and in the vertical direction. The angle defined by the first bumper beam 3 and the second bumper beam 4 with the plane YZ is 0°.

[0141] In the area of the connecting element 200, the first bumper beam 3 and the second bumper beam 4 are not aligned above each other. The angle defined by the first bumper beam 3 and the second bumper beam 4 with the plane YZ is greater than 0°, extending the size of the crash management system in the longitudinal direction X.

[0142] Figure 2 A front view of Figure 1 is represented. The connecting element 100 is placed on the end side of the crash management system 1 of the invention in the space between the first bumper beam and the second bumper beam. The second connecting element 200 is placed in the space between the longitudinal wall 35 of the bumper beam 3 and the longitudinal wall 44 of the bumper beam 4 at the location of the crash box 5 and the crash box 6. The holes 38a, 38b, 38c and 38d are drilled in the flange 36 to receive a screw or bolt for attaching the connecting element 100 and the connecting element 200 to the flange 36 of the first bumper beam 3. The crash box 5 is attached to the first bumper beam 3.

[0143] The connecting element 100 has several hollow cavities 103a, 103b, 103c, 103d. Only the cavities 103b, 103c, 103d are visible in Figure 2 . The hollow cavities 103c and 103d are cut off at their outer walls 106 and 107.

[0144] The connecting element 200 has an outer wall 201. The outer wall 201 has a through hole 206.

[0145] Figure 3 represents a top view of Figure 1 . The bumper beam 3 is mainly curved towards the end sides, but its main direction is oriented in the transverse direction Y, thus generally parallel to the transverse direction Y. The crash box 5 is attached to the bumper beam 3. The connecting element 100 is attached to the bumper beam assembly, which is an extruded profile, wherein the extrusion direction E is parallel to the vertical direction Z. Figure 3 The connecting element 100 of Figure 4 has several hollow cavities 103a, 103b, 103c, 103d (103a is not visible in ). The hollow cavities have not exactly the same form. The connecting element 100 extends the dimensions of the crash management system in the longitudinal direction X and the transverse direction Y.

[0146] Figure 4 represents one end of Figure 1 . The connecting element 100 is a hollow extruded profile, having several hollow cavities 103a, 103b, 103c, 103d (103a is not visible in Figure 4 ). The connecting element 100 has a flange 102 for attaching the connecting element 100 to the flange 36 of the bumper beam 3. The flange 102 and the hollow cavity 103a are (respectively) perforated with a hole 116 and a hole 117 to allow the connecting element 100 to be fixed to the bumper beam 3.

[0147] The bumper beam 4 is drilled with a hole 48 and a hole 49 to allow the connecting element 100 to be attached to the first bumper beam 3 and the second bumper beam 4 by means of the monolithic screw passages 101a and 101b.

[0148] Figure 5A connection element 100 is shown. This connection element is a hollow extruded profile having four hollow cavities 103a, 103b, 103c, 103d. The cavity 103a has an outer wall 104 and an inner wall 108 parallel to the extrusion direction E of the connection element 100. The hollow cavity 103a is drilled with holes 117 for attaching the connection element 100 to the bumper beam 3. Two integral screw channels 101a and 101b are placed on each side of the hollow cavity 103a and parallel to the extrusion direction E. These screw channels 101a and 101b are used for attaching the connection element 100 to two bumper beams 3 and 4, creating the most robust coupling between the two bumper beams 3, 4 and the connection element 100. The outer wall 104 is extended by a flange 102 which is perforated with holes 116. The flange 102 and the holes 116 allow the connection element 100 to be attached to the flange 36 of the bumper beam 3. The cavity 103b has an outer wall 105 and an inner wall 109 parallel to the extrusion direction E of the connection element 100. The cavity 103c has an outer wall 106 and an inner wall 110 parallel to the extrusion direction E of the connection element 100. The cavity 103d has an outer wall 107, an inner wall 111 and an external wall 114 parallel to the extrusion direction E of the connection element 100. The cavities 103b and 103c have a common internal wall 112. The cavities 103c and 103d have a common internal wall 113. The internal walls 112 and 113 are parallel to the extrusion direction E of the connection element 100.

[0149] The outer walls 106, 107 and the inner walls 110, 111 are cut off to allow the cutouts 115 forming the cavities 103c and 103d.

[0150] The connection element 100 is not flat. The outer wall 106 and the inner wall 110 each comprise two sides 106a, 106a, 110a and 110b. The sides 106a and 106b form an angle.

[0151] Figure 6 A rear view of another embodiment of the invention is shown. The crash management system 1'comprises an assembly of bumper beams 2', a crash box 5' and a crash box 6'. The assembly of bumper beams comprises a first bumper beam 3' and a second bumper beam 4'. The bumper beam 3' is located above the bumper beam 4'. The first bumper beam 3' is a hollow profile having a chamber 31'and having a front wall 32' and a rear wall 33' connected by longitudinal walls 34' and 35'. The bumper beam 3' has a flange 36' extending the front wall 32' downwards along the vertical direction Z in the direction of the second bumper beam 4'. The flange 36' is used as an attachment means for parts. The bumper beam 3' also has a flange 37' extending the front wall 32' upwards along the direction Z in the opposite direction of the flange 36'.

[0152] The second bumper beam 4' is a hollow profile with a cavity 41'and has a front wall 42' and a rear wall 43' connected by longitudinal walls 44' and 45'. The bumper beam 4' has two flanges 46 and 47, which extend the front wall 42' upwards in the direction of the first bumper beam 3' along the vertical direction Z. The flanges 46 and 47 are used as attachment means for components.

[0153] The connection element 300 is placed on the end side of the crash management system 1'in the space between the first bumper beam 3' and the second bumper beam 4'. The connection element 300 has several hollow cavities 303a, 303b, 303c, 303d, 303e. Only the cavities 303c, 303d are visible in Figure 6 The cavity 303d of the connection element 300 has an outer wall 314 parallel to the extrusion direction E.

[0154] The second connection element 400 is placed on the level of the crash boxes 5' and 6' in the space between the longitudinal wall 35' of the bumper beam 3' and the longitudinal wall 44' of the bumper beam 4'. The connection element 400 has flanges 403a and 403b. The flange 403a has a hole 404a for attaching the crash box 6' to the crash management system 1 '. A second hole can be positioned on the flange 403b, but is not visible in Figure 6 The connection element 400 has an inner wall 402, which is perforated with holes 405a and 405b.

[0155] Figure 7 A front view of Figure 6 is shown. The first connection element 300 is placed on the end side of the crash management system 1'in the space between the first bumper beam 3' and the second bumper beam 4'. The second connection element 400 is placed on the level of the crash boxes 5' and 6' in the space between the longitudinal wall 35' of the bumper beam 3' and the longitudinal wall 44' of the bumper beam 4'. The bumper beam 3' has a flange 36' which extends the front wall 32' downwards in the direction of the second bumper beam 4' along the vertical direction Z. The flange 36' is used as attachment means for components. The bumper beam 3' also has a flange 37' which extends the front wall 32' upwards in the direction opposite to the flange 36' along the vertical direction Z. The bumper beam 4' has two flanges 46 and 47, which extend the front wall 42' upwards in the direction of the first bumper beam 3' along the vertical direction Z. The flanges 46 and 47 are used as attachment means for components.

[0156] Holes 38'a, 38'b, 38'c and 38'd are drilled in flange 36' to receive screws or bolts for attaching connecting element 300 and connecting element 400 to flange 36' of first bumper beam 3'. Holes 47a and 47b are drilled in flange 47 to receive screws or bolts for attaching connecting element 400 to flange 47 of first bumper beam 4'.

[0157] Connecting element 300 has several hollow cavities 303a, 303b, 303c, 303d, 303e. Only cavities 303b, 303c, 303d are visible on the top. Cavity 303d has an external wall 314 parallel to the extrusion direction E. Figure 7

[0158] Connecting element 400 has a hollow cavity 407. Connecting element 400 has an external wall 401 and a flange 403a. Flange 403a has a hole 404a for attaching impact box 6' to impact management system 1'.

[0159] Figure 8 Connecting element 300 is shown. Connecting element 300 has several hollow cavities 303a, 303b, 303c, 303d and 303e. Cavity 303a has an external wall 304 and an internal wall 308 parallel to the extrusion direction E of connecting element 300. Hollow cavity 303a is drilled with holes 316 for attaching connecting element 300 to bumper beam 3'. Two integral screw channels 301a and 301b are placed on each side of hollow cavity 303a and parallel to the extrusion direction E. These screw channels 301a and 301b are used for attaching connecting element 300 to two bumper beams 3' and 4' to create the most stable connection between the two bumper beams 3', 4' and connecting element 300. External wall 304 is extended by a flange 302 which is perforated with holes 315. Flange 302 and holes 315 allow connecting element 300 to be attached to flange 36' of bumper beam 3'. Cavity 303b has an external wall 305 and an internal wall 309 parallel to the extrusion direction E of connecting element 300. Cavity 303c has an external wall 306 and an internal wall 310 parallel to the extrusion direction E of connecting element 300. Cavity 303d has an external wall 307, an internal wall 311 and an external wall 314 parallel to the extrusion direction E of connecting element 300. Cavities 303b and 303c have a common internal wall 312. Cavities 303c and 303d have a common internal wall 313. Internal walls 312, 313 are parallel to the extrusion direction E of connecting element 300.

[0160] Connecting element 300 is not flat. External wall 305 and internal wall 309 each comprise two sides 305a, 305a, 310a and 310b. Sides 305a and 305b form an angle.

[0161] ​Figure 9 A connection element 400 is shown. The connection element has an inner wall 402 which is perforated with holes 405a, 405b and 405c for attaching the connection element 400 to the first and second bumper beam 3' and 4'. The connection element 400 has two flanges 403a and 403b which are perpendicular to the inner wall 402 and are coupled by a wall 406 to form a hollow cavity 407. The flanges 403a and 403b are perforated with holes 404a and 404b for attaching the connection element 400 to the crash box 6', respectively.

[0162] Figure 10 A rear view of another embodiment of the present invention is shown. A connection element 500 is placed on the end side of the crash management system 1". The first bumper beam 3" is a hollow profile with a chamber 31" and has a front wall 32" and a rear wall 33" which are connected by longitudinal walls 34" and 35". The bumper beam 3" has a flange 37" which extends the front wall 32" upwards in the Z direction. The bumper beam 4" is made of two hollow profiles 50 and 51 and thus has two chambers 52 and 53. The chamber 52 has a rear wall 54. The connection element 500 is attached by screws on the rear wall 33" of the first bumper beam 3" and on the rear wall 54 of the second bumper beam 4".

[0163] The connection element 500 has several hollow cavities 503a, 503b, 503c, 503d, 503e, 503f. The cavities 503a, 503b, 503c have a rectangular cross section. The cavity 503a has an outer wall 504, an inner wall 509, an outer wall 519. The cavity 503b has an outer wall 505 and an inner wall 510 which are parallel to the extrusion direction E of the connection element 500. The cavities 503a and 503b have a common inner wall 513. The cavities 503a and 503b are partially cut off. The cavity 503c has an outer wall 506 and an inner wall 511 which are parallel to the extrusion direction E of the connection element 500. The cavities 503b and 503c have a common inner wall 514. The cavity 503d has an outer wall 507 which is parallel to the extrusion direction E of the connection element 500. The cavities 503c and 503d have a common inner wall 515. The cavity 503e has an inner wall 512 which is parallel to the extrusion direction E of the connection element 500. The cavities 503d and 503e have a common inner wall 516. The cavity 503f has an outer wall 508 and an outer wall 518 which are parallel to the extrusion direction E of the connection element 500. The cavities 503e and 503f have a common inner wall 517. All inner walls 513, 514, 515, 516 are parallel to the extrusion direction E of the connection element 500.

[0164] The connecting element 500 is not flat. The outer wall 507 and the inner wall 512 each comprise two side faces 507a, 507b, 512a, 512b. The side faces 507a and 507b form an angle. The side faces 512a and 512b also form an angle.

[0165] The connecting element 500 has several holes 520, 521, 522, 523 therethrough. The holes 520 and 521 are for attaching the connecting element 500 to the rear wall 33" of the first bumper beam 3". The holes 523 and 522 are for attaching the connecting element 500 to the rear wall 50 of the second chamber 52 of the second bumper beam 4".

[0166] Figure 11 A front view of the crash management system of Figure 8 , wherein the connecting element 500 is placed on the end side of the crash management system 1" in the space between the first bumper beam 3" and the second bumper beam 4". The bumper beam 3" and the bumper beam 4" do not have the same length in the Y direction. The bumper beam 3" has a flange 36" that makes the front wall 32" extend downwards in the vertical direction Z in the direction of the second bumper beam 4". The flange 36" is used as an attachment means for components. The bumper beam 3" has a flange 37" that makes the front wall 32" extend upwards in the vertical direction Z. The bumper beam 4" has two chambers 52 and 53. The connecting element 500 is attached to the rear wall 3" of the first bumper beam 3" and to the rear wall 50 of the second chamber 52 of the second bumper beam 4".

[0167] The connecting element 500 is not flat. The outer wall 507 comprises two side faces 507a, 507b that form an angle.

[0168] Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 6 , Figure 7 , Figure 10 and Figure 11 Only one side of the crash management system 1, 1' and 1" is identified. The other side can be substantially the same, except that the other side can have a hook.

Claims

1. A collision management system (1, 1', 1") for the front of a vehicle, the collision management system (1, 1', 1") being oriented in a local reference frame having a longitudinal direction X, a lateral direction Y perpendicular to the longitudinal direction X, and a vertical direction Z perpendicular to a plane defined by the directions X and Y, the collision management system (1, 1', 1") including at least a first bumper beam (3, 3', 3") and a second bumper beam (4, 4', 4") oriented in the lateral direction Y. A bumper beam assembly (2, 2', 2"), wherein a first bumper beam (3, 3', 3") and a second bumper beam (4, 4', 4") are vertically spaced apart, wherein the first bumper beam (3, 3', 3") is located above the second bumper beam (4, 4', 4"), includes at least one impact box (5, 6) connected to at least one bumper beam (3, 3', 3") and includes at least one connecting element (100, 200, 300, 400, 500), characterized in that, The connecting elements (100, 200, 300, 400, 500) connect the first bumper beam (3, 3', 3") and the second bumper beam (4, 4', 4"), and wherein the connecting elements (100, 200, 300, 400, 500) are hollow extruded profiles, wherein the extrusion direction (E) is generally parallel to the vertical direction Z, and wherein the connecting elements (100, 200, 300, 400, 500) have a parallel to the connecting element ( At least one integral screw channel (101a, 101b, 301a, 301b) in the extrusion direction (E) of the 100, 200, 300, 400, 500), and wherein the at least one integral screw channel (101a, 101b, 301a, 301b) is used to attach the connecting element (100, 200, 300, 400, 500) to the first bumper beam (3, 3', 3") and the second bumper beam (4, 4', 4").

2. The impact management system (1, 1', 1") according to claim 1, wherein the connecting elements (100, 200, 300, 400, 500) cause the impact management system (1, 1', 1") to extend in the longitudinal direction X and / or in the transverse direction Y.

3. The impact management system (1, 1', 1") according to claim 1 or 2, wherein the first bumper beam (3, 3', 3") and the second bumper beam (4, 4', 4") are spaced apart in the longitudinal direction X, such that the angle defined by the first bumper beam (3, 3', 3") and the second bumper beam (4, 4', 4") with the plane YZ is from -30° to +30°.

4. The impact management system (1, 1', 1") according to claim 1 or 2, wherein in the event of an impact, the connecting elements (100, 200, 300, 400, 500) cooperate with an additional part of the vehicle and are deformed to prevent foreign elements from penetrating into the vehicle.

5. The impact management system (1, 1', 1") according to claim 1 or 2, wherein the first bumper beam (3, 3', 3") is a hollow or open profile with a front wall (32, 32', 32"), wherein the first bumper beam (3, 3', 3") has a front wall (32, 32', 32") extending downward along the vertical direction Z in the direction of the second bumper beam (4, 4', 4"). The flange (36, 36', 36"), and / or wherein the second bumper beam (4, 4', 4") is a hollow or open profile with a front wall (42, 42', 42"), wherein the second bumper beam (4, 4', 4") has a flange (46, 47) that extends the front wall (42, 42', 42") of the second bumper beam (4, 4', 4") upward along the vertical direction Z in the direction of the first bumper beam (3, 3', 3").

6. The impact management system (1, 1', 1") according to claim 5, wherein the connecting elements (100, 200, 300, 400, 500) are at least attached to the flange (36, 36', 36") of the first bumper beam (3, 3', 3"), and / or wherein the connecting elements (100, 200, 300, 400, 500) are at least attached to the flange (46, 47) of the second bumper beam (4, 4', 4").

7. The impact management system (1, 1', 1") according to claim 1 or 2, wherein the connecting elements (100, 200, 300, 400, 500) are attached to each end of the first bumper beam (3, 3', 3") and the second bumper beam (4, 4', 4") by screws and / or bolts.

8. The impact management system (1, 1', 1") according to claim 1 or 2, wherein the connecting element (100, 200, 300, 400, 500) has a flange (102, 302) that allows the connecting element (100, 200, 300, 400, 500) to be attached to the first bumper beam (3, 3', 3").

9. The impact management system (1, 1', 1") according to claim 1 or 2, comprising two of the connecting elements attached to each end of the first bumper beam (3, 3', 3") and the second bumper beam (4, 4', 4") to allow reinforcement of the ends of the bumper beam assembly (2, 2', 2").

10. The impact management system (1, 1', 1") according to claim 1 or 2, wherein the connecting elements (100, 200, 300, 400, 500) are made of plastic, steel or aluminum alloy.

11. The impact management system (1, 1', 1") according to claim 1 or 2, wherein the connecting element (100, 200, 300, 400, 500) is a hollow extruded profile having at least two hollow cavities (103a-103d, 303a-303e, 407, 503a-503f), each cavity having an outer wall (104-107, 201, 304-307, 401, 504-508), an inner wall (108-111, 202, 308-311, 402, 509-512), and an inner wall (112, 113, 312, 313, 406, 513-517), wherein the outer wall, the inner wall, and the inner wall are parallel to the extrusion direction (E).

12. The impact management system (1, 1', 1") according to claim 11, wherein the outer wall and / or the inner wall of the connecting element is perforated.

13. The impact management system (1, 1', 1") according to claim 11, wherein the connecting element is not flat and / or includes at least one cavity having the outer wall and the inner wall, wherein the outer wall and the inner wall include two sides (106a, 106b, 110a, 110b, 305a, 305b, 310a, 310b), and wherein the two sides form an angle.

14. The impact management system (1, 1', 1") according to claim 11, wherein the outer wall, the inner wall and the built-in wall of the connecting element (100, 200, 300, 400, 500) have different thicknesses.

15. A vehicle comprising a collision management system (1, 1', 1") according to any one of claims 1 to 14.

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