Bumper device

Abstract

The invention discloses a bumper device (1) which is coupled to a motor vehicle by means of a crash box (7), has a main cross member (2) and an auxiliary cross member (3) which is located below it in the vertical direction of the motor vehicle, the main cross member (2) and the auxiliary cross member (3) are connected to one another in their end region (5), the connecting piece (6) is designed as an extruded profile which extends in the transverse direction Y of the motor vehicle as an extension of the main cross member (2) and / or the auxiliary cross member (3) and is arranged in the longitudinal direction Z of the motor vehicle by means of a bending operation.

Description

Technical Field

[0001] This invention relates to a bumper device. Background Technology

[0002] As is known from existing technology, motor vehicles are equipped with bumper devices at the front or end sides. In the event of a motor vehicle collision, rear-end collision, or collision with an object, such a bumper device performs two tasks. First, it provides a crossbeam. This crossbeam has sufficient rigidity to prevent the corresponding object or motor vehicle from penetrating too deeply into the front or end area. Therefore, a collision that might occur precisely, such as a collision with a stake, is transferred to a large portion of the vehicle's width via the crossbeam.

[0003] Second, the collision energy is converted into deformation work, thereby reducing the collision energy accordingly. For this purpose, each crossbeam is coupled to the vehicle via a crash box. The crash box, relative to the lateral direction of the vehicle (i.e., relative to the width of the vehicle), is positioned between the central and end regions of the crossbeam, between one-third and one-quarter of the length of the outer region of the crossbeam. The crash box is then typically coupled to the longitudinal beams of the vehicle. Upon impact, the crash box folds like an accordion, for example, thus converting the collision energy into deformation work. Summary of the Invention

[0004] The objective of this invention is to provide a bumper device that can be adapted to different types of motor vehicles while meeting current collision requirements, particularly MPDB testing.

[0005] According to the present invention, the above-mentioned task is accomplished by a bumper device that is coupled to the vehicle via a collision box, comprising the following technical features:

[0006] It has a main crossbeam and an auxiliary crossbeam located below or above it in the vertical direction of the vehicle. The main crossbeam and the auxiliary crossbeam are connected to each other in their end regions. The connector is designed as an extrusion member, which extends as an extension of the main crossbeam and / or the auxiliary crossbeam in the lateral direction Y of the vehicle and is arranged in the longitudinal direction Z of the vehicle by at least one bend.

[0007] This bumper assembly is coupled to a collision box on a motor vehicle. It has a main crossbeam and an auxiliary crossbeam arranged below or above it along the vertical direction of the motor vehicle. The main crossbeam and the auxiliary crossbeam are connected to each other at their respective end regions. For the purposes of this invention, the main crossbeam can be supported on the motor vehicle via the collision box, and the auxiliary crossbeam can also be supported on the motor vehicle via the collision box. Alternatively, the main crossbeam and the auxiliary crossbeam can be supported together on the motor vehicle via the collision box. The main crossbeam and the auxiliary crossbeam can also be coupled to each other via vertical struts.

[0008] According to the present invention, the bumper assembly now has the following feature: the connecting member is formed as an extrusion member. The extrusion member initially extends longitudinally in the lateral direction of the vehicle as an extension of the main crossbeam and / or auxiliary crossbeam. Therefore, the main crossbeam and auxiliary crossbeam, or only the main crossbeam or only the auxiliary crossbeam, can be arranged to extend in the lateral direction of the vehicle via the connecting member. The connecting member itself may also be curved, or arranged at the curved end of the main crossbeam or auxiliary crossbeam, such that it can also extend a portion in the longitudinal direction of the vehicle. However, for this length portion, the primary orientation is in the lateral direction of the vehicle.

[0009] Furthermore, according to the invention, the individual connectors are then formed integrally and as a single material for the extruded component. Thus, the connector is manufactured as a separate third component, and then coupled to the main crossbeam and auxiliary crossbeam according to the invention. Through a bending operation, the connector thus also extends longitudinally in the vertical direction of the vehicle, thereby connecting the end regions of the main crossbeam and auxiliary crossbeam in the vertical direction of the vehicle.

[0010] Due to the arrangement of the connectors according to the invention, the overall width of the bumper assembly can be adjusted individually by selecting the appropriate length of the connectors. Therefore, the same main crossbeam and auxiliary crossbeam can be made wider or narrower in an absolute sense by using different connectors. Thus, the bumper assembly can be adapted to different vehicle models.

[0011] The vertical length of the connecting piece, particularly in front of the wheel behind it in the longitudinal direction of the vehicle, also creates an additional load path in the event of an offset collision or MPDB (Multiple Maximum Target Debris) collision. The vertical portion of the connecting piece contacts and is supported by the wheel behind it. In a high-intensity collision, the wheel is pressed far behind the door sill in the longitudinal direction of the vehicle, thus creating an additional load path not only through the original longitudinal beams of the vehicle but also through the wheel or door sill. Therefore, the passenger compartment is effectively protected against deformation or intrusion.

[0012] Furthermore, it turns out that this is particularly simple in terms of production technology, because the width can be determined individually by using a separate adapter connector as an extrusion component and then forming, and the height offset of the main beam and auxiliary beam can also be determined individually, which in various cases can be set by the corresponding simple bending operation of the connector.

[0013] The connector itself is preferably designed as a single-chamber hollow profile. The connector can also be formed as a double-chamber or multi-chamber hollow profile in its longitudinal section. In particular, it has proven advantageous if the connector is first extruded into a double-chamber hollow profile and then cut in pairs in a mirror-symmetrical manner from the length of the extruded profile. Therefore, the double-chamber hollow profile portion can be designed as a larger extension of the bumper's cross-section, such as a main crossbeam, from which a vertical portion bends, and a portion of the auxiliary crossbeam bends again. In summary, the connector is U-shaped when viewed from the front. The opening of the U always faces the center of the vehicle. The valley area of ​​the U faces the outside of the vehicle, towards the bumper assembly in the front view.

[0014] In particular, the lateral extension of the connectors of the main crossbeam and / or auxiliary crossbeam in the lateral direction of the motor vehicle shall form at least 5% of the length of the main crossbeam and / or auxiliary crossbeam, and particularly more than 10%.

[0015] However, the lateral extension should not exceed 50% of the length of the main crossbeam and / or auxiliary crossbeam, particularly exceeding 35%, preferably 25%. Therefore, at most one-quarter of the length of each side of the bumper assembly can be compensated by the lateral extension of the connector over the total length of the vehicle in the lateral direction.

[0016] To enable the manufacture and assembly of the bumper assembly according to the invention in a particularly cost-effective manner, it has proven advantageous when the connector is inserted into and / or into the main crossbeam and / or auxiliary crossbeam. For this purpose, the main crossbeam and / or auxiliary crossbeam are preferably designed as hollow profiles. These can also be designed, for example, as sheet metal profiles or rising profiles with impact plates. However, the main crossbeam and auxiliary crossbeam can also be manufactured as extruded members. The connector is then inserted longitudinally into the main crossbeam. Furthermore, the connector is preferably inserted into the auxiliary crossbeam. The reverse arrangement is also feasible.

[0017] If the extrusion member has multiple hollow chambers and partitions (multi-chamber hollow sections) separating the chambers serve as main crossbeams, the connector can be inserted in such a way that the partitions or inner walls are cut or cleaved along the insertion length. Additionally, if the connector is designed to insert into one of the crossbeams and has inner walls between the multiple hollow chambers, the same applies to the connector itself.

[0018] To ensure high bending stiffness in the event of an accident, the length of any attachment or insert should exceed 2% of the length of the main beam and / or auxiliary beam, and especially exceed 4%.

[0019] Furthermore, it has been shown that additional connections, such as material bonding, are particularly advantageous. It is especially preferred that the additional coupling occurs at the front of the bumper assembly. Here, it has been shown that forming a tension band at the front is advantageous in various collision scenarios. The bumper assembly according to the invention has high rigidity. Alternatively, coupling methods, such as riveting, can also be employed.

[0020] More advantageously, the connector can extend towards the outer end of the bumper assembly, bending further rearward in the longitudinal direction of the vehicle, and moving towards the wheel positioned behind it. Particularly preferred is that the connector faces the rear of the wheel, with the vertical portion of the connector flattened. This flattening prevents the edge from impacting the wheel's rubber upon impact, especially when the connector is bent, which could lead to wheel bursting or breaking.

[0021] In a favorable design variant, the main crossbeam and the auxiliary crossbeam can also be formed as a single unit and made of a single material. For example, this can be initially produced by extrusion. Then, at a later installation location in the lateral direction of the vehicle, a flange connecting the main crossbeam and the auxiliary crossbeam is cut out, at least longitudinally, thereby providing a vertical connecting strut, but the main crossbeam and the auxiliary crossbeam are integral and made of the same material.

[0022] Furthermore, it is particularly preferred that the connector itself has a rectangular, especially square, cross-section. It is also particularly preferred that the total bending radius between the horizontally running and vertically running length portions is equivalent to 1 to 5 times, particularly 1.5 to 3 times, the height of the chamber or cavity of the connector. Therefore, buckling or kinking during bending is reliably avoided during the manufacturing process of the connector. In the event of a collision, the connector thus possesses a bending-resistant geometry without the risk of uncontrolled bending.

[0023] The connector is preferably bent twice, approximately 90° each time. The vertical portion has proven particularly advantageous. This larger vertical portion results in a correspondingly larger impact area for the wheel behind it during a collision. However, the connector can also be U-shaped or V-shaped, achieving a 180° bend to connect the main crossbeam and the auxiliary crossbeam. As mentioned above, this is more suitable when the total bending radius is small. Further advantages, features, characteristics, and aspects of the invention are the subject of the following description. Embodiments are reproduced in the figures to illustrate the concept of the invention. Attached Figure Description

[0024] Figure 1 This is a bumper device according to the present invention.

[0025] Figure 2(a) is a front view of the bumper device according to the present invention.

[0026] Figures 2(b)-(d) are cross-sectional views along the BB, CC, and DD profile lines in Figure 2(a).

[0027] Figure 3 This is a top view of the bumper device according to the present invention.

[0028] Figures 4(a)-(b) are modifications of Figure 2.

[0029] Figures 5(a)-(b) are modifications of Figure 2.

[0030] Figure 6 This is an embodiment of the connector of the bumper device according to the present invention.

[0031] In the figures, the same reference numerals are used for the same or similar parts, even though repeated descriptions are omitted for simplification. Detailed Implementation

[0032] Figure 1 A bumper assembly 1 according to the invention is shown, comprising a main crossbeam 2 arranged at the top and an auxiliary crossbeam 3 arranged below it in the vertical direction of the vehicle. The main crossbeam 2 and the auxiliary crossbeam 3 are interconnected by a vertical support 4. At their respective end regions 5, the main crossbeam 2 and the auxiliary crossbeam 3 are coupled to each other by respective connectors 6. The main crossbeam 2 is further fixed to the vehicle (not shown in detail) or to the longitudinal beam of the vehicle via a collision box 7. The connectors 6 connect the main crossbeam 2 and the auxiliary crossbeam 3 in the vertical direction of the vehicle. The connectors 6 also extend the main crossbeam 2 and the auxiliary crossbeam 3 in the lateral direction Y of the vehicle so that they, in turn, extend laterally onto the collision box 7 together with their end regions 5. In particular, in the longitudinal direction of the vehicle, the vertical portion is positioned in front of a wheel 11, which is not shown in more detail in the longitudinal direction X of the vehicle.

[0033] Figure 2(a) shows a front view of the bumper assembly 1 according to the invention. The upper main crossbeam 2 is significantly larger than the auxiliary crossbeam 3 arranged below it, particularly in the vertical direction Z of the vehicle. The main crossbeam 2 and the auxiliary crossbeam 3 are interconnected by an additional vertical support 4. The upper part of the connector 6 is laterally inserted into the end region 5 of the main crossbeam 2. Thus, the main crossbeam 2 extends in the lateral direction Y of the vehicle. The connector 6 is then fixed to the position of the main crossbeam 2 by, for example, two-hole welds 9. The connector 6 has two bends 10, each with a bending radius R, and is integrally made of the same material. The connector 6 has a vertical portion 8 running in the vertical direction of the vehicle and a lower portion running in the lateral direction Y of the vehicle, and is mounted on the lower auxiliary crossbeam 3, particularly the end region 5 of the lower auxiliary crossbeam 3. Additional material coupling may also be performed here.

[0034] The cross-section or outer contour of the connector 6 that matches the main beam 2 and the auxiliary beam 3 is advantageous for load transfer and stability, but not essential. Instead, it can form a purely material fit or an additional force fit connection with one or both beams 2 and 3.

[0035] Figures 2(b)-(d) show the... Figure 2a Different cross-sectional views of section lines BB, CC, and DD. Based on... Figure 2b The connector 6 is designed as a double-cell hollow profile in the upper region and a single-cell hollow profile in the lower region. According to the cross-section in Figure 2(c), the connector 6 is inserted into the main crossbeam 2, preferably with its external cross-sectional profile, particularly the double-cell hollow profile which substantially corresponds to the internal cross-sectional profile of the main crossbeam 2 in the end region 5. Furthermore, the connector 6 is inserted into the auxiliary crossbeam 3 in the lower region. Here, the internal cross-sectional profile of the connector 6 corresponds to the external cross-sectional profile of the auxiliary crossbeam 3.

[0036] Figure 2(d) shows the main crossbeam 2 and the auxiliary crossbeam 3 along section line DD of Figure 2(a). The main crossbeam 2 may have a downwardly extending flange 17. This can be used as an additional fastening option, for example, for the vertical strut 4, provided that the flange 17 is not integrally formed with the auxiliary crossbeam 3 and is made of the same material. As shown in Figure 2(d), the main crossbeam 2 and the auxiliary crossbeam 3 are arranged at substantially the same height in the longitudinal direction X of the vehicle. The main crossbeam 2 and the auxiliary crossbeam 3 may also be offset in the longitudinal direction X of the vehicle.

[0037] Figure 3 A top view of the bumper assembly 1 according to the invention is shown. The main crossbeam has a curvature about the vertical direction of the vehicle. Therefore, the connector 6 extends not only the crossbeam or bumper assembly 1 in the vertical direction of the vehicle, but also, conversely, the connector 6 is arc-shaped or bent in the longitudinal direction X of the vehicle. Thus, the connector 6 is arranged facing the wheel 11 located behind it in the longitudinal direction X of the vehicle. In the event of a frontal collision, the connector 6 is pushed toward the wheel 11, where it contacts and provides an additional load path upon impact. For this purpose, in particular, the rear side 12 of the connector 6 can be flattened, as shown, and / or widened in front of the wheel 11. Thus, no corner or sharp edge penetrates the wheel 11. The length 13 of the connector 6 extending laterally beyond the main crossbeam 2 is preferably greater than 5% of the length 14 of the main crossbeam 2. Furthermore, in particular, the length 15 of the connector 6 inserted into the main crossbeam 2 is greater than 2% of the length 14 of the main crossbeam 2.

[0038] Figure 4(a) and 4(b)The modification to Figure 2 is shown, in which the main crossbeam 2 extends laterally by the connector 6. However, the auxiliary crossbeam 3 does not extend laterally by the connector 6. The auxiliary crossbeam 3 extends completely (Figure 4(a)) or almost (Figure 4(b)) across the entire width or length of the bumper assembly 1. According to the design variant of Figure 4(a), the vertical portion of the connector 6 rests on the auxiliary crossbeam 3 and couples with it from above. According to the design variant of Figure 4(b), the vertical portion of the connector 6 overlaps with the auxiliary crossbeam 3 and couples with it at the end. However, in this case, the auxiliary crossbeam 3 does not extend laterally by the connector 6.

[0039] Figure 5(a) and 5(b) Another modification is shown. Here, the main crossbeam 2 with the downwardly projecting flange 17 extends laterally by the connector 6. In this case, the connector 6 is coupled to the flange 17, particularly by welding or bolting. The lower part of the connector 6 is laterally mounted to the auxiliary crossbeam 3. In the design variant of FIG. 5(a), the auxiliary crossbeam 3 also extends by the connector 6 in the direction of the vehicle's lateral direction Y. In the case of FIG. 5(b), the connector 6 is also coupled to the downwardly projecting flange 17 of the main crossbeam 2. However, the auxiliary crossbeam 3 extends across the entire width or length 16 of the bumper assembly 1 in the vehicle's lateral direction Y. As can be seen again in FIG. 5(a), the height H2 of the main crossbeam 2 region is greater than or twice the height H3 of the connector 6 in the auxiliary crossbeam 3 region. For example, the connector 6 can therefore be produced as a two-chamber hollow profile by extrusion. After extrusion and before bending, the cavity is machined in the region of the lower height H3 by cutting. In particular, both connectors 6 can be produced simultaneously as double-chamber hollow profiles and separated by a cutting process.

[0040] Figure 6 A perspective view of connector 6 is shown. Connector 6 is designed as a two-chamber hollow profile. A connecting bridge 20 is formed between the upper chamber 18 and the lower chamber 19, connecting the two chambers. Connecting bridge 20 can then be longitudinally cut to separate the vertical portion and the extension of the auxiliary crossbeam 21 in the transverse Y direction of the vehicle, each forming a single-chamber hollow profile. Connecting bridge 20 may remain partially present, but can also be completely cut for separation. In particular, this design variant provides that the upper part is inserted into the main crossbeam 2 and the lower part is inserted into the auxiliary crossbeam 3.

[0041] List of reference numerals in the attached diagram:

[0042] 1-Bumper assembly

[0043] 2-Main crossbeam

[0044] 3-Auxiliary crossbeam

[0045] 4-Vertical support

[0046] 5 – End region

[0047] 6-Connector

[0048] 7 – Crash Box

[0049] 8-Vertical section

[0050] 9-hole weld

[0051] 10-bend

[0052] 11 – Wheels

[0053] 12-Rear Side

[0054] Length of 13-6

[0055] Length of 14-2

[0056] 15-Length (Insert)

[0057] Length of 16-1

[0058] 17-Flange

[0059] 18-Upper cavity

[0060] 19-lower cavity

[0061] 20-Connecting Bridge

[0062] 21-Auxiliary crossbeam

[0063] The height of 6 in region H2-2

[0064] The height of 6 in region 3 (H3)

[0065] R bending radius

[0066] X - Longitudinal direction of the motor vehicle

[0067] Y - Lateral direction of the vehicle

[0068] Z - Perpendicular direction of the motor vehicle

Claims

1. A bumper assembly (1), coupled to a motor vehicle via a collision box (7), having a main crossbeam (2) and an auxiliary crossbeam (3) located below or above it in the vertical direction of the motor vehicle, the main crossbeam (2) and the auxiliary crossbeam (3) being interconnected at their end regions (5), characterized in that, The connector (6) is designed as an extrusion member, which extends in the lateral direction Y of the motor vehicle as an extension of the main crossbeam (2) and / or the auxiliary crossbeam (3) and is arranged in the longitudinal direction Z of the motor vehicle by at least one bend (10).

2. The bumper device (1) according to claim 1, characterized in that, The connector (6) is integrally formed and made of a single material.

3. The bumper device (1) according to claim 1 or 2, characterized in that, The connector (6) is formed as a single-chamber hollow profile.

4. The bumper device (1) according to claim 1, characterized in that, The connector (6) is formed as a hollow profile in the longitudinal direction.

5. The bumper device (1) according to claim 1, characterized in that, The connector (6) extends the main crossbeam (2) and the auxiliary crossbeam (3) in the lateral direction Y of the motor vehicle.

6. The bumper device (1) according to claim 1, characterized in that, The lateral extension of the main crossbeam (2) and / or the auxiliary crossbeam (3) in the lateral direction Y of the motor vehicle is equivalent to at least 5% of the length (14) of the main crossbeam (2) and / or the auxiliary crossbeam (3).

7. The bumper device (1) according to claim 1, characterized in that, The main crossbeam (2) and / or auxiliary crossbeam (3) are formed as hollow profiles in cross section.

8. The bumper device (1) according to claim 1, characterized in that, The connector (6) is inserted laterally into or tucked into the main crossbeam (2) and / or the auxiliary crossbeam (3).

9. The bumper device (1) according to claim 1, characterized in that, The connector (6) is also coupled to the main crossbeam (2) and / or the auxiliary crossbeam (3).

10. The bumper device (1) according to claim 1, characterized in that, The connector (6) extends in a curved manner toward the wheel (11) located behind the bumper assembly (1).

11. The bumper device (1) according to claim 1, characterized in that, The rear side (12) of the connector (6) facing the wheel (11) is flattened and / or widened.

12. The bumper device (1) according to claim 1, characterized in that, The bending radius is equivalent to 1 to 5 times the height of the cavity of the connector (6).

13. The bumper device (1) according to claim 1, characterized in that, The main crossbeam (2) and the auxiliary crossbeam (3) are integrally formed and made of a single material.

Images