Bumper

Abstract

Bumper (4) for a vehicle (1) with a bumper crossmember (7) supported and / or attached to the body (6) of the vehicle (1), with a bumper cover (5) and with a deformation element in the form of an impact energy-absorbing foam body (10) arranged between the bumper crossmember (7) and the bumper cover (5) and extending in the transverse direction (y-direction) of the vehicle, which has a first end face (11) facing the bumper cover (5) and a second end face (12) facing the bumper crossmember (7), characterized in that the said foam body (10) is provided in the area of ​​the first end face (11) facing the bumper cover (5) with exactly one longitudinal slot (18) extending in the transverse direction (y-direction) of the vehicle, which does not extend to the outside, wherein end slots (24) pointing in the vertical direction (z-direction) of the vehicle are provided,extending upwards or downwards from the longitudinal slot (18), wherein, due to the longitudinal slot (18) of the foam body (10) extending in the transverse direction (y-direction) of the vehicle, a splitting of the foam body (10) in the vertical direction (z-direction) of the vehicle is enabled downwards and upwards, and the bumper cover (5) is arranged in a manner that does not impede the splitting of the foam body (10).

Description

[0001] The invention relates to a bumper for a vehicle, in particular a motor vehicle, according to the preamble of patent claim 1 of the invention.

[0002] EP 1 633 603 B1 discloses a bumper comprising a bumper cross member, a bumper fascia, and a deformation element extending in the vehicle's transverse direction (y-direction). The deformation element is partially formed from an impact-energy-absorbing foam and is arranged on an end face of the bumper cross member facing the bumper fascia. The bumper cross member, in turn, is formed by an elongated U-profile whose opening faces the vehicle body.

[0003] A bumper similar to this bumper is also known from US Pat. No. 5,290,078 A. The deformation element is block-shaped and made of impact-absorbing foam, and has projections equipped with locking means that, during assembly, engage in corresponding openings of a channel formed in the base of the U-shaped profile. Both bumpers have in common that the respective deformation element is mounted on the bumper cross member in the vehicle's longitudinal direction (x-direction). This leads to a significant lengthening of the vehicle itself, particularly when considering that both a front and a rear bumper of the vehicle are equipped with said deformation element.

[0004] To counteract this situation and reduce the length of the vehicle or gain installation space, it has been proposed for some time to attach the bumper cross member, designed as an elongated U-profile, to the vehicle body in such a way that its opening faces the bumper fascia. The deformation element made of impact energy-absorbing foam is now arranged within the open hollow profile or U-profile and dimensioned such that it protrudes from the hollow profile (DE 43 41 884 A1, GB 2 374 575 A, WO 02 / 24487 A1, US 5 139 297 A). This solution takes advantage of the knowledge that deformation elements made of impact energy-absorbing foam, in particular, can only be compressed to absorb energy to a certain residual block length in the event of a crash.

[0005] The deformation element is advantageously dimensioned such that said non-compressible remaining block length is located predominantly within the hollow profile and the fully compressed block preferably ends in the immediate area of ​​the free ends of the flanges of the U-profile or just in front of them (cf. in particular GB 2 374 575 A, WO 02 / 24487 A1).

[0006] In order to optimize the bumper or its deformation element with regard to effective pedestrian protection, GB 2 374 575 A and WO 02 / 24487 A1 further propose making the deformation element partially "softer." According to GB 2 374 575 A, a front section of the deformation element facing the bumper fascia, respectively, has vertically extending slats.

[0007] In contrast, WO 02 / 24487 A1 proposes recesses in the foam body.

[0008] From the generic document DE 29 41 879 A1, a bumper for a vehicle is known, comprising a bumper cross member supported and / or fastened to the vehicle body, a bumper fascia, and a deformation element arranged between the bumper cross member and the bumper fascia and extending in the vehicle's transverse direction (y-direction). The deformation element is in the form of an impact-energy-absorbing foam body, which has a first end face facing the bumper fascia and a second end face facing the bumper cross member. Said foam body is provided with at least one longitudinal slot extending in the vehicle's transverse direction (y-direction) in the region of the first end face facing the bumper fascia.

[0009] From DE 31 25 137 A1 a bumper of the generic type is known which is designed similarly to the aforementioned DE 29 41 879 A1.

[0010] EP 1 564 079 B1 discloses a bumper with a bumper absorber for pedestrian protection. This bumper absorber is formed by a foam body made of synthetic resin foam. The foam body has a zigzag cross-sectional configuration with one front and two rear or two front and one rear notch sections.

[0011] From JP 2009-234 313 A, a bumper with a bumper absorber is known, which has a plurality of longitudinal slots extending in the transverse direction of the vehicle and slots extending in the vertical direction, resulting in a plurality of individual absorber elements.

[0012] From JP 11208389 A a bumper with a bumper absorber is known, which has a plurality of individual elements arranged next to one another in the transverse direction of the vehicle, which are each spaced from one another by a vertical slot extending in the vertical direction of the vehicle.

[0013] From DE 10 2010 000 224 A1 a collision detection device for a vehicle is known, which is disclosed in connection with a bumper and a bumper absorber, wherein the bumper absorber has one or more longitudinal slots extending in the transverse direction of the vehicle both at the front and at the rear.

[0014] US 2006 / 0145490 A1 discloses an arrangement comprising a support, a foam body, and a covering element enclosing the support and the foam body, which is intended to be used both in the side area and in the front or rear area of ​​a vehicle. The foam body has a slot in which a reinforcing structure is arranged. The covering is arranged so as to clasp the foam body in such a way that splitting of the foam body is prevented.

[0015] It is well known from experience that most rear-end collisions occur at low speeds. The result is more or less severe damage to the front and / or rear of the vehicle, which in turn affects vehicle insurance classifications. These vehicle insurance classifications are based, among other things, on so-called crash repair tests. If these tests are taken into account by vehicle manufacturers, vehicle owners benefit due to less vehicle damage in the event of a crash. However, optimal protection in the event of a rear-end collision can only be achieved if the bumpers of both vehicles involved are compatible and, in particular, arranged at largely identical heights.If this is not the case, the disadvantageous situation often arises that the bumpers do not meet optimally, slide onto each other, and penetrate the soft structures of the vehicle, causing damage. For such crashes, a so-called bumper test has been developed, for example the RCAR (Bumper) Test (RCAR = Research Council for Automobile Repairs), which has been adopted as an international standard. This test simulates the impact of one bumper on another. The damage resulting from this test then has a positive or negative effect on the vehicle's type class classification. Accordingly, there is a need to prevent the bumpers of the vehicles involved from sliding onto each other in the event of a rear-end collision, for example.

[0016] The object of the invention is accordingly to develop a bumper for a vehicle, in particular a motor vehicle, in such a way that it effectively prevents the bumpers of vehicles involved in a rear-end collision from sliding onto one another while retaining its advantageous properties with regard to optimal pedestrian protection.

[0017] Starting from a bumper for a vehicle, in particular a motor vehicle, with a bumper cross member supported and / or fastened to the body of the vehicle, with a bumper fascia and with a deformation element arranged between the bumper cross member and the bumper fascia and running in the vehicle's transverse direction (y-direction) in the form of an impact energy absorbing foam body which has a first end face facing the bumper fascia and a second end face facing the bumper cross member, the stated object is achieved in that the said foam body is provided with exactly one longitudinal slot running in the vehicle's transverse direction (y-direction) in the region of the first end face facing the bumper fascia.The longitudinal slot does not extend to the outside, and end slots are provided that point in the vehicle's vertical direction (z-direction), extending upwards or downwards from the longitudinal slot. Furthermore, the longitudinal slot in the foam body, which runs in the vehicle's transverse direction (y-direction), allows the foam body to be split upwards and downwards in the vehicle's vertical direction (z-direction), and the bumper fascia is positioned so as not to impede the splitting of the foam body.

[0018] This measure ensures effective pedestrian protection by ensuring that the affected pedestrian's legs hit the bumper, and the impact energy is gently absorbed locally by the deformation element or foam body. The foam body is compressed in these local areas to the point of block formation, absorbing energy. Furthermore, due to the longitudinal slit in the foam body running in the vehicle's transverse direction (y-direction), the foam body splits upwards and downwards in the vehicle's vertical direction (z-direction) in the event of a rear-end collision. This advantageously results in an enlarged impact and friction surface of the foam body. This surface, in turn, prevents one bumper from sliding onto the other and any penetration of the bumper into the soft structures of the other vehicle, a prerequisite for successfully passing the aforementioned RCAR bumper test.Furthermore, impact energy is advantageously absorbed during the splitting and deformation of the foam body, as well as due to the increased frictional contact. During the described rear-end collision, the force acting on the bumper fascia, which is usually relatively thin-walled and elastically deformable, is so high that the bumper fascia does not adversely impede the desired advantageous splitting of the foam body, but instead follows the foam body as it splits in the vehicle's vertical direction (z-direction).

[0019] The subclaims describe preferred developments or embodiments of the invention.

[0020] According to this, the bumper cross member can advantageously be formed by an elongated, open hollow profile, for example by an elongated U-profile, which forms an opening away from the vehicle body with a profile base as viewed in the vehicle's longitudinal direction (x-direction) and with an upper and lower profile flange as viewed in the vehicle's vertical direction (z-direction). The foam body can then be arranged partially within the cavity formed by the open hollow profile as viewed in the vehicle's longitudinal direction (x-direction), thereby gaining installation space, and can be supported and / or fastened to the profile base of the bumper cross member via its second end face facing the bumper cross member. The deformation of the foam body caused by an impact (pedestrian protection load case) is transferred into the said cavity of the hollow profile under sufficiently high impact forces, up to a maximum point where the foam body forms a block.As further provided by the invention, the at least one longitudinal slit can extend largely over the entire length of the foam body. As a result, even in the case of only locally limited impact from a "crash opponent" (e.g., impact block in the RCAR bumper test), the entire foam body is advantageously split and thus contributes as a whole to enlarging the foam body in the vehicle's vertical direction (z-direction) and thus to enlarging the aforementioned friction surface as well as to increased energy absorption. Further advantageously, the longitudinal slit can be formed by a molding or recess in the foam body, by "merely" an incision in the foam body, by a division of the foam body, or by at least a two-part design of the foam body, which opens up the possibility of optimally adapting the deformation behavior of the foam body to specific load cases, for example, depending on the foam material used (e.g., plastic or metal foam).Preferably, however, viewed in the vehicle's longitudinal direction (x-direction), the foam body is designed with a depth "a" of the longitudinal slot extending approximately to the free end of the profile flanges of the hollow profile, whereby the assembly of the foam body on the bumper cross member is simplified while ensuring the inventive splitting of the foam body in the event of a crash, since the foam body only needs to be inserted into the open hollow profile or U-profile as an elongated block-like structure. Furthermore, the longitudinal slot can have a widening cross-section towards the bumper fascia, viewed in cross-section, which in turn advantageously supports the splitting behavior of the foam body in the relevant crash event. Finally, it can be provided that, starting from the longitudinal slot, one or more further slots pointing in the vehicle's vertical direction (z-direction) are provided in the foam body.Such vertical slits make the foam body "softer" and can improve its deformation behavior in a collision with both a pedestrian and another vehicle. At the very least, such slits allow for a defined adjustment of the deformation behavior of the foam body or individual sections thereof.

[0021] The invention also relates to a vehicle, in particular a motor vehicle, with at least one bumper of the above type.

[0022] The invention is explained in more detail below with reference to the exemplary embodiments illustrated in the drawings. They show: Fig. 1 a vehicle in a side view with a bumper arranged at the front and rear of the vehicle, Fig. 2 a sectional view of the front bumper according to Fig. 1 along a sectional plane, which in turn is spanned by the vehicle's longitudinal direction (x-direction) and the vehicle's vertical direction (z-direction), with a bumper cross member, which in turn has a deformation element in the form of an impact energy-absorbing foam body according to the prior art, Fig. 3 shows a very schematic representation of a test configuration for an insurance classification of a vehicle with regard to the load case of pedestrian protection, Fig. 4 shows a very schematic illustration of a bumper cross member equipped with a conventional foam body and a bumper cross member equipped with a foam body according to the invention in a comparative representation with regard to the deformation behavior of the foam bodies during a frontal collision of the vehicle with a pedestrian (load case pedestrian protection), Fig. 5 shows a very schematic test configuration for the insurance classification of a vehicle shown in plan and side view with regard to the vehicle protection load case (RCAR bumper test), Fig. 6 a perspective view of said test configuration according to Fig. 5 with the foam body designed according to the invention, Fig. 7 a sectional view of the foam body according to Fig. 6 in normal condition and in function, Fig. 8 a first advantageous development of a foam body designed according to the invention, Fig. 9 shows very schematically the front view of a bumper according to Fig. 5 to 8 with a second advantageous further development of the foam body, and Fig. 10 shows a very schematic front view of a bumper with a foam body having a third advantageous further development.

[0023] Fig. 1 shows a vehicle 1 or motor vehicle, which has a bumper 4 in the area of ​​its front and rear ends 2, 3. According to Fig. 2, for example, the bumper 4 of the front end 2 comprises a bumper cover 5 made of, for example, an elastically deformable plastic, which, when mounted, forms the visible surface of the bumper 4 and covers a bumper cross member 7 made of, for example, sheet steel, which is supported and / or fastened to the body 6, preferably to front longitudinal members of the same (not shown in detail) that are known per se. The bumper cover 5 is also supported on the body 6 of the vehicle 1 via a fastening strip 8.

[0024] The bumper cross member 7 is formed in the present case by an elongated, open hollow profile in the shape of a U-profile, the opening 9 of which is directed towards the body 6 as seen in the vehicle's longitudinal direction (x-direction). A deformation element in the form of an elongated foam body 10 made of plastic or metal foam is arranged between the bumper fascia 5 and the bumper cross member 7 and extends in the vehicle's transverse direction (y-direction) and absorbs impact energy. Said foam body 10 has a first end face 11 facing the bumper fascia 5 and a second end face 12 facing the bumper cross member 7. The foam body 10 is supported in the present case by means of its second end face 12 facing the bumper cross member 7 on the outer contour of the bumper cross member and is connected to the same in a materially, force- and / or form-fitting manner, for example, by being glued to the same.Essentially, the foam body 10 serves on the one hand to protect pedestrians and on the other hand to protect vehicles at relatively low impact speeds.

[0025] Fig. 3 shows a conventional test configuration for an insurance rating of a vehicle 1 with respect to the pedestrian protection load case, with a leg impactor 13, which is moved against the front bumper 4 of the vehicle 1 at a speed of 40 km / h as part of a leg impact test with a dead weight of 13.4 kg. In the event of a locally limited impact of the leg impactor 13 or the pedestrian on the bumper 4 of the vehicle 1, the relatively thin-walled bumper cover 5 is elastically deformed and the impact force "F" is transferred to a locally limited area of ​​the foam body 10. By locally limited deformation of the foam body 10, impact energy is gently absorbed for the pedestrian.

[0026] As already explained in the introduction, deformation elements made of an impact energy absorbing foam can, at a specific maximum impact force “F”, only be compressed in an energy absorbing manner up to a specific residual block length 14 of the foam body 10 (cf. Fig. 4). Accordingly, the Fig. 4-above shown remaining block length 14 a space disadvantage compared to the Fig. 4-shown below, the remaining block length 14 of the foam body 10, which in turn is partially arranged within the cavity formed by the open hollow profile in the shape of a U-profile, and whose opening 9 is now directed away from the body 6 and towards the bumper fascia 5. By means of its second end face 12 facing the bumper cross member 7, the foam body 10 is now advantageously supported and / or fastened to the profile base 15 of the U-profile, for example, glued to the profile base 15. The foam body 10 is expediently dimensioned such that said remaining block length 14 is located predominantly within the U-profile, and the fully compressed block preferably ends in the immediate area of ​​the free ends of the lower and upper profile flanges 16a, 16b of the U-profile or just in front of them.This measure prevents the leg of an affected pedestrian or the leg test body 13 from striking the "hard" bumper cross member 7. The space advantage 14' of the in . Fig. 4-The foam body 10 shown below thus corresponds to the extension of the remaining block length 14 in the vehicle longitudinal direction (x-direction).

[0027] In addition to the aforementioned pedestrian protection load case, the vehicle protection load case at low vehicle speeds, such as those predominantly encountered in rear-end collisions, must also be taken into account when optimizing bumpers 4 in order to prevent, or at least significantly reduce, serious damage to the components and / or assemblies of the vehicle 1 located downstream of the bumpers 4 (rear and front bumpers 4). It is therefore required that, at said low vehicle speeds, welded structures of the body 6, the tailgate 17, and an air conditioning cooler unit located in the front of the vehicle, which is known per se and therefore not shown in detail here, remain free of damage. It is known from practice that optimal protection in the event of a rear-end collision can only be achieved if the bumpers 4 of the two vehicles 1 involved are compatible and, in particular, are arranged at a largely identical height.However, this is often not the case, and the disadvantageous circumstance arises that the bumpers 4 do not meet optimally, slide onto one another, and destructively penetrate the soft structures of the vehicles 1. With regard to such crash cases, the bumper test already mentioned in the introduction, for example the RCAR (Bumper) Test (RCAR = Research Council for Automobile Repairs), was developed, which simulates the impact of one bumper 4 on another bumper 4. The damage pattern resulting from said tests then has a positive or negative effect on the type class classification of the vehicle 1 in question for vehicle insurance purposes. Accordingly, there is a need to prevent the bumpers 4 of the affected vehicles 1 from sliding onto one another in the event of a rear-end collision, for example.

[0028] In order to counteract this disadvantageous circumstance and to prevent the bumpers 4 of the affected vehicles 1 from sliding onto each other in the event of a rear-end collision, Fig. 4-below, the foam body 10 of the bumper 4 is provided with a longitudinal slot 18 extending in the vehicle transverse direction (y-direction) in the region of the first end face 11 facing the bumper fascia 5. Preferably, said longitudinal slot 18 extends in the vehicle transverse direction (y-direction) over almost the entire length of the foam body 10. As shown in Fig. 6, only the two ends of the foam body 10 are unslit in order to obtain increased stability of the foam body 10 in these areas.

[0029] The following is based on the Fig. 5 to 7, the preferred embodiment of the invention is described in its function. In this regard, the Fig. 5 and Fig. 6 shows a test configuration according to the RCAR (bumper) test, which is carried out at a vehicle speed of 10 km / h. According to this test, a front and a rear impact block 19, 20 are provided, each simulating a bumper 4 of a crash opponent, with the front impact block 19 being arranged at a height of 457 mm, measured from the road surface 21, and the rear impact block 20 being arranged at a height of 406 mm, measured from the road surface 21. Both impact blocks 19, 20 furthermore have a Z-extension of 100 mm. As can be seen in particular from the Fig. 6, the impact block 19 and the front bumper cross member 7 of the vehicle 1 equipped with the foam body 10 according to the invention are not optimally arranged relative to one another in terms of height (the illustration of the bumper cover 5 has been omitted for the sake of simplicity and better clarity).

[0030] Assuming that the vehicle 1 hits the impact block 19 simulating the bumper 4 of a crash opponent during the bumper test with its bumper 4, the foam body 10 splits in the z-direction (directional arrows 22), ie, upwards and / or downwards, thereby increasing its impact and friction surface 23 ( Fig. 7, dashed lines). This enlargement of the impact and friction surface 23 prevents the conventional sliding of one bumper 4 onto the other or the sliding of the bumper 4 onto or under the impact stop 20 and thus, in reality, any penetration of the bumper 4 of one vehicle 1 into the soft structures of the other vehicle 1. Furthermore, impact energy is advantageously absorbed during the splitting and deformation of the foam body 10 and as a result of the increased frictional contact.

[0031] During the described rear-end collision, the force “F” acting on the bumper covering 5, which is usually relatively thin-walled and elastically deformable, is so high that the bumper covering 5 does not adversely impede the desired advantageous splitting of the foam body 10, but follows the foam body 10 splitting upwards and / or downwards in the vehicle vertical direction (z-direction) ( Fig. 7). The longitudinal slot 18 essential to the invention is formed in the present case by a recess or recess in the foam body 10 ( Fig. 4 to 8). In extensive tests, a longitudinal slot 18 has proven effective which, viewed in the vehicle's longitudinal direction (x-direction), has a depth "a" extending approximately to the free end of the profile flanges 16a, 16b. However, the invention is not limited to such a longitudinal slot 18, but also encompasses a longitudinal slot 18 which has a greater or lesser depth "a" in comparison, for example in order to define the splitting behavior of the foam body 10 and / or its energy absorption capacity in the event of a crash. Furthermore, it may also prove expedient to realize the longitudinal slot 18 solely by "merely" one or more incisions in the foam body 10 limited in depth "a", by dividing the foam body 10, or by forming the foam body 10 in at least two parts (not shown in the drawing).

[0032] Furthermore, in the aforementioned tests, it has also proven advantageous to form the longitudinal slot 18 with a cross-section that supports the splitting behavior of the foam body 10. In this regard, a longitudinal slot 18 has proven particularly useful which, viewed in cross-section, has a widening cross-section towards the bumper fascia 5 ( Fig. 8, dashed lines of the longitudinal slot 18). In Fig. 8 shows a foam body 10, which in turn, at the expense of a loss of installation space (cf. in particular also Fig. 2 and Fig. 4-top) is arranged on a U-shaped bumper cross member 4, the opening 9 of which points towards the body 6 of the vehicle 1, but this foam body 10 is also advantageously formed with a longitudinal slot 18 according to the invention.

[0033] Like the Fig. 6 and Fig. 9, one or more slots 24 pointing in the vehicle vertical direction (z-direction) can be provided, which extend upwards or downwards from the longitudinal slot 18. By means of such vertically arranged slots 24, the foam body 10 can be made "softer" and its deformation behavior can be optimized both in a collision with a pedestrian and with another vehicle 1. At the very least, however, such slots 24 enable a defined adjustment of the deformation behavior of the foam body 10 or individual sections thereof. Thus, as in Fig. 6, vertical end slots 24 may be provided, which in turn ensure that any splitting of the foam body 10 is limited to the area between said end slots 24. Likewise, the slots 24 may be designed differently in their depth (x-direction) and / or in their vertical longitudinal extent (z-direction), depending on the desired deformation behavior of the foam body 10, for example, they may extend over the entire height or only over a specific height section of the foam body 10 (z-direction) (cf. in particular Fig. 9).

[0034] Fig. 10 shows a foam body 10, which in turn has a plurality of longitudinal slots 18, which are arranged one behind the other in the vehicle transverse direction (y-direction) and / or offset in height (z-direction), ie, one above the other ( Fig.10). This advantageously allows, for example, optimal consideration of different height differences of bumpers 4 involved in the accident. Furthermore, expanded possibilities are created for adjusting the foam body 10 to the two load cases in question (pedestrian protection load case; vehicle protection load case at low driving speeds) without compromising either of the desired effects. This plurality of longitudinal slots 18 can also advantageously be combined with one or more vertically aligned slots 24 of the type described above.

[0035] The above embodiment essentially focuses on a bumper 4 at the front end 2 of the vehicle 1. However, the invention is not limited to this bumper 4, but also encompasses a bumper 4 designed according to the invention, which in turn is arranged at the rear end 3 of the vehicle. List of reference symbols 1 vehicle 2 Frontend 3 rear end 4 bumpers 5 bumper cover 6 Body 7 bumper cross members 8 Mounting strip 9 Opening 10 foam bodies 11 first end face (foam body 10) 12 second end face (foam body 10) 13 leg test bodies 14 Remaining block length 14' installation space advantage 15 Profile base 16a upper profile flange 16b lower profile flange 17 Tailgate 18 Longitudinal slot 19 front impact block 20 rear impact block 21 Timetable 22 Direction arrows (splitting the foam body 10) 23 Impact and friction surface 24 slots “F” force (impact force) “a” depth in x-direction (longitudinal slot 18)

Claims

[1] Bumper (4) for a vehicle (1) with a bumper cross member (7) supported and / or fastened to the body (6) of the vehicle (1), with a bumper fascia (5) and with a deformation element arranged between the bumper cross member (7) and the bumper fascia (5) and extending in the vehicle transverse direction (y-direction) in the form of an impact energy absorbing foam body (10), which has a first end face (11) facing the bumper fascia (5) and a second end face (12) facing the bumper cross member (7), characterized byin that the said foam body (10) is provided in the region of the first end face (11) facing the bumper fascia (5) with exactly one longitudinal slot (18) running in the transverse direction of the vehicle (y-direction) and not extending to the outside, wherein end slots (24) are provided which point in the vertical direction of the vehicle (z-direction) and extend upwards or downwards from the longitudinal slot (18), wherein due to the longitudinal slot (18) of the foam body (10) running in the transverse direction of the vehicle (y-direction), a splitting of the foam body (10) in the vertical direction of the vehicle (z-direction) downwards and upwards is possible and the bumper fascia (5) is not arranged in a way which hinders the splitting of the foam body (10). [2] Bumper (4) according to claim 1, characterized bythat the bumper cross member (7) is formed by an elongated open hollow profile which, viewed in the vehicle longitudinal direction (x-direction), forms an opening (9) away from the body (6) of the vehicle (1) with a profile base (15) and with an upper and lower profile flange (16a, 16b) viewed in the vehicle vertical direction (z-direction). [3] Bumper (4) according to claim 2, characterized by that the hollow profile is formed by a U-profile. [4] Bumper (4) according to claim 2 or 3, characterized by that the foam body (10), viewed in the vehicle longitudinal direction (x-direction), is arranged partially within the cavity formed by the open hollow profile and is supported and / or fastened to the profile base (15) of the bumper cross member (7) via its second end face (12) facing the bumper cross member (7). [5] Bumper (4) according to one of claims 1 to 4, characterized bythat the at least one longitudinal slot (18) extends largely over the entire length of the foam body (10). [6] Bumper (4) according to one of claims 1 to 5, characterized by that the longitudinal slot (18) is formed by a shape or recess in the foam body (10), by an incision in the foam body (10), by a division of the foam body (10) or by an at least two-part formation of the foam body (10). [7] Bumper (4) according to one of claims 2 to 6, characterized by that, viewed in the vehicle longitudinal direction (x-direction), the foam body (10) is formed with a depth “a” of the longitudinal slot (18) up to approximately the free end of the profile flanges (16a, 16b) of the hollow profile. [8] Bumper (4) according to one of claims 1 to 7, characterized by that the longitudinal slot (18) has a widening cross-section when viewed in cross-section towards the bumper cover (5). [9] Bumper (4) according to one of claims 1 to 8, characterized by that starting from the longitudinal slot (18) one or more further slots (24) pointing in the vehicle vertical direction (z-direction) are provided in the foam body (10). [10] Vehicle (1), in particular motor vehicle, with at least one bumper (4) according to one of claims 1 to 9.

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