Crash box for a motor vehicle's bumper system

Abstract

Crash box for a motor vehicle's bumper system with an upper wall (1), a bottom wall (2) and two side walls (9, 10) and a bumper crossmember (18) arranged on the crash box wherein the crashbox is divided in its longitudinal extent into a first longitudinal section (3) and a subsequent second longitudinal section (4), wherein in the first longitudinal section (3) a longitudinal plane (5) of the upper wall (1) intersects a central longitudinal plane (20) of the crashbox at an angle Δ1 and a longitudinal plane (6) of the lower wall (2) intersects the central longitudinal plane (20) of the crashbox at an angle Δ2, where: -5° ≤ Δ1 ≤ 5° and -5° ≤ Δ2 ≤ 5° and wherein in the second longitudinal section (4) a longitudinal plane (7) of the upper wall (1) intersects a longitudinal plane (8) of the lower wall (2) at an angle α, characterized by the fact that the upper wall (1) and / or the lower wall (2) and / or at least one of the side walls (9, 10) is provided with at least one predetermined deformation point in the form of a transverse rib (12).

Description

[0001] The invention relates to a crash box for a bumper system of a motor vehicle according to the preamble of claim 1, as well as a bumper system of claim 14 and a motor vehicle of claim 15.

[0002] Crash boxes for vehicle bumper systems are known in a variety of forms. The crash box is positioned between a bumper or bumper crossmember and a vehicle or vehicle longitudinal member. To protect the vehicle frame from thrust and / or shear forces that are transmitted into the crash box via the bumper or bumper crossmember in the event of a collision, the crash box limits the transmitted force components to a level that is harmless to the vehicle frame by converting the kinetic energy into heat and internal stresses through plastic deformation of the crash box. During this process, the joints between the crash box and the frame, the bumper or bumper crossmember, and the vehicle or vehicle longitudinal member remain intact.

[0003] In addition to tubular crash boxes with a ring-shaped or polygonal cross-sectional area, which serve to absorb shear and / or tensile forces and are manufactured, for example, as extruded profiles or pultruded profiles made of fiber-filled plastics or an aluminum alloy, box-shaped or conical crash boxes in shell construction are used, which have a greater resistance to transverse forces or bending moments compared to the tubular crash boxes and thus have a greater buckling strength.

[0004] In tubular crash boxes, a nearly constant force absorption can be achieved by machining or separating the outer shell, as well as by turning the outer surface of the crash box from the inside out along its length. In box-shaped or conical crash boxes, force absorption occurs through the compression and expansion of the outer shell. Due to bulges and dents formed in a regular pattern within the shell, it folds during this process. Beads and / or pressure relief openings in the outer surface of the crash boxes reduce the component mass and facilitate the intended or uniform forming of the crash box. In this process, both the speed-dependent forming properties of the material and the joints must be considered, and the unintentional formation of cracks or breakage of the crash box must be prevented.

[0005] For example, in DE 10 2004 013 713 A1 a crash box is described in which the upper and lower walls of the crash box run continuously towards each other from a flange with which the crash box can be attached to a vehicle cross member until they meet the bumper cross member to which the crash box is also attached.

[0006] Furthermore, a box-shaped crash box is known from DE 100 14 469 A1, in which the upper and lower walls on the one hand and the side walls on the other hand are arranged parallel to each other over the entire longitudinal extent of the crash box.

[0007] DE 10 2005 053 778 A1 also describes a crash box in which the upper wall and the lower wall run towards each other over the entire longitudinal extent of the crash box.

[0008] Furthermore, crashbox arrangements are known from the generic DE 10 2008 045 515 A1, DE 10 2008 022 564 A1, DE 10 2007 051 815 A1.

[0009] While all known crash box designs achieve a satisfactory conversion of kinetic energy into heat or deformation energy following a collision involving a vehicle equipped with such a crash box, it has been shown that this can sometimes result in asymmetrical deformation of the crash box, particularly in the vertical direction, and in extreme cases, even tearing of the crash box walls. This is especially true when there is a height difference between the bumper and the vehicle's longitudinal frame rails.

[0010] It is therefore an object of the invention to further develop a crash box according to the preamble of claim 1 in such a way that asymmetrical deformations of the crash box, in particular in the vertical direction, and tearing of the crash box walls as a result of a collision of the motor vehicle are avoided, wherein preferably a height offset between the bumper on the one hand and the vehicle longitudinal member on the other hand can be realized by the crash box.

[0011] This problem is solved by a crash box for a bumper system of a motor vehicle with all the features of claim 1. Furthermore, this problem is solved by a bumper system of claim 14 and by a motor vehicle according to claim 15. Advantageous embodiments of the invention are found in the dependent claims.

[0012] The crash box according to the invention for a bumper system of a motor vehicle with an upper wall and a lower wall is characterized in that the crash box is divided in its longitudinal extent into a first longitudinal section and a second longitudinal section adjoining it, wherein in the first longitudinal section a longitudinal plane of the upper wall intersects a central longitudinal plane of the crash box at an angle Δ1 and a longitudinal plane of the lower wall intersects the central longitudinal plane of the crash box at an angle Δ2, wherein: -5° ≤ Δ1 ≤ 5° and -5° ≤ Δ1 ≤ 5° and wherein in the second longitudinal section a longitudinal plane of the upper wall intersects a longitudinal plane of the lower wall at an angle α.

[0013] The design of the crash box according to the invention now provides a crash box which, in the first longitudinal section, has a cross-sectional area that changes only negligibly along its entire length, and in the second longitudinal section, the cross-sectional area of ​​the crash box decreases continuously towards the end where the crash box is joined to a bumper crossmember due to the converging upper and lower walls. It has been shown that, in both high-speed crash tests and parking bumps at speeds below 16 km / h, the crash box exhibits very homogeneous deformation behavior, so that no asymmetrical deformations, particularly in the vertical direction, or even tearing of the crash box walls occurs.This makes the deformation of the crash box particularly predictable and controllable, thus giving greater consideration to safety aspects and significantly minimizing the risk of injury to persons involved in the collision due to the homogeneous deformation behavior. This advantage of the invention is particularly evident when the longitudinal planes of the upper and lower walls in the first longitudinal section of the crash box run parallel to each other and to the central longitudinal plane of the crash box, so that the angles Δ1 and Δ2 are zero. Within the scope of the invention, a crash box is understood to be an energy-absorbing deformation element, configured in a box-like or tubular shape, which is also known as an impact absorber.

[0014] In a first advantageous embodiment of the invention, it has proven advantageous that the length ratio LV of the length L1 of the first length section to the length L2 of the second length section is: LV = L1 : L2 and 1 / 3 ≤ LV ≤ 2, preferably 5 / 4 ≤ LV ≤ 7 / 4, and particularly LV = 3 / 2. This geometric design of the crash box according to the invention further improves the particularly homogeneous deformation of the crash box in the event of a collision. Specifically, the forces and energies during deformation are introduced into the crash box in such a way that the kinetic energy is absorbed very uniformly by the crash box, resulting in a very homogeneous deformation of the crash box.

[0015] It has proven particularly effective to set the angle α between the longitudinal planes of the upper and lower walls in the second longitudinal section of the crash box to 15° ≤ α ≤ 60°, especially 25° ≤ α ≤ 40°, preferably α = 30°. This configuration of the arrangement of the upper and lower walls relative to each other in the second longitudinal section also results in a particularly uniform absorption of kinetic energy and thus a particularly homogeneous deformation of the crash box in the event of a collision.

[0016] In a particularly advantageous embodiment of the invention, the angle Δ1 is equal to the angle Δ2 and a) the longitudinal plane of the lower wall in the first longitudinal section corresponds to the longitudinal plane of the lower wall in the second longitudinal section or b) the longitudinal plane of the upper wall in the first longitudinal section corresponds to the longitudinal plane of the upper wall in the second longitudinal section.

[0017] In case a), an angle β is formed between the longitudinal plane of the upper wall in the first length segment and the longitudinal plane of the upper wall in the second length segment, or in case b), between the longitudinal plane of the lower wall in the first length segment and the longitudinal plane of the lower wall in the second length segment, for which the following holds: α + β + Δ2 = 180° or α+β−Δ2=180°.

[0018] In the case where Δ1 = Δ2 = 0°, the two angles α and β form adjacent angles that add up to 180°. This specific embodiment of the invention allows for a height-offset arrangement of the bumper crossmember, or the bumper connected to the crash box, relative to the vehicle longitudinal member. In particular, this simplifies the mounting of the crash box to the vehicle or the vehicle crossmember, as the joining areas are especially accessible. However, these advantages of the invention are also present when both the angle Δ1 and the angle Δ2 are fixed in the range between -5° and 5°, particularly between -2° and 2°. Furthermore, in the case of asymmetrical load application to the bumper crossmember, the load is essentially dissipated and distributed uniformly by the crash box, so that deformation of the crash box also occurs essentially uniformly, especially in the longitudinal direction of the crash box.

[0019] The invention provides two side walls connecting the upper wall to the lower wall. Preferably, these side walls extend along the entire longitudinal extent of the crossbeam, i.e., parallel to each other in both the first and second longitudinal sections. However, it is also possible to design the side walls to converge in at least one of the two longitudinal sections. The connection of the upper and lower walls by means of the side walls creates a particularly stable crash box, which allows for more targeted and effective control of the force transmission into the crash box and its deformation in the event of a collision, thus further increasing the homogeneity of the crash box's deformation.

[0020] The top wall and / or the bottom wall and / or at least one of the side walls is provided with at least one predetermined deformation point. These predetermined deformation points serve to control the deformation of the crash box in the event of a collision. This further increases the homogeneity of the crash box's deformation in a collision. It has proven advantageous for the predetermined deformation points to be designed as transverse ribs. These ribs can be shaped differently. They can be concave, i.e., curved inwards, or convex, i.e., curved outwards. This also further improves the control of the crash box's deformation in a collision. Longitudinal ribs in the crash box primarily serve to set and ensure a defined force level and high energy absorption capacity in a frontal impact.

[0021] Advantageously, a transverse groove is provided in the upper wall of the first longitudinal section in the area adjacent to the second longitudinal section and / or in a side wall of the second longitudinal section in the area adjacent to the first longitudinal section.

[0022] According to another aspect of the invention, the crash box is formed from two half-shells joined together, preferably in the area of ​​the side walls. Such crash boxes formed from half-shells are particularly suitable when made from steel or aluminum sheeting. The production of crash boxes from two half-shells is already technically very efficient and integrated into existing processes, so this experience can also be used in the production of the crash box according to the invention.

[0023] On the other hand, it is also possible for the crash box to be designed as an extruded profile. This design is particularly suitable if the crash box is made of magnesium, aluminum, or an aluminum or magnesium alloy and is to be manufactured in a tubular shape. The production of such extruded profiles is also technically very sophisticated, allowing for the use of existing and well-established manufacturing processes.

[0024] Instead of a transverse rib, it is possible, particularly when using aluminum alloys, to form the intended deformation points in the form of a weld or other heat-affected zone. This makes it possible to reduce the number of mechanical processing or manufacturing steps.

[0025] To connect the crash box to the vehicle or its longitudinal frame member, a flange is located at the end of the first longitudinal section opposite the second. This flange can be easily joined to the vehicle or its longitudinal frame member, creating a secure and robust connection that will remain intact even in the event of a collision. It has proven effective to also provide a corresponding flange on the longitudinal frame member for mounting the crash box. Alternatively, the crash box can be inserted into the longitudinal frame member and then joined to it.

[0026] The arrangement of a connecting section on the upper wall, located at the end of the second longitudinal section opposite the first, serves the same purpose. This connecting section allows the crash box according to the invention to be easily joined to a bumper crossmember or a bumper, thus ensuring a secure and stable connection between the crash box and the bumper crossmember or bumper in the event of a collision.

[0027] The invention shall also provide independent protection for a bumper system for a motor vehicle with at least one previously described crash box, by which a height offset between the vehicle longitudinal member and the bumper cross member can be realized in a simple manner, as well as for a motor vehicle with such a bumper system.

[0028] Further objectives, advantages and application possibilities of the present invention will become apparent from the following description of several exemplary embodiments with reference to the figures.

[0029] They show: Fig. 1: A first embodiment of a crash box according to the invention in a side view, Fig. 2: the crash box according to Fig. 1 with attached sauce catcher crossbeam in a side view, Fig. 3: the crash box according to Fig. 2 in a top view, Fig. 4: the crash box according to Fig. 1 in a frontal view, Fig. 5: A second embodiment of a crash box according to the invention with a splash guard crossmember arranged thereon, in a side view, Fig. 6: A third embodiment of a crash box according to the invention with a splash guard crossmember arranged thereon, in a side view, Fig. 7: a fourth embodiment of a crash box according to the invention in a side view and Fig. 8: a fifth embodiment of a crash box according to the invention in a side view, Fig. 9: a sixth embodiment of a crash box according to the invention in a side view, Fig. 10: a seventh embodiment of a crash box according to the invention in a schematic side view and Fig. 11: an eighth embodiment of a crash box according to the invention in a schematic side view.

[0030] In Fig. Figure 1 shows a first embodiment of a crash box according to the invention in a side view. The crash box shown has an upper wall 1 which lies in a longitudinal plane 5 in a first longitudinal section 3 with length L1, while the upper wall 1 lies in a longitudinal plane 7 in a second longitudinal section 4 with length L2. The longitudinal plane 7 of the second longitudinal section 4 intersects the longitudinal plane 5 of the first longitudinal section 3 at an angle β. Furthermore, the crash box has a lower wall 2 which runs in a longitudinal plane 6 in the first longitudinal section L1 of the crash box and in a longitudinal plane 8 in the second longitudinal section 4 of the crash box. In the present embodiment of the Fig. In this case, the two longitudinal planes 6 and 8 are identical. The longitudinal planes 6 and 8 of the lower wall 2 intersect the longitudinal plane 7 of the upper wall 1 in the second longitudinal segment 4 at an angle α. As can be seen from the Fig. As can be seen from Figure 1, the angles α and β form adjacent angles which add up to 180°.

[0031] The arrangement of the longitudinal planes 5 to 8 and the angles α and β are only relevant in the Fig. 1 shown, but can also be applied analogously to the Fig. 2 and 5 to 8 are transferred. The representation of the longitudinal planes 5 to 8 and the angles α and β in the Fig. However, numbers 2 and 5 to 8 have been omitted for the sake of clarity.

[0032] The exemplary embodiment of the Fig. 1 is also still in the Fig. 2 to 4 in other views as well as with bumper cross member 18 arranged thereon, so that in particular a height offset H between bumper cross member 18 and the longitudinal plane 5 of the upper wall 1 in the first longitudinal section 3 of the crash box.

[0033] The crash box of the exemplary embodiment of the Fig. Parts 1 to 4 are formed from an upper half-shell 13 and a lower half-shell 14, which are joined together in a joint area 17. The half-shells 13 and 14 are made of steel or aluminum sheet, respectively, and are joined together in the joint area 17, for example, by welding.

[0034] The two half-shells 13 and 14 also form side walls 9 and 10, which connect the upper wall 1 to the lower wall 2. This gives the crash box a closed cross-section profile, which in this case is essentially rectangular. In the exemplary embodiment of the Fig. In sections 1 to 4, the length ratio LV of the length L1 of the first section 3 of the crash box to the length L2 of the second section 4 of the crash box is 3:2. This geometric design achieves a particularly homogeneous deformation behavior of the crash box in the event of a collision. The upper wall 1 and the lower wall 2 are spaced apart such that the angle α is approximately 30°. Because the angles α and β are adjacent angles in this embodiment, the value of the angle β is therefore approximately 150°. The choice of these angle values ​​also aims to achieve the most homogeneous deformation possible of the crash box in the event of a collision.

[0035] To ensure that a targeted and controllable, and as homogeneous as possible, deformation occurs in the event of a collision, predetermined deformation points in the form of transverse ribs 12 are arranged in the walls 1, 2, 9 and 10 of the crash box. In this embodiment, the Fig. In the first longitudinal section 3 of the upper wall 1, a transverse rib 12 is arranged immediately adjacent to the second longitudinal section 4 of the crash box. This rib is concave, extending into the interior of the crash box. Furthermore, the upper wall 1 in longitudinal section 3 is also provided with a longitudinal rib 11, which, unlike the previously described transverse rib 12, is convex and serves to homogenize the force level during deformation of the crash box in the event of a crash. Additionally, the side walls 9 and 10 in the area of ​​the upper half-shell 13 in the first longitudinal section 3 also have convex longitudinal ribs 11. This convex shape of these longitudinal ribs 11 is particularly important for the Fig. 3 and Fig. 4 can be seen.

[0036] In the second longitudinal section 4 of the crash box, transverse ribs 12 are also provided to control deformation in the event of a collision, both in the lower half-shell 14 and in the upper half-shell 13. These transverse ribs 12 in the second longitudinal section 4 are also concave, as is particularly evident from the Fig. 3 can be seen.

[0037] To enable the crash box according to the invention to be arranged on a motor vehicle or on a motor vehicle crossmember, a flange 15 is provided, which is attached to the end of the first longitudinal section 3 of the crash box opposite the second longitudinal section 4. By means of this flange 15, the crash box can be connected to a vehicle or a vehicle longitudinal member, whereby the connection between the crash box and the motor vehicle or vehicle crossmember remains intact even in the event of a crash.

[0038] In the Fig. Figure 5 shows a further embodiment of a crash box formed from two half-shells 13 and 14. As can be seen from this, the geometric structure of this embodiment essentially corresponds to that of the Fig. 1 to 4. However, in this embodiment, the formation of longitudinal ribs in the top wall 1 and the side walls 9 and 10 in the first longitudinal section L3 has been omitted. Deformation control aids are formed solely in the form of transverse ribs 12 in the side walls 9 and 10, which in this embodiment are also concave. The two half-shells 13 and 14 are again joined together in a joint area 17, for example by a welding process. The length ratio LV of the length L1 of the first longitudinal section 3 to the length L2 of the second longitudinal section 4 corresponds, as in the embodiment of the Fig. 1 to 4 in approximately the ratio 3:2.

[0039] Another embodiment of a crash box according to the invention, formed from two half-shells 13 and 14, is shown in Fig. Figure 6 shows that the geometric relationships of the length segments 3 and 4, as well as the arrangement of the upper wall 1 and the lower wall 2, essentially correspond to those of the exemplary embodiments of the Fig. 1 to 5. In contrast, no transverse bead is arranged in the first longitudinal section 3, and the longitudinal bead 11 arranged in the upper wall 1 in the first longitudinal section 3 is concave, just like the longitudinal beads 11 arranged in the side walls 9 and 10. Instead of the transverse beads, an opening can also be formed in the transition area of ​​the side walls 9 and 10 and the upper wall 1.

[0040] The examples in the Fig. The crash boxes shown in Figures 1 to 6 are essentially made of steel or aluminum sheets, which are formed into the corresponding half-shells 13 and 14 and joined together in the joining area 17.

[0041] In contrast, the Fig. 7 and Fig. 8 crash boxes now manufactured from extruded aluminum or magnesium profiles. Here too, the geometric relationships with regard to the lengths L1 and L2 of the length sections 3 and 4, as well as the arrangement of the upper wall 1 to the lower wall 2, essentially correspond to that of the exemplary embodiments of the Fig. 1 to 6. In both embodiments, a transverse rib 12 is located in the upper wall 1 of the first longitudinal section 3 directly or immediately adjacent to the second longitudinal section 4. This prevents "block formation" at mid-length in the event of a crash, and thus avoids an asymmetrical or impulsive load transfer into the vehicle's longitudinal member. While the embodiment of Fig. 7, in the first longitudinal section 3, the upper wall 1 and the side walls 9 and 10 now have convex longitudinal ribs 11 and a concave transverse rib 12, in the exemplary embodiment of the Fig. 8 longitudinal ribs are omitted. However, both embodiments have concave transverse ribs 12 in the second longitudinal section 4 of the side walls 9 and 10.

[0042] In the exemplary embodiment of the Fig. Figure 8 shows a flat connection section 16 in the upper wall 1 in the second longitudinal section, to which a bumper cross member 18 is arranged by means of a joining element 19. The joining can be carried out by means of a welding process, so that the joining element 19 can be a weld seam or a weld spot.

[0043] If the crash box is made of aluminium or magnesium, soft zones introduced by heat treatment or welds can be used as predetermined deformation points instead of transverse ribs.

[0044] In Fig. Figure 9 shows a crash box designed as a plug-in component that can be inserted into a vehicle longitudinal member 24. Connecting elements 21 and 22 are provided on a plug-in section 23 of the crash box for joining or fastening the crash box and the vehicle longitudinal member.

[0045] In the Fig. 10 and Fig. Figure 11 now schematically illustrates crash boxes according to the invention, in which the longitudinal planes 5 and 6 of the upper wall 1 and the lower wall 2 do not run parallel to each other in the first longitudinal section 3. This particularly clarifies the arrangement of the individual angles of intersection α, β, Δ1 and Δ2 relative to each other, since in the exemplary embodiments of the Fig. 1 to 9 where the angles Δ1 and Δ2 are equal to zero.

[0046] In this exemplary embodiment, the Fig. 10 The upper wall 1 and the lower wall 2 of the first length segment 3 converge towards each other in the direction of the second length segment 4. Therefore, Δ1=Δ2: α+β-Δ2=180.

[0047] In the exemplary embodiment of the Fig. 11. The upper wall 1 and the lower wall 2 of the first length segment 3 diverge in the direction of the second length segment 4. Therefore, Δ1 = Δ2: α + β + Δ2 = 180. To better illustrate the angles Δ1 and Δ2, see in Fig.Figure 11 shows two additional auxiliary planes 20' and 20" which run parallel to a central longitudinal plane 20 of the crash box, thus introducing an asymmetrical or impulse-like load into the vehicle's longitudinal member. Reference symbol list 1 Upper wall 2 Lower wall 3 first length section 4 second length section 5 Longitudinal plane 6 Longitudinal plane 7 Longitudinal plane 8 Longitudinal plane 9 side wall 10 side wall 11 Longitudinal rib 12 transverse grooves 13 Half-shell 14 half-shell 15 flange 16 Connection section 17 Joining area 18 bumper crossmembers 19 Joining element 20 Central longitudinal plane 20' Auxiliary level 20" auxiliary plane 21 Connecting element 22 Connecting element 23 Insertion section 24 vehicle longitudinal beams α angle β angle Δ1 angle Δ2 angle L1 Length of the first length segment L2 Length of the second length segment LV length ratio L1 / L2

Claims

[1] Crash box for a bumper system of a motor vehicle with an upper wall (1), a bottom wall (2) and two side walls (9, 10) and a bumper crossmember (18) arranged on the crash box wherein the crashbox is divided in its longitudinal extent into a first longitudinal section (3) and a subsequent second longitudinal section (4), wherein in the first longitudinal section (3) a longitudinal plane (5) of the upper wall (1) intersects a central longitudinal plane (20) of the crashbox at an angle Δ1 and a longitudinal plane (6) of the lower wall (2) intersects the central longitudinal plane (20) of the crashbox at an angle Δ2, where: -5° ≤ Δ1 ≤ 5° and -5° ≤ Δ2 ≤ 5° and wherein in the second longitudinal section (4) a longitudinal plane (7) of the upper wall (1) intersects a longitudinal plane (8) of the lower wall (2) at an angle α, characterized by , that the upper wall (1) and / or the lower wall (2) and / or at least one of the side walls (9, 10) is provided with at least one predetermined deformation point in the form of a transverse rib (12). [2] Crashbox according to claim 1, characterized by , that for a length ratio (LV) of the length (L1) of the first length segment (3) to the length (L2) of the second length segment (4) the following holds: LV=L1 / L2 and 1 / 3 ≤ LV ≤ 2. [3] Crashbox according to claim 1 or 2, characterized by , that for the angle α the following holds: 15°≤α≤60°. [4] Crashbox according to any one of the preceding claims, characterized by , that Δ1 = Δ2 and either the longitudinal plane (6) of the lower wall (2) in the first longitudinal section (3) corresponds to the longitudinal plane (8) of the lower wall (2) in the second longitudinal section (4) or the longitudinal plane (5) of the upper wall (1) in the first length segment (3) corresponds to the longitudinal plane (7) of the upper wall (1) in the second length segment (4), such that either an angle β is formed between the longitudinal plane (5) of the upper wall (1) in the first length segment (3) and the longitudinal plane (7) of the upper wall (1) in the second length segment (4) or between the longitudinal plane (6) of the lower wall (2) in the first length segment (3) and the longitudinal plane (8) of the lower wall (2) in the second length segment (4), where: α+β+Δ2=180° or α+β-Δ2=180°. [5] Crashbox according to any one of the preceding claims, characterized by , that two side walls (9, 10) connecting the upper wall (1) with the lower wall (2) are provided. [6] Crashbox according to claim 5, characterized by , that the upper wall (1) and / or the lower wall (2) and / or at least one of the side walls (9, 10) is provided with at least one longitudinal bead and / or a weld or another heat-affected zone. [7] Crashbox according to claim 5 or 6, characterized by , that a transverse groove (12) is provided in the upper wall (1) of the first longitudinal section (3) in the area adjacent to the second longitudinal section (4) and / or in a side wall (9, 10) of the second longitudinal section (4) in the area adjacent to the first longitudinal section (3). [8] Crashbox according to one of claims 5 to 7, characterized by , that it is formed from two half-shells (13, 14) which are joined together, preferably in the area of ​​the side walls (9, 10). [9] Crashbox according to one of claims 5 to 7, characterized by , that it is formed from a U-shaped or O-shaped bent sheet metal, the ends of which are joined together. [10] Crashbox according to one of claims 5 to 7, characterized by that it is designed as an extrusion profile. [11] Crashbox according to any one of the preceding claims, characterized by that it is made of steel, magnesium, aluminum or an aluminum alloy. [12] Crashbox according to any one of the preceding claims, characterized by , that a flange (15) is arranged at the end of the first length section (3) opposite the second length section (4). [13] Crashbox according to any one of the preceding claims, characterized by , that at the end of the second length section (4) opposite the first length section (3) a connection section (16) is arranged on the upper wall (1). [14] Bumper system for a motor vehicle with at least one crash box according to one of the preceding claims. [15] Motor vehicle with a bumper system according to claim 14.

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