Collision management system for vehicle and method of manufacturing the same

Abstract

The invention relates to a collision management system (1) for a vehicle, comprising a cross member (2) and two collision absorbing parts (3), said cross member (2) and said two collision absorbing parts (3) being made of a single extruded profile (21) comprising at least two profile cavities (4, 5, 6, 7, 8) extending in the longitudinal direction (R) of said single extruded profile (21). The invention also relates to a method for producing such a collision management system (1).

Description

Technical Field

[0001] The invention relates to a crash management system for a vehicle according to the features of the preamble of claim 1. The invention also relates to a method for producing a crash management system for a vehicle according to the features of claim 15. Background Art

[0002] Crash management systems are typically installed at the front and rear of a motor vehicle to absorb the impact energy of small collisions, thereby reducing damage to the vehicle's actual chassis.

[0003] A standard crash management system comprises a cross member, which can be laterally fastened to the longitudinal rails of the vehicle frame, and two impact-absorbing components. The cross member transfers the energy generated by the collision to the two impact-absorbing components, where the energy is primarily converted into deformation work.

[0004] The two impact-absorbing components, typically designed as crash boxes, are typically welded to the crossmember of the crash management system. However, this results in excessively high local heat input, which negatively impacts the rigidity of the crash management system's material. Furthermore, in the event of a crash, the weld becomes a weak point, and the subsequent deformation of the crash management system can cause the impact-absorbing component to tear from the crossmember. This risk is particularly present in the event of a head-on impact with a pillar (pillar test), which results in severe deformation of the crossmember and, consequently, high stresses in the area connecting the crossmember to the impact-absorbing component. This is increasingly critical in vehicles with higher mass, such as battery electric vehicles (BEVs).

[0005] To avoid these drawbacks, crash management systems are known in the prior art in which a cross member and two impact-absorbing components are integrally manufactured and formed from a single extruded profile and the same material. Consequently, welding operations are not required to connect the cross member and the impact-absorbing components. Furthermore, since the impact-absorbing components and the cross member do not need to be manufactured separately, the production process of the crash management system is simplified, thus reducing production costs. A corresponding crash management system is disclosed in EP 2 322 387 B1. Summary of the Invention

[0006] Based on the prior art, the present invention aims to provide an improved crash management system for a vehicle, which can be produced at low cost and, in particular, provides a stable connection between the crash-absorbing component and the cross member, and which is capable of absorbing a large amount of impact energy. A further object of the present invention is to provide a method for producing such a crash management system.

[0007] The first object is achieved by a crash management system for a vehicle according to the features of claim 1 , and the second object is achieved by a method for producing a crash management system for a vehicle according to the features of claim 15 .

[0008] Advantageous embodiments of the crash management system and of the method for producing such a crash management system are the subject matter of the dependent claims.

[0009] According to the present invention, a crash management system for a vehicle comprises a cross member and two crash-absorbing components. The cross member can be referred to as a beam, and the two crash-absorbing components are in particular designed as crash boxes.

[0010] At least one of the two impact-absorbing components and the cross member are manufactured from a single extruded profile that includes at least two profile cavities extending in the longitudinal direction of the single extruded profile. This has the advantage that the at least one impact-absorbing component does not need to be welded to the cross member, which simplifies the production process and ensures that the crash management system does not have any weak points in the form of weld seams.

[0011] The crossbeam is formed by at least one of the at least two profile cavities of the single extruded profile. The free end section of the crossbeam can be bent so that the crossbeam consists of a straight middle section and a bent free end section.

[0012] The gist of the invention is that at least one of the two impact absorbing parts is formed integrally and from the same material from a single extruded profile by bending backwards two profile sections of at least one of the remaining profile cavities of the at least two profile cavities. The term "backwards" refers to the position of the part in the vehicle. The two profile sections are initially positioned on opposite sides of the base area of ​​the single extruded profile. In order to perform the bending operation, both profile sections need to be partially separated from the at least one profile cavity of the crossbeam. This separation is preferably carried out in a pre-cutting stage. The base area is a section of the at least one of the at least two profile cavities, the at least one profile cavity forming part of the at least one of the two impact absorbing parts, which section remains connected to the at least one profile cavity of the crossbeam.

[0013] Thus, at least one of the two impact absorbing components comprises at least two adjacent profile sections in the longitudinal direction of the cross member. When the crash management system is installed in its designated position in the vehicle, the two adjacent profile sections of the at least one of the two impact absorbing components are positioned horizontally adjacent to one another. The at least two adjacent profile sections extend transversely to the longitudinal direction of the cross member.

[0014] It is clear within the scope of the present invention that a crash management system having at least one crash-absorbing component comprising two adjacent profile sections in the longitudinal direction of the cross member facilitates the absorption of crash energy in the event of a crash of a vehicle equipped with the crash management system.

[0015] The free end sections of adjacent profile segments can be in contact with each other. However, it has proven more beneficial if a small gap exists between adjacent profile segments in order to reduce the stresses caused by the forming process.

[0016] In one advantageous embodiment of the present invention, both impact-absorbing components are integrally formed from a single extruded profile and made of the same material. In this case, the two impact-absorbing components are formed by bending back two profile segments of at least one of the remaining profile cavities in each of the at least two profile cavities, resulting in both impact-absorbing components having at least two profile segments that are adjacent in the longitudinal direction of the crossbeam and extend transversely thereto. Consequently, the impact management system can be formed mirror-symmetrically about a mirror plane that passes through the center of the impact management system perpendicular to the longitudinal direction of the crossbeam. This ensures that impact energy is evenly distributed between the crossbeam and the impact-absorbing components.

[0017] Preferably, the cross member and at least one of the two impact-absorbing components are formed from a single extruded profile that includes three, and preferably five, profile cavities in the longitudinal direction. Using three, and preferably five, profile cavities provides greater freedom in the design of the crash management system. Each profile cavity can be designed mirror-symmetrically about a mirror plane that runs horizontally through the center of the crash management system when the crash management system is installed at a designated location at the front or rear of the vehicle. This ensures even distribution of impact energy.

[0018] In another embodiment, at least one free end section of the crossbeam comprises an end section of the at least one profile cavity (forming the at least one impact-absorbing component). To achieve this, the pre-cut (pre-slit) used to partially separate the outer profile section from the at least one profile cavity of the crossbeam does not extend to the free end section of the crossbeam. Consequently, the rearwardly bent outer profile section is separated from the end section that remains attached to the free end of the crossbeam. This has the advantage that the length of the at least one impact-absorbing component can be directly determined by the length of the pre-cut (pre-slit) along the longitudinal direction of the single extruded profile. The end section of the at least one profile cavity (forming the at least one impact-absorbing component) remains attached to the end section of the crossbeam, which additionally stabilizes the crossbeam. This is particularly true if the crossbeam includes at least two profile cavities that enclose the at least one profile cavity of the at least one impact-absorbing component. In this case, the end section can connect the at least two profile cavities of the crossbeam, stabilizing the connected profile cavities and, therefore, the crossbeam.

[0019] The middle section of the crossbeam may also include the middle section of at least one of the profile cavities (forming at least one of the impact-absorbing components). Here, the pre-cut (pre-slit) used to partially separate the inner profile section from the at least one profile cavity of the crossbeam does not extend into the pre-cut of another middle section or another impact-absorbing component. As a result, the middle section of the at least one profile cavity (forming at least one impact-absorbing component) remains attached to the middle section of the crossbeam. This offers advantages similar to those of the aforementioned embodiments, namely, the length of the inner section can be adjusted to the desired length of the impact-absorbing component, thereby improving the stability of the crossbeam.

[0020] If the cross member and the at least one impact absorbing component are formed from a single extruded profile having three or more profile cavities in the longitudinal direction, one of the profile cavities can be positioned between the cross member's profile cavity and the at least one impact absorbing component. This has the advantage that the required longitudinal cut (longitudinal incision) made during the pre-cutting process (in which the at least one profile cavity forming the at least one impact absorbing component is partially separated from the at least one remaining profile cavity of the cross member) can extend through the profile cavity positioned between the cross member's profile cavity and the at least one impact absorbing component. Consequently, it is not necessary to cut along the wall connecting the at least one profile cavity forming the at least one impact absorbing component and the at least one remaining profile cavity of the cross member. This significantly simplifies the cutting process.

[0021] Furthermore, it has proven advantageous if the height of the connecting profile cavity, which is arranged between the profile cavity of the cross member and at least one of the two impact-absorbing components, is smaller than the height of the profile cavity of the cross member and the at least one impact-absorbing component. The profile cavity height refers to the profile cavity height when the crash management system is installed in the vehicle. This has the advantage that pre-cuts in the longitudinal direction of the individual extruded profiles can be achieved by cutting through the connecting profile cavity, while ensuring that the connecting profile cavity itself is as small as possible. Advantageously, the height of the connecting profile cavity is large enough to ensure a uniform cut. In particular, the height of the connecting profile cavity lies in the range of 5 mm to 15 mm.

[0022] In another preferred embodiment of the present invention, the height of the crash management system ranges from 100 mm to 250 mm, in particular from 150 mm to 220 mm. The sum of the individual heights of the profile cavities forming the crash-absorbing components preferably accounts for 40% to 60% of the total height of the crash management system. The profile cavity height can be adjusted to the individual needs and requirements of a given vehicle.

[0023] Preferably, the wall thickness of the at least one profile cavity of the cross beam is greater than the wall thickness of the at least one profile cavity of the at least one impact absorbing component. The at least one profile cavity of the cross beam has a greater wall thickness to ensure higher rigidity compared to the at least one impact absorbing component.

[0024] The wall thickness of the profile cavity is preferably in the range of 1 to 15 mm, in particular in the range of 3 mm to 8 mm.

[0025] Furthermore, it has proven advantageous if the crash management system is produced from a 6000 or 7000 series aluminum alloy having a tensile strength in the range of 200 MPa to 400 MPa.

[0026] At least one of the two impact-absorbing components can be formed from a profile segment of an inner profile cavity of a single extruded profile, while the cross member is formed from each outer profile cavity of the single extruded profile. In this embodiment, the cross member surrounds the at least one impact-absorbing component. This ensures uniform distribution of impact energy within the crash management system and results in a favorable transfer of impact energy from the cross member to the impact-absorbing component.

[0027] In another advantageous embodiment, at least one of the two impact-absorbing components can be formed from profile segments of the outer profile cavity of a single extruded profile, while the cross member is formed from the inner profile cavity of the single extruded profile. In this embodiment, the at least one impact-absorbing component comprises two groups of two adjacent profile segments on vertically opposite sides of the cross member.

[0028] The traction sleeve is preferably integrated into the crash management system. It has proven advantageous if the traction sleeve is positioned near the base region of at least one of the two impact-absorbing components. Furthermore, the traction sleeve is not welded to the crash management system, but rather connected to it by screws or welding.

[0029] In addition, a reinforcement element can be connected to the crash management system. For example, the reinforcement element can be an additional profile placed between the two groups of vertically adjacent profile segments, in the center of the beam in front of or between the profile cavities, or at the ends of the beam.

[0030] To connect the crash management system to the vehicle, the free end of the crash absorbing component can include a coupling element, wherein the coupling element is connected to the crash absorbing component in particular by screwing, welding or riveting and less preferably by welding.

[0031] The back plate may also be welded to the free end of the impact absorbing component.

[0032] According to the present invention, the method for manufacturing a crash management system for a vehicle comprising a cross member and two crash absorbing components comprises the following steps:

[0033] - Providing a single extruded profile comprising at least two profile cavities in the longitudinal direction of the single extruded profile.

[0034] - Pre-cutting or slitting a single extruded profile to form at least two pre-cut profile segments and thereby partially separating at least one of the at least two profile cavities from at least one of the remaining profile cavities of the at least two profile cavities. If both crash absorbing assemblies are manufactured by the method according to the invention, four pre-cut segments are cut out, two pre-cut segments for each crash absorbing assembly. The at least two pre-cut profile segments thus consist of sections of at least one of the at least two profile cavities and remain attached to a portion of the single extruded profile. This portion forms a base region of the crash absorbing component to be formed, which base region remains connected to the at least one remaining profile cavity of the cross member to be formed. The at least two pre-cut profile segments extend from opposite sides of the base region in the longitudinal direction of the single extruded profile.

[0035] - forming the at least one remaining profile cavity of the at least two profile cavities into the crossbar shape, in particular by bending its end sections.

[0036] The at least one impact-absorbing component is formed by bending the at least two pre-cut profile segments in a rearward direction away from the cross member. During the bending process, the pre-cut profile segments remain attached to the base region of the at least one impact-absorbing component to be formed. The rearward direction refers to the direction in which the crash management system faces the vehicle when installed. Subsequently, the at least two pre-cut profile segments are pressed together in the longitudinal direction of the cross member, such that the pre-cut profile segments are positioned adjacent to each other in the longitudinal direction of the cross member and extend transversely thereto.

[0037] Preferably, both impact-absorbing components are formed by the method according to the invention.

[0038] In a preferred embodiment, one or more holes for mounting the traction sleeve are cut into the base region of the at least one impact-absorbing component to be formed. This is typically done during a pre-cutting step. A receiving block for connecting the traction sleeve to the impact-absorbing system can then be inserted into the profile cavity of the impact-absorbing component to be formed and positioned below the holes cut into the base region.

[0039] In order to connect the crash management system to the vehicle, a coupling element and a rear panel can be connected to the free end of the crash-absorbing component. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The present invention is further described by means of a schematic diagram, which is used to facilitate understanding of the present invention.

[0041] Figure 1 A perspective view showing a first embodiment of a collision management system according to the present invention;

[0042] Figure 2 A front view showing a first embodiment of a collision management system;

[0043] Figure 3 A second perspective view showing a first embodiment of a crash management system;

[0044] Figure 4 A detailed view showing a first embodiment of a crash management system;

[0045] Figure 5 A top view showing a horizontal section at 50% height of a first embodiment of a collision management system according to the present invention;

[0046] Figure 6 Show the basis Figure 5 A three-dimensional diagram of the collision management system;

[0047] Figure 7 A detailed view showing a second embodiment of a crash management system according to the present invention;

[0048] Figure 8 A detailed view showing a third embodiment of a crash management system according to the present invention;

[0049] Figure 9 A detailed view showing a fourth embodiment of a crash management system according to the present invention;

[0050] Figure 10 shows a first step of the method for producing a crash management system according to the invention; and

[0051] Figure 11 The second step of the method for producing a crash management system is shown. DETAILED DESCRIPTION

[0052] The same reference numerals are used to designate the same components of the present invention, although the description will not be repeated for the sake of simplicity.

[0053] Figures 1 to 4 A first embodiment of a crash management system 1 for a vehicle according to the invention is shown. Figure 1 A perspective view of a crash management system 1 is shown, which comprises a cross member 2 , which can also be referred to as a beam, and two crash-absorbing components 3 , wherein the two crash-absorbing components 3 are designed as crash boxes.

[0054] The cross member 2 and the two impact absorbing parts 3 are made of a single extruded profile comprising five profile cavities 4, 5, 6, 7, 8 extending in the longitudinal direction R1 of the single extruded profile 21 and the cross member 2. Figures 1 to 4 In the figure, the individual extruded profiles 21 are not shown in their original form, however, Figure 3 In the second perspective view of the crash management system 1 shown, five profile cavities 4, 5, 6, 7, 8 can be seen. Profile cavities 4, 8 are referred to as outer profile cavities, profile cavity 6 as inner profile cavity, and profile cavities 5, 7 as connecting profile cavities.

[0055] According to the invention, the two impact-absorbing components 3 are formed integrally and from the same material from a single extruded profile 21 by bending back portions of the inner profile cavity 6 on opposite sides of a base region 9, which is a section of the inner profile cavity 6 that forms part of the impact-absorbing component 3 and remains connected to the profile cavities 4, 8 of the cross member 2. Consequently, the two impact-absorbing components 3 comprise two adjacent profile sections 10, 11 originating from the inner profile cavity 6. These two adjacent profile sections 10, 11 are positioned adjacent to one another in the longitudinal direction R2 of the cross member 2. These two adjacent profile sections 10, 11 extend transversely to the longitudinal direction R2 of the cross member 2.

[0056] In order to bend the two profile sections 10, 11 backward, the profile sections 10, 11 are pre-cut or cut to partially separate them from the outer profile cavities 4, 8. The pre-cutting is carried out in the longitudinal direction R1 of the single extruded profile 21, wherein the cut passes through the profile cavities 5 and 7, which are arranged between the profile cavities 4 and 8 of the cross member 2 and the inner profile cavity 6 forming the two impact-absorbing parts 3.

[0057] like Figure 4 As shown, which shows a detail of a first embodiment of the crash management system 1 , the profile segments 10 and 11 as well as the profile cavities 4 and 8 of the cross member 2 both comprise remnants 12 of the profile cavities 5 and 7 , which are cut through them.

[0058] Figure 2 A front view of a first embodiment of a crash management system 1 is shown. This view refers to the orientation of the crash management system 1 when installed in a vehicle. It can be seen that the cutouts for bending the individual outer profile segments 10 backward do not extend to the end of the free end section 13 of the cross member 2. Consequently, a section of the inner profile cavity 6 (which forms the crash-absorbing element 3) remains at the free end section 13 and connects the outer profile cavities 4 and 8 that form the cross member 2. This results in greater rigidity for the cross member 2 and ensures a more even distribution of the crash energy.

[0059] Figure 4 As shown, the profile cavities 5, 7 disposed between the outer profile cavities 8, 4 and the inner profile cavity 6 of the cross member 2 (which forms the crash-absorbing element 3) have heights H5, H7 that are smaller than the heights H4, H6, H8 of the other profile cavities 4, 6, 8. The heights H5, H7 of the connecting profile cavities 5, 7 range from 5 mm to 15 mm. This has the advantage that the heights H5, H7 of the connecting profile cavities 5, 7 are large enough to ensure that the cutouts required for the rearward bending of the profile segments 10, 11 extend through the connecting profile cavities 5, 7, while not being so large as to compromise the stability of the crash management system 1.

[0060] The total height H of the crash management system 1 is in the range of 100 mm to 250 mm, in particular 150 to 220 mm. The height H6 of the profile cavity 6 forming the crash-absorbing component preferably accounts for 40% to 60% of the total height H.

[0061] The wall thicknesses W4, W8 of the outer profile cavities 4, 8 of the cross member 2 are greater than the wall thickness W6 of the inner profile cavity 6 forming the impact absorbing part 3. This has the additional benefit that the cross member 2 is stiffer than the impact absorbing part 3, which facilitates the distribution of the impact energy.

[0062] The wall thicknesses W4, W6, W8 of the profile cavities 4, 6, 8 are in the range of 1 mm to 15 mm.

[0063] The crash management system 1 is made of a 6000 or 7000 series aluminum alloy having a tensile strength of 200 MPa to 400 MPa.

[0064] Figure 5 and Figure 6 A first embodiment of a crash management system 1 is shown, Figure 5 A plan view of the crash management system 1 is shown, cut horizontally at 50% height, wherein the plan view is a plan view of the crash management system 1 in the state in which it is installed in the vehicle. Figure 6 A perspective view of a crash management system 1 is shown. The crash management system 1 of the first embodiment is made from a single extruded profile, which includes three profile cavities 4, 5, and 6 extending in the longitudinal direction R1 of the single extruded profile 21. To bend the profile cavity 6 in the rearward direction B to form the crash absorbing component 3, the inner profile cavity 5 connecting the outer profile cavities 4 and 6 is cut in the longitudinal direction of the single extruded profile 21 on both sides of the base region 9 of the crash management system 1, thereby forming pre-cut profile segments 10 and 11. The cross member 2 is formed from the remaining outer profile cavity 4.

[0065] At its free end section 13 , the cross member 2 also comprises a section of the outer profile 6 , from which the impact-absorbing element 3 is formed.

[0066] Figure 7 A detailed view of a second embodiment of a crash management system 1 is shown. The overall structure of the crash management system 1 corresponds to that of the first embodiment. However, it can be seen that the middle section 14 of the cross member 2 includes a section of the inner profile 6 (from which the crash-absorbing component 3 is formed). This increases the stability of the crash management system 1. Each pre-cut profile section 10, 11 of the crash-absorbing component 3 includes three reinforcement elements 15 for connection to the vehicle body, connecting two vertical walls 16 of the pre-cut profile section 10, 11. The reinforcement elements 15 improve the impact energy absorption of the crash management system 1.

[0067] Figure 8 A third embodiment of a crash management system 1 is shown, in which a single extruded profile 21 (from which the cross member 2 and the crash-absorbing component 3 are produced) comprises five profile cavities 4, 5, 6, 7, 8. Crash-absorbing component 3 is formed by bending back pre-cut elements 10, 11 originating from the two outer profile cavities 4 and 8. Cross member 2 is formed from a central profile cavity 6. Crash-absorbing component 3 thus comprises upper and lower profile sections 10, 11, which facilitates crash energy absorption depending on the specific application.

[0068] The upper and lower profile segments 10 , 11 are each connected to one another by a second reinforcement element 17 which extends in the longitudinal direction R2 of the cross member 2 from the pre-cut profile segment 10 to the other pre-cut profile segment 11 .

[0069] Figure 9 A fourth embodiment of the crash management system 1 is shown, with Figure 8 Compared to the third embodiment shown, an additional crash profile 18 is fixed to cross member 2 and positioned between upper and lower profile sections 10, 11. Crash profile 18 comprises two profile cavities 19, 20. This configuration allows for greater freedom in the design of crash-absorbing component 3, allowing it to be tailored to the respective application scenario.

[0070] To produce the crash management system 1 , a single extruded profile 21 is provided, which comprises five profile cavities 4 , 5 , 6 , 7 , 8 in the longitudinal direction R1 of the single extruded profile 21 .

[0071] Figure 10 The next step in the production process is shown. Here, a single extruded profile 21 is pre-cut into four pre-cut profile segments: two outer pre-cut profile segments 10 and two inner pre-cut profile segments 11. Each pre-cut profile segment 10, 11 is formed by two parallel cuts in the longitudinal direction R1 of the single extruded profile 21. The corresponding longitudinal cuts extend through the profile cavities 5 and 7, which connect the outer profile cavities 4, 8 with the inner profile cavity 6. The heights H5 and H7 of the connecting profile cavities 5, 7 are lower than the heights H4, H6, and H8 of the outer profile cavities 4, 8 and the inner profile cavity 6. The main purpose of the connecting profile cavities 5, 7 is to provide space for the cuts required to produce the pre-cut profile segments 10, 11.

[0072] Thus, the pre-cut profile segments 10, 11 consist of a plurality of sections of the inner profile cavity 6 and the remnants of the connecting profile cavities 5, 7 that are still attached to the inner profile cavity 6. The outer pre-cut profile segment 10 also includes cuts perpendicular to the longitudinal direction R1 of the individual extruded profiles 21. These cuts connect the two parallel cuts in the longitudinal direction R1 of the individual extruded profiles 21 and are at a distance A of 10-200 mm from the outer edge 26 of the individual extruded profiles 21.

[0073] The inner pre-cut profile segments 11 are separated from one another by a further cut which is also perpendicular to the longitudinal direction R1 of the individual extruded profiles 21 and which connects the two parallel cuts in the longitudinal direction R1 .

[0074] Respective inner and outer pre-cut profile segments 10, 11 remain attached to the base region 9 of the individual extruded profiles 21, the ends of these pre-cut profile segments being opposite the cuts perpendicular to the longitudinal direction R1 of the individual extruded profiles 21. These base regions 9 are therefore located between the outer pre-cut profile segments 10 and the respective inner pre-cut profile segments 11. The pre-cut profile segments 10, 11 extend from opposite sides of the respective base region 9 in the longitudinal direction R1 of the individual extruded profiles 21.

[0075] During a pre-cutting stage, a hole 27 is cut in one of the base areas 9. Once the manufactured crash management system 1 is attached to the vehicle, the hole 27 can be used to mount a towing sleeve.

[0076] Figure 11 The next step in the manufacturing process is shown. Here, the pulling block 28 is inserted into the inner profile cavity 6 and pushed onto the base area 9, in which the hole 27 for the pulling sleeve has been cut. The pulling block 28 includes a thread for screwing into the pulling sleeve and is bolted to the single extruded profile 21.

[0077] List of reference numerals:

[0078] 1. Crash management system

[0079] 2 beams

[0080] 3 Impact absorbing components

[0081] 4 profile cavities

[0082] 5 profile cavity

[0083] 6 profile cavities

[0084] 7 profile cavity

[0085] 8 profile cavities

[0086] 9 base area

[0087] 10 pre-cut profile segments

[0088] 11 pre-cut profile segments

[0089] 13 Free end section

[0090] 14 Middle section

[0091] 15 Reinforcement elements

[0092] 16 vertical wall

[0093] 17 Second reinforcement element

[0094] 18 collision profiles

[0095] 19 profile cavity

[0096] 20 profile cavity

[0097] 21 single extrusion profiles

[0098] 26 outer edge

[0099] 27 holes

[0100] 28 traction blocks

[0101] 35 gap

[0102] H 1 total height

[0103] Height of H44

[0104] Height of H55

[0105] Height of H66

[0106] Height of H77

[0107] Height of H88

[0108] W44 wall thickness

[0109] Wall thickness of W66

[0110] W88 wall thickness

[0111] Longitudinal direction of R121

[0112] R22 longitudinal direction

[0113] B backward direction

Claims

1. A collision management system (1) for a vehicle, comprising a cross member (2) and two collision absorbing components (3), wherein: The cross beam (2) and at least one of the two collision absorbing parts (3) are made of a single extruded profile (21), the single extruded profile comprising at least two profile cavities (4, 5, 6, 7, 8) extending in the longitudinal direction (R1) of the single extruded profile (21), the cross beam (2) being constituted by at least one profile cavity (4, 8) of the at least two profile cavities (4, 5, 6, 7, 8) of the single extruded profile (21), It is characterized by: At least one of the two impact absorbing components (3) is formed integrally and from the same material from the single extruded profile (21) by bending two profile segments (10, 11) in a rearward direction (B), the two profile segments being pre-cut from the single extruded profile (21) and each of the two profile segments comprising a section of at least one remaining profile cavity (6) of the at least two profile cavities (4, 5, 6, 7), wherein the two pre-cut profile segments (10, 11) remain connected to respective opposite sides of a base region (9) which 9) is a section of at least one of the remaining profile cavities (6) in the at least two profile cavities (4, 5, 6, 7), which section forms a part of the at least one of the two collision absorbing parts (3) connected to the at least one profile cavity (4, 8) of the cross beam (2), so that the at least one of the two collision absorbing parts (3) includes at least two adjacent profile segments (10, 11), which are arranged side by side in the longitudinal direction (R2) of the cross beam (2) and extend transversely to the longitudinal direction (R2) of the cross beam (2).

2. The collision management system (1) according to claim 1, characterized in that The two impact absorbing components (3) are both formed from the single extruded profile (21).

3. The collision management system (1) according to claim 1 or 2, characterized in that The cross member (2) and the two impact absorbing components (3) are made of a single extruded profile (21) having at least three, in particular at least five, profile cavities (4, 5, 6, 7, 8) in the longitudinal direction (R1) of the single extruded profile (21).

4. The crash management system (1) according to any one of claims 1 to 3, characterized in that At least one free end section (13) of the crossbeam (2) comprises a section of at least one of the profile cavities (6), from which at least one of the impact-absorbing components (3) is formed, and / or The middle section (14) of the crossbeam (2) comprises a section of at least one profile cavity (6) of the profile cavities, from which at least one impact absorbing component of the impact absorbing component (3) is formed.

5. The crash management system (1) according to any one of claims 3 or 4, characterized in that One of the profile cavities (5, 7) is arranged between the at least one profile cavity (4, 8) forming the crossbeam (2) and the at least one profile cavity (6) forming at least one of the two impact absorbing components (3).

6. The crash management system (1) according to claim 5, characterized in that The height (H5, H7) of the profile cavity (5, 7) provided between the at least one profile cavity (4, 8) forming the crossbeam (2) and the at least one profile cavity (6) forming at least one of the two impact absorbing parts (3) is smaller than the height (H4, H8) of the profile cavity (4, 8) of the crossbeam (2) and smaller than the height (H6) of the profile cavity (6) forming at least one of the two impact absorbing parts (3), and is in particular in the range of 5 mm to 15 mm.

7. The crash management system (1) according to any one of claims 1 to 6, characterized in that The total height (H) of the crash management system (1) is in the range of 100 mm to 250 mm, in particular in the range of 150 mm to 220 mm, wherein the profile cavities (4, 5, 6, 7, 8) forming the crash absorbing components account for 40% to 60% of the total height (H) of the crash management system (1).

8. The crash management system (1) according to any one of claims 1 to 7, characterized in that At least one of the two impact-absorbing components (3) can comprise an additional profile element (19, 20) which is positioned between the at least two adjacent profile segments (10, 11).

9. The crash management system (1) according to any one of claims 1 to 8, characterized in that The at least one of the two impact absorbing parts (3) is formed by an inner profile cavity (6) of the single extruded profile (21), wherein the cross member (2) is formed by a plurality of outer profile cavities (4, 8) of the single extruded profile (21).

10. The crash management system (1) according to any one of claims 1 to 8, characterized in that The at least one of the two impact absorbing parts (3) is formed by a plurality of outer profile cavities (4, 8) of the single extruded profile (21), wherein the cross member (2) is formed by an inner profile cavity (6) of the single extruded profile (21).

11. The crash management system (1) according to any one of claims 1 to 10, characterized in that A pulling block (28) is integrated and, in particular, is inserted into the inner profile cavity (6).

12. A method for manufacturing a crash management system (1) for a vehicle, the crash management system comprising a cross member (2) and two crash absorbing components (3), the method comprising the following steps: - providing a single extruded profile (21) comprising at least two profile cavities (4, 5, 6, 7, 8) in a longitudinal direction (R1) of the single extruded profile (21); - pre-cutting the single extruded profile (21) to form pre-cut profile segments (10, 11), which are formed by at least one of the at least two profile cavities (4, 5, 6, 7, 8) and remain attached to a portion of the single extruded profile (21) forming a base region (9) of the respective impact-absorbing component (3) to be formed, the pre-cut profile segments (10, 11) extending from respective opposite sides of the base region (9) in the longitudinal direction (R1) of the single extruded profile (21); - forming the crossbeam (2) by bending the free end section of the single extruded profile (21); - forming at least one of the two impact absorbing parts (3) by bending the pre-cut profile sections (10, 11) in a rearward direction (B) away from the cross member (2) and subsequently pressing the pre-cut profile sections (10, 11) together in the longitudinal direction (R2) of the cross member (2), so that the pre-cut profile sections (10, 11) are arranged adjacent to each other in the longitudinal direction (R2) of the cross member (2) and extend transversely to the longitudinal direction (R2) of the cross member (2).

13. The method for manufacturing a crash management system according to claim 12, characterized in that: In the pre-cutting step, one or more holes (27) for mounting a pulling sleeve are cut into one of the base regions (9) of the single extruded profile (21).

14. The method for manufacturing a crash management system according to claim 13, characterized in that: After the pre-cutting step, a receiving block (28) for receiving a pulling sleeve is positioned below the hole (27) in the at least one profile cavity (6), from which the at least one impact-absorbing component (3) is formed.

15. The method for producing a crash management system according to any one of claims 12 to 14, characterized in that A coupling element and / or a back plate for connecting the crash management system (1) to the vehicle is connected to the free end of the crash absorbing component (3).

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