Bumper assembly for motor vehicle

Abstract

The invention relates to a bumper assembly (1) for a motor vehicle, comprising a main cross-member (2) coupled to the upper part of the motor vehicle by means of a crash box (7) and an auxiliary cross-member (3) coupled to the lower part of the motor vehicle, the main cross-member (2) and the auxiliary cross-member (3) being coupled to each other by means of a vertical strut (4). The main cross member (2) and the auxiliary cross member (3) extend at least partially in a curved manner about a vertical axis, the radii of curvature of the main cross member (2) and the auxiliary cross member (3) differ, and the auxiliary cross member (3) is retracted relative to the main cross member (2) towards the motor vehicle in a longitudinal direction (X) of the motor vehicle, the auxiliary cross member (3) has an intermediate section offset with respect to the vertical direction.

Description

[0001] This application is a divisional application of the Chinese patent application with application number 202210109517.9, application date January 28, 2022, and invention name “Bumper assembly for a motor vehicle”, and all contents of which are incorporated by reference into this application. Technical Field

[0002] The invention relates to the field of motor vehicles, and in particular to a bumper assembly for a motor vehicle. Background Art

[0003] It is known from the prior art that motor vehicles have bumper assemblies on the front or end sides. In the event of a vehicle collision or a crash or a collision with an object, such bumper assemblies fulfill two tasks. On the one hand, there is a cross member. The cross member has sufficient rigidity to prevent the corresponding object or the motor vehicle from penetrating too far into the front region or the end region. Thus, a possible point-like collision, for example on a pillar, is transmitted via the cross member to a large part of the width of the motor vehicle.

[0004] The second task that the bumper assembly fulfills is to convert the collision energy into a deformation process, thereby reducing / absorbing the collision energy accordingly. For this purpose, the corresponding cross member is connected to the motor vehicle via a crash box. For this purpose, the crash box is arranged between the center area and the end area of ​​the cross member relative to the transverse direction of the motor vehicle. The crash box is then usually connected to the longitudinal beam of the motor vehicle. In the event of a collision, the crash box will fold, for example, like an accordion and thus convert the collision energy into deformation work. Summary of the invention

[0005] The object of the present invention is to propose a bumper assembly with improved collision performance, especially for MPDB (Progressively Deformable Moving Barrier) collision test, based on the prior art.

[0006] A bumper assembly for a motor vehicle has a main crossbeam connected to the upper part of the motor vehicle through a crash box and an auxiliary crossbeam at the lower part of the motor vehicle. The main crossbeam and the auxiliary crossbeam are connected to each other through vertical struts. The auxiliary crossbeam can be optionally supported on the crash box. The auxiliary crossbeam can also be supported on the motor vehicle through a separate lower crash support.

[0007] According to the invention, the bumper assembly is distinguished in that the main cross member and the auxiliary cross member extend at least partially curved around a vertical axis, but the radii of curvature of the main cross member and the auxiliary cross member are different from each other.

[0008] This is especially combined with an offset of the auxiliary cross member in the longitudinal direction of the vehicle in the vehicle direction. In the case of a bumper assembly arranged at the front of the vehicle, the auxiliary cross member is therefore arranged to be fully or partially offset backwards or forwards in the longitudinal direction of the vehicle.

[0009] Optionally, additionally or alternatively, the auxiliary crossbeam has a middle section which is offset relative to the vertical direction, in particular upward or downward. The main crossbeam can also have a middle section which has an offset or misalignment in the vertical direction and thus in the X direction of the vehicle. This can also be configured in a supplementary manner relative to the offset of the auxiliary crossbeam in the vertical direction. The main crossbeam in a separate arrangement can also have an offset in the vertical direction of the vehicle relative to the auxiliary crossbeam extending in a plane in the vertical direction of the vehicle. According to the invention, the above measures make it possible to distribute the frontal impact with the lateral overlap to the main crossbeam and the auxiliary crossbeam. The intrusion forces at the front of the vehicle are thus better distributed.

[0010] Due to 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, it is possible to set a desired crash reaction with regard to energy reduction in accordance with the requirements of the vehicle category in which the bumper assembly is respectively equipped, so that the manufacturer's and legally required crash performance is achieved.

[0011] In particular, the main crossbeam and the auxiliary crossbeam are integrally formed with the vertical struts and are made of the same material. For this purpose, it is particularly suitable within the scope of the invention to manufacture the bumper assembly as a pressed component, in particular made of a steel alloy. It is therefore a shell component made from a blank by forming technology. The main crossbeam and the auxiliary crossbeam preferably have a profile cross section, in particular a U-shaped or C-shaped or hat-shaped. Optionally, if only partially based on the longitudinal direction is required, a corresponding locking plate can be applied to the main crossbeam or the auxiliary crossbeam.

[0012] Alternatively, it is possible according to the invention that the main crossbeam and the auxiliary crossbeam are formed in one piece from an extruded profile and are made of the same material, in particular from a light metal alloy. To this end, a profile having a plurality of cavities connected by bridges can first be compactly extruded in cross section. This 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 at the bottom thereof. The corresponding curvature can be produced by further bending processing. The connection formed by the vertical struts is a connecting bridge that remains between the profiles. The remaining material can be removed by cutting techniques.

[0013] The vertical struts themselves have a profile cross section, in particular a U-shaped, C-shaped or hat-shaped cross section. A front axle facing away from the vehicle is very particularly preferably provided. Due to this measure, the main cross member and the auxiliary cross member are connected to each other in a particularly rigid manner, which in turn improves the crash performance.

[0014] In another preferred embodiment variant, there is a embossing in the main cross member so that an initial deformation occurs in the case of a load in the longitudinal direction. The embossing is particularly arranged on the front wall of the main cross member relative to the longitudinal direction of the vehicle. Particularly preferably, there can also be two or more embossings. The two embossings are spaced apart from each other in the transverse direction of the vehicle. However, the two embossings are preferably arranged symmetrically to each other relative to a center plane in the transverse direction of the vehicle. On the one hand, one or more embossings on the front side cause an initial deformation so that the bumper assembly is only deformed by half in each case relative to the transverse direction of the vehicle. The initially introduced forces, i.e. the initial collision forces caused by the deformation of the main cross member itself, can also reduce the first peak of the collision energy.

[0015] Furthermore, the auxiliary cross member is preferably connected to the lower crash support element. Alternatively or additionally, the auxiliary cross member is connected to additional longitudinal members or crash boxes, which in turn are supported on the motor vehicle. The auxiliary cross member thus provides a further load path, which in turn introduces the forces occurring in a frontal collision more evenly and thus in each case locally to a smaller area into the motor vehicle, thereby further improving the overall crash behavior.

[0016] In order to further improve the crash behavior, at least one additional supporting element is arranged on the main cross member and / or the auxiliary cross member, wherein the supporting element additionally supports the main cross member and / or the auxiliary cross member on the crash box or the lower crash support.

[0017] For this purpose, the support element is in particular formed in one piece with the main cross member or the auxiliary cross member and is made of the same material. Then, by means of corresponding bending technology, the support element is shown to be oriented rearward relative to the main cross member or the auxiliary cross member, in particular in the longitudinal direction of the vehicle, and supported on the crash box. In particular, this support occurs laterally or below or above the crash box or on a longitudinal beam of the vehicle.

[0018] The additional supporting elements also make it possible to distribute the longitudinal forces occurring in the event of a frontal impact onto a plurality of load paths, thereby further increasing the crash behavior of the bumper assembly according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Further advantages, features, properties and aspects of the invention are the subject of the following description.A preferred embodiment variant is shown in the schematic diagram.

[0020] These are used for a simple understanding of the present invention. In the accompanying drawings:

[0021] Figure 1 shows a perspective view of a bumper assembly according to the present invention,

[0022] Figure 2A top view, a front view and various sectional views showing a first embodiment variant of a bumper assembly according to the invention,

[0023] Figure 3 shows a cross-sectional view of an extruded profile,

[0024] Figure 4 A front view and a cross-sectional view showing a second embodiment variant are shown,

[0025] Figure 5 A top view showing a collision scenario of a bumper assembly according to the present invention is shown,

[0026] Figure 6 A front view and a cross-sectional view showing a third embodiment variant are shown,

[0027] Figure 7 A top view, a front view and a cross-sectional view of a fourth embodiment variant are shown,

[0028] Figure 8 A top view, a front view and a cross-sectional view of a fifth embodiment variant are shown,

[0029] Fig. 9 shows a top view, a front view and a cross-sectional view of a sixth embodiment variant,

[0030] Fig.10 A top view, a front view and a cross-sectional view of a seventh embodiment variant are shown,

[0031] Fig.11 shows a top view, a front view and a cross-sectional view of an eighth embodiment variant,

[0032] Fig.12 shows a top view, a front view and a cross-sectional view of a ninth embodiment variant,

[0033] Fig.13 shows a top view, a front view and a cross-sectional view of a tenth embodiment variant,

[0034] Fig.14 shows a top view, a front view and a cross-sectional view of a variation of the eleventh embodiment,

[0035] Fig.15 A top view, a front view and a cross-sectional view of a variation of the twelfth embodiment are shown,

[0036] Fig.16 A top view, a front view and a cross-sectional view showing a variation of the thirteenth embodiment, and

[0037] Fig.17A top view, a front view and a cross-sectional view of a fourteenth embodiment variant are shown,

[0038] Fig.18 shows a top view and a cross-sectional view of a fifteenth embodiment variant,

[0039] Fig.19 A top view and a cross-sectional view showing a sixteenth embodiment variant, and

[0040] Fig. 20 A seventeenth embodiment variation is shown in top view and cross-sectional view. DETAILED DESCRIPTION

[0041] In the drawings, the same reference numerals are used for the same or similar components even if a repeated description is omitted for the sake of simplification.

[0042] Figure 1 The bumper assembly 1 according to the invention is shown for a motor vehicle, not shown in detail. The bumper assembly 1 has an upper main cross member 2 and an auxiliary cross member 3 located below it with respect to the vertical direction Z of the motor vehicle. The main cross member 2 and the auxiliary cross member 3 are connected to each other via vertical struts 4, 6. A vertical strut 6 is provided in the corresponding end region 5, which also connects the main cross member 2 and the auxiliary cross member 3 to each other. The main cross member 2 is connected 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 crash support 12.

[0043] Figure 2 Figures a to f in Figure 1 show variant embodiments of the present invention. A bumper assembly 1 according to the present invention is shown, which has a main cross member 2 arranged at the top and an auxiliary cross member 3 arranged below it relative to the vertical direction. The main cross member 2 is connected to a motor vehicle not shown in detail through a crash box 7. For example, the crash box 7 is connected to the front side of a corresponding longitudinal beam of the motor vehicle not shown in detail. The auxiliary cross member 3 is supported on the motor vehicle through a lower collision support 12.

[0044] according to Figure 2 As shown in a of FIG. 1 , the auxiliary crossbeam 3 arranged at the bottom in the longitudinal direction X and the vertical direction Z of the vehicle is constructed to be set back relative to the main crossbeam 2 at least mainly in the majority of the middle section, that is, between the crash boxes 7, and if necessary also in the corresponding edge areas. Therefore, in the event of a collision, it first comes into contact with the main crossbeam 2. After the main crossbeam 2 is deformed, the auxiliary crossbeam 3 also undergoes additional deformation. Figure 2It can also be seen in a that 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 one another. The radius of curvature of the main crossbeam 2 is smaller here than the radius of curvature of the auxiliary crossbeam 3. This means that the main crossbeam 2 is constructed to be more curved than the radius of curvature of the auxiliary crossbeam 3. Therefore, in the interaction with the offset of the auxiliary crossbeam 3 in the vehicle direction relative to the longitudinal direction of the motor vehicle, the different radii of curvature can also ensure that first an obstacle object or a pressing object hits the main crossbeam 2 and only then hits the auxiliary crossbeam 3. The main crossbeam 2 and the auxiliary crossbeam 3 are connected to one another by corresponding vertical struts 4. According to Figure 2 FIG. 4 shows a cross section of the vertical strut 4 along the section line AA. The vertical strut is designed to be U-shaped in cross section. The front bridge 8 faces away from the motor vehicle. The legs 9 bent from the bridge 8 are directed backwards. The vertical strut 4 is therefore designed to be reinforced. Due to the forward-pointing bridge 8, a collision with an object occurs first. In addition, the vertical strut 6 is arranged in the corresponding end region. According to the section line EE, the section of the vertical strut 6 is Figure 2 The vertical strut 6 itself is L-shaped in cross section, wherein here too a forward-pointing bridge 8 and a leg 9 bent back from it are formed.

[0045] In this case, the bridge 8 also first hits the object or obstacle to be hit. In this case, the crash box 7 is arranged above the vertical support 4 in the vertical direction of the motor vehicle. In addition, according to the section line BB, Figure 2 c shows a vertical section. The main cross beam 2 is shown as a two-cavity hollow profile, and the auxiliary cross beam 3 is shown as a single-cavity hollow profile. Figure 2 The cross section line CC in d shows the end region 5, in which the main cross beam 2 and the auxiliary cross beam 3 are connected to each other via a vertical strut 6. The vertical strut 6 is integrally formed with the main cross beam 2 and the auxiliary cross beam 3 and is made of the same material, for example by an extrusion process of a light metal alloy, in particular an aluminum alloy. According to the cross section line BB, at Figure 2 The bridges 8 or vertical struts 6 not present in c have then already been removed by cutting techniques.

[0046] Figure 3 The cross section of such an extruded profile is shown. 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 connected to each other via vertical struts 6. In a shaping step that is not shown in detail, the extruded profile produced in this way is first processed by a shaping or bending technology so that it is flattened, so that the main crossbeam 2 is arranged at the top and the auxiliary crossbeam 3 is arranged vertically oriented below it with respect to the vertical direction, and the bridge 8 is configured as a vertical strut. However, first of all, a compact profile can be extruded in the cross section.

[0047] Figure 4 a to c show a similar Figure 2 Embodiment variant. However, the special feature here is that the middle section 10 of the auxiliary cross member 3 is offset upward in the vertical direction. This offset can compensate for height differences depending on the crash requirements, for example to implement a bumper-to-bumper test or to meet additional pedestrian crash tests. A corresponding air duct can also be used for a cooling element or the like located behind it, which is not shown in detail.

[0048] according to Figure 4 As can be seen again from b and c, the auxiliary crossbeam 3 arranged below in the vertical direction Z of the motor vehicle has an upward offset relative to the main crossbeam 2 in the middle section relative to the vertical direction. Figure 2 As shown in FIG. 5 , it is also possible that the auxiliary cross member 3 has a rearward offset relative to the vehicle longitudinal direction X. However, this offset does not necessarily have to be formed, and only the offset in the middle section can also be formed alone. This involves a height offset in the vertical direction of the vehicle, which would then be formed without an offset in the longitudinal direction of the vehicle.

[0049] Figure 5 The effect essential to the invention is shown. This shows a top view of the bumper assembly 1 in the event of a collision. It can be seen that the crash box 7 has been compressed. The main cross member 2 arranged at the top and the auxiliary cross member 3 located vertically below it are arranged at the bottom. The vertical strut 6 in the end region 5 has been moved relative to the longitudinal direction of the vehicle towards the wheel 11. It is now supported on the wheel 11, in particular by Figure 2 The bent leg in the e of FIG. First, the wheel housing, which is not shown in detail, can be contacted. This will therefore lead to another load path through the wheel 11 and the sill extending behind it in the longitudinal direction of the vehicle and not shown in detail. If there is no lower crash box, the main cross member 2 is therefore introduced not only through the crash box 7, but also through the second load path, namely through the wheel 11 and the sill located behind it in the longitudinal direction of the vehicle into the vehicle body. A particularly good support surface is generated by the vertical struts 6, so that the wheel 11 is hit in the longitudinal direction of the vehicle and the downward or upward movement of the wheel 11 is reliably avoided due to the rotational connection of the wheel 11. The high impact surface of the vertical struts 6 relative to the vertical direction of the vehicle ensures a reliable support on the wheel 11 together with the main cross member and the auxiliary cross members 2, 3. It is thus avoided that the bumper assembly 1 is lifted by the wheel 11, for example, in the case of only the main cross member 2, and no additional support is achieved on the wheel 11 accordingly.

[0050] Figure 6 a to d show alternative embodiment variants of a bumper assembly 1 according to the invention. This may also represent an independent inventive concept, but may also be combined with the embodiment according to Figures 1 to 5 One or more of the embodiments of the present invention can be used in combination.

[0051] Figure 6 A bumper assembly 1 is shown in a of the drawings, which also has a main cross member 2 and an auxiliary cross member 3 arranged below it in the vertical direction Z of the motor vehicle. The middle section of the auxiliary cross member 3 can be arranged to be offset downward in the vertical direction Z, but can also be arranged to be offset upward (not shown). The main cross member 2 and the auxiliary cross member 3 are connected to each other by vertical struts 4, respectively. In this exemplary embodiment, the corresponding end regions 5 of the main cross member 2 and the auxiliary cross member 3 are no longer connected to each other separately by vertical struts 6. However, it can be constructed in this way, but it is not shown.

[0052] However, the crash box 7 indicated by the dashed line and to which the main cross member 2 is fastened is arranged offset inwards in the transverse direction Y of the vehicle, ie, offset inwards next to the vertical struts 4 .

[0053] Furthermore, the auxiliary cross members 3 are each supported in the longitudinal direction of the vehicle by an additional crash box 12, which is also provided at Figure 6 The cross section of c is shown. Figure 6 In b, the cross section of the vertical support 4 is also configured to be U-shaped, with a forward-pointing bridge 8 and legs 9 bent from the bridge.

[0054] exist Figure 6 The essence of the invention in the embodiment variants of the invention is that there is an additional support element 13 on the main crossbeam 2, and here also an additional support element 13 on the auxiliary crossbeam 3 is optionally shown. The additional support element 13 is integrally formed with the main crossbeam 2 or the auxiliary crossbeam 3 and is made of the same material, which is bent by bending technology as a kind of buckle and Figure 6 In the case of c, it is provided for the main cross member 2 below the crash box 7 and is connected thereto. In the case of the auxiliary cross member 3, it is bent upward and backward and is thus connected to the additional crash box 12. This produces an additional supporting effect, but also increases the collision area on the front sides 14, 15 of the main cross member 2 and the auxiliary cross member 3.

[0055] Figure 7 a to f show another alternative embodiment variation of the present invention.

[0056] Alternatively, however, any combinable embodiment variants of the invention may be combined with the above-described examples to supplement them. Figure 7 a and b, a bumper assembly 1 is known, which has a main cross member 2 and an auxiliary cross member 3. Figure 7In the top view in a, the auxiliary crossbeam 3 is arranged to be offset rearward relative to the main crossbeam 2 in the longitudinal direction of the motor vehicle. The main crossbeam 2 is supported on the motor vehicle (not shown) by a crash box 7. There are vertical struts 4 that connect the main crossbeam 2 and the auxiliary crossbeam 3 to each other. These vertical struts 4 are integrally formed with the main crossbeam 2 and the auxiliary crossbeam 3 and are made of the same material, in particular as extruded components. In addition, vertical struts 6 that connect the main crossbeam 2 and the auxiliary crossbeam 3 to each other are arranged in the end areas 5 of the main crossbeam 2 and the auxiliary crossbeam 3. The main crossbeam 2 itself is constructed as a two-chamber hollow profile, and the auxiliary crossbeam 3 is constructed as a single-chamber hollow profile. The vertical struts 4 and the vertical struts 6 are integrally formed with the main crossbeam 2 and the auxiliary crossbeam 3 and are made of the same material.

[0057] In order to adapt the above-mentioned embodiment variants, the vertical struts 4 are each designed to be larger in proportion, so that a significantly wider, forwardly directed bridge 8 is formed on the vertical struts 4 according to the section line AA. The rearwardly bent legs can be regarded as additional supporting elements 13. Then, in particular Figure 7 As shown in FIG. 1 , the additional support element 13 is laterally supported on the crash box 7 located behind it and is connected to it. For this purpose, the additional support element 13 is particularly based on Figure 7 The e can be bent in an upwardly offset manner in the vertical direction Z of the vehicle so as to then be supported laterally on the crash box 7. Alternatively, it is also conceivable, but not shown, that the crash box 7 extends outwards beyond the actual height of the main cross member 2 relative to the height in the vertical direction Z of the vehicle, i.e., in the vertical direction Z of the vehicle, the height of the crash box 7 or the arrangement of the crash box 7 has a further extension downward in the vertical direction Z of the vehicle. Figure 7 As shown in FIG. 8 , the additional support element 13 laterally supported on the crash box 7 is therefore only bent laterally and not upward in the vertical direction of the vehicle.

[0058] Figure 8 Another embodiment variant of the invention is shown. Figure 8 a to f show another embodiment variant of the present invention. This is basically based on Figure 7 In addition, however, the additional support is implemented not only on one side of the corresponding crash box 7, but on both sides of the crash box 7. In particular, this leads to Figure 8 The significantly wider web 8 of the section line AA shown in c in FIG. 7 makes it possible to support the crash box 7 on both sides. Figure 8 It is also shown that there are protruding reinforcement bridges on the rear side of the auxiliary crossbeam 2. In particular, these rear protruding reinforcement bridges generate an increased resistance moment against bending around the vertical direction of the motor vehicle. Therefore, the auxiliary crossbeam 2 has greater rigidity due to the reinforcement bridges.

[0059] Fig. 9a to f show Figure 7 An alternative embodiment variant of . In this case, there are several additional support elements supported on the crash box 7. They are supported on the outside on the crash box 7 in the transverse direction of the vehicle. Figure 7 In the example of FIG. 1 , they are supported on the inside on the crash box 7. Fig. 9 In the case of the vertical struts 6 in b and c, this also results in a larger bridge 8. Fig. 9 The additional support part particularly strengthens the outer end, which is prevented from bending out or in additionally in the transverse direction of the vehicle due to the outwardly inclined support part. Here, the additional reinforcement bridge can also be optionally arranged on the back side of the auxiliary crossbeam 3.

[0060] Fig.10 Figures a to f show another alternative or additional embodiment variant of the invention. Here, the bumper assembly 1 is again formed by a main cross member 2 and an auxiliary cross member 3. The two are connected to each other via a vertical support 4. According to the embodiment variant, a towing eye 19 is provided in the additional support element 13. This arrangement is in accordance with the embodiment variant. Fig.10 The section line BB shown in FIG. 5 is realized outside the crash box 7 and outside the main cross member 2. According to the invention, this has the advantage that both the main cross member 2 and the crash box 7 can be deformed accordingly in the event of a frontal impact, without the towing eye 19 itself impairing the deformation. Therefore, the towing eye 19 is arranged separately from the crash beam and the crash box 7. For this purpose, the connection according to Fig.10 The vertical struts 6 of the section line CC shown in f can be used for the blanks of the main cross member 2 and the auxiliary cross member 3 and processed by cutting and bending techniques to form additional section elements, which are then bent back in the longitudinal direction of the vehicle to form additional receiving cavities, into which the towing eyelets 19 are then introduced. The towing eyelets 19 can be welded in the cavities, for example. However, the towing eyelets 19 are arranged on the outside of the crash box 7 and the outside of the main cross member 2, so they have no effect on the collision performance of the main cross member 2 and the crash box 7 themselves.

[0061] Fig.11 a to d show further additional and alternative embodiment variations of the present invention.

[0062] The bumper assembly 1 is again shown here with a main cross member 2 and an auxiliary cross member 3 which are connected to each other via a vertical strut 4. In this case, however, the vertical struts 4 are designed as hollow profiles 20 which are closed in cross section according to the section line AA. They then have a front wall 21 and a rear wall 22 as well as a bridge 23 connecting the front wall and the rear wall. This is achieved by firstly connecting the vertical struts 4 to the main cross member 21 and the auxiliary cross member 3. Fig.11The section line CC shown in d is formed integrally from an extruded profile and made of the same material by the main crossbeam 2 and the auxiliary crossbeam 3. Then, the connection between the main crossbeam 2 and the auxiliary crossbeam 3 of the front wall 22 forming the vertical support 4 is cut off by a cutting technique. After this, they are bent backwards relative to the longitudinal direction X of the motor vehicle so as to form a connecting bridge 23 and are closed on the rear wall 22 oriented toward each other. Welding can be performed at the docking point 24 to provide additional reinforcement. By configuring the hollow profile 20 as a vertical support 4, greater rigidity is achieved between the main crossbeam 2 and the auxiliary crossbeam 3 and a support portion of the auxiliary crossbeam 3 without an additional support portion on the longitudinal beam of the auxiliary crossbeam 3.

[0063] Fig.12 a to e show another embodiment variant. In principle, there is Figure 2 However, except Figure 2 In addition, at least one, preferably a plurality of, triggering grooves 26 are formed in the middle section of the main cross member 2 in the front wall 25. The triggering grooves 26 are used to ensure that in the event of a corresponding collision only one side of the bumper assembly 1 is initially deformed. The triggering grooves 26 are formed by denting the main cross member.

[0064] In this area, the front wall 25 is dented so that the connecting bridge 28 of the two-chamber hollow profile shown here is compressed. This results in a smaller depth 29 in the X direction of the vehicle than the depth 30 of the main cross member 2 and is produced, for example, as an extruded profile. This can also be Fig.12 See again in b and e.

[0065] In this case, three triggering grooves 26 are provided. One is arranged centrally in the vehicle transverse direction Y. The other two are arranged adjacent thereto. The distance 31 between the triggering grooves 26 is preferably less than 10%, in particular less than 5%, of the total length 32 of the main cross member 2 in the vehicle transverse direction Y.

[0066] Fig.13 A central triggering groove 26 is shown on the front wall 25 of the main cross member 2. A further triggering groove 26 is provided on the rear wall 33 of the main cross member 2. The triggering groove 26 is wider here and preferably has a width 34 of between 1% and 10% of the total length of the main cross member 2. Here too, corresponding triggering grooves 26 are produced by corresponding embossings on the front and rear sides of the main cross member 2. Likewise, connecting bridges 28 are formed accordingly here.

[0067] Fig.14Figures a to e show another embodiment variant of the bumper assembly 1 according to the invention. In this case, two mutually spaced triggering grooves 26 are respectively formed into the main cross member 2 on the front wall. This indentation is realized by a pressed recess. 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 symmetrically from each other from the central longitudinal plane of the main cross member 2.

[0068] Fig.15 A fastening possibility is shown which can be applied to all of the above-described bumper assemblies 1 .

[0069] The crash box 7 is designed in this case so that it overlaps the upper side 36 and preferably the main cross member 2 on the lower side 37. A central screw 38 or a fastening screw is then implemented, which penetrates the main cross member and connects the main cross member 2 to the crash box 7. A corresponding extension or tongue 39 is provided for the overlap, with which the crash box 7 overlaps the main cross member 2. In particular, this is done in Fig.15 The auxiliary crossbeam 3 also has a reinforcing bridge protruding backwards. The reinforcing bridge is also used for connection with the additional crash box 7. A bolt 38 is also provided here, which penetrates the reinforcing bridge and thus connects the auxiliary crossbeam 3 with the additional crash box 12.

[0070] Fig.16 a to f show another embodiment variant. This basically corresponds to Fig.11 Embodiment variant. Here, the corresponding vertical strut 4 is also constructed with a front wall 21 and a rear wall 22. They are welded to each other at the docking point 24. However, in addition, the vertical strut 4 has a towing eyelet 19 arranged through the front wall and the rear wall of the vertical strut 4. According to Fig.16 As shown in the cross-section line in FIG. 5 , the towing eye 19 is arranged below the main cross member 2 and also below the crash box 7. In the case of a frontal collision, the collision performance of the main cross member 2 or the crash box 7 will not be affected by the towing eye 19.

[0071] Fig.17 a to c show Fig.11 Alternative embodiment variations of the variations in .

[0072] In this case, the bumper assembly 1 is configured so that the vertical struts 4 connecting the main cross member 2 with the auxiliary cross member 3 are particularly Fig.17 c not only has the front bridge and the legs protruding therefrom, but is also folded or rolled up again at least in the region of the legs. This results in a hollow profile 20 that is closed in cross section, thereby increasing the rigidity of the vertical strut 4.

[0073] The folded or curled portion 40 can only be processed by forming technology. However, it can also be additionally connected with, for example, a bridge or a leg, for example, by bonding or welding. In short, this leads to an increased rigidity of the vertical support 4.

[0074] In addition, another aspect of the invention is shown between the upper main beam 2 and the lower auxiliary beam, which can also be transferred to all other embodiments. At least one additional vertical strut 41 is shown, which is also 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.

[0075] Fig.18 An alternative embodiment variant is shown of how a crash box 7 can be connected in particular to a bumper assembly 1. In this case, the crash box 7 and the additional crash support 12 are each guided via a positive end side 44 to a rear wall 45 of the main cross member 2. The same applies to the lower additional crash support 12, which is mounted in a form-fitting manner to the rear wall of the auxiliary cross member 3. In order to now connect them, a corresponding flange 42 is provided, which protrudes from both the main cross member 2 and the auxiliary cross member 3 on the rear wall and overlaps with the crash box 7 or the additional crash support 12 here. They are then connected in a material-locked manner using a weld seam, for example in the form of a fillet weld. In addition to the material-locked connection, this variant also enables an additional form-locked connection, so that in particular the bumper assembly 1 is held in a form-locked manner in the vertical direction Z of the motor vehicle.

[0076] Fig.19 A similar embodiment variant is shown, but the connection is not via a weld but rather via a material connection via fastening screws 46. Two flanges are then provided here in each case, which overlap or are forked with the respective crash box 7 or auxiliary cross member 3 via an additional crash support 12.

[0077] Fig. 20 a to c show another embodiment variation. This is similar to Fig.19 There are corresponding fastening bolts 46, which accommodate the crash box 7 or the additional support. Fig. 20 A fork-shaped receiving portion is also shown in the transverse direction Y of the vehicle shown in b. The crash box 7 is overlapped by a flange on the upper side. In addition, the flange 47 with the outer legs also surrounds the crash box 7 laterally. The additional crash support 12 also has this feature. In addition, a part of it overlaps the auxiliary crossbeam 3 on the lower side, and its front end extends along the longitudinal direction X of the vehicle to the front side of the auxiliary crossbeam 3.

[0078] Without departing from the scope of the present invention, Fig.18 , 19The connection possibilities described in each case in FIG. 20 can be transferred to all exemplary embodiments.

[0079] Reference numerals list

[0080] 1 Bumper assembly

[0081] 2 Main beam

[0082] 3 Auxiliary beam

[0083] 4 Vertical pillars

[0084] 5 End area

[0085] 6 Vertical pillars

[0086] 7 Collision Box

[0087] 8 Bridge

[0088] 9 Legs

[0089] 10 Middle section of auxiliary beam

[0090] 11 wheels

[0091] 12 Lower collision support

[0092] 13 Support elements

[0093] 14Front side of main beam

[0094] 15 Front side of auxiliary beam

[0095] 16Height of main beam

[0096] 17 Rear side of auxiliary crossbeam

[0097] 18 Strengthening the Pillars

[0098] 19 Towing eyelets

[0099] 20 Hollow Profile

[0100] 21 Front wall of hollow profile

[0101] 22 Rear wall of hollow profile

[0102] 23 Bridge

[0103] 24 docking points

[0104] 25 Front wall of main beam

[0105] 26 trigger grooves

[0106] 28Connection Bridge

[0107] 29 Depth

[0108] 30 Depth

[0109] 31Distance

[0110] 32Total length

[0111] 33 Back wall

[0112] 34 Width

[0113] 35Distance

[0114] 36 upper side

[0115] 37 lower side

[0116] 38 bolts

[0117] 39 tongue

[0118] 40 folding parts

[0119] 41 vertical pillars

[0120] 42 Flange

[0121] 43 Weld

[0122] 44 End side

[0123] 45 Rear wall of main beam

[0124] 46 Fastening bolts

[0125] 47 Legs

[0126] Z Vertical direction of vehicle

[0127] X Longitudinal direction of the vehicle

[0128] Y Transverse direction of the vehicle

Claims

1. A bumper assembly (1) for a motor vehicle, the bumper assembly comprising a main cross beam (2) connected to the upper part of the motor vehicle and an auxiliary cross beam (3) connected to the lower part of the motor vehicle via a crash box (7), wherein the main cross beam (2) and the auxiliary cross beam (3) are connected to each other via vertical pillars (4, 6), the main cross beam (2) and the auxiliary cross beam (3) are integrally formed and made of the same material as the vertical pillar (4), and characterized in that: The auxiliary crossbeam (3) is retracted relative to the main crossbeam (2) in the longitudinal direction (X) of the motor vehicle towards the motor vehicle.

2. The bumper assembly (1) according to claim 1, characterized in that: The main crossbeam (2) and the auxiliary crossbeam (3) are integrally formed as pressed components and are made of a steel alloy.

3. The bumper assembly (1) according to claim 1, characterized in that: The main crossbeam (2) and the auxiliary crossbeam (3) are integrally formed from extruded profiles and are made of a light metal alloy.

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

5. The bumper assembly (1) according to claim 1, characterized in that: There is a depressed portion in the main cross beam (2), so that initial deformation occurs under longitudinal load.

6. The bumper assembly (1) according to claim 1, characterized in that: The auxiliary cross member (3) is connected to the crash box (7) and / or the auxiliary cross member (3) is supported on an additional longitudinal member on the motor vehicle.

7. The bumper assembly (1) according to claim 1, characterized in that: At least one additional supporting element (13) is arranged on the main cross beam (2) and / or the auxiliary cross beam (3), and the supporting element supports the main cross beam (2) and / or the auxiliary cross beam (3) on the crash box (7).

8. The bumper assembly (1) according to claim 7, characterized in that: The supporting element (13) is integrally formed with the main crossbeam (2) or the auxiliary crossbeam (3) and is made of the same material.

9. The bumper assembly (1) according to claim 7, characterized in that: The supporting element (13) is arranged on the side or below the crash box (7).

10. The bumper assembly (1) according to claim 1, characterized in that: The main cross member (2) and the auxiliary cross member (3) are connected to one another in the region of their outer ends via vertical struts (6), and the vertical struts (6) are designed to support the front wheels in the event of a collision.

11. The bumper assembly (1) according to any one of claims 1 to 10, characterized in that: Additional vertical struts (41) connect the main crossbeam (2) to the auxiliary crossbeam (3).

Images