Bumper arrangement with end extension

Abstract

Bumper assembly (1) which is coupled to a motor vehicle via crash boxes (7), comprising a main cross member (2) and an auxiliary cross member (3) located below or above it in the motor vehicle vertical direction (Z), wherein the main cross member (2) and the auxiliary cross member (3) are connected to each other in their end region (5), characterized in that a connecting part (6) is designed as an extruded extrusion profile which extends lengthwise in the motor vehicle transverse direction (Y) as an extension of the main cross member (2) and / or auxiliary cross member (3) and is arranged lengthwise in the motor vehicle vertical direction (Z) over at least one bend (10), wherein the connecting part (6) is designed as a single-chamber hollow profile, at least in the bent region.the bend (10) and / or the connecting part (6) is inserted or attached laterally, at least in sections along its length, into the main crossbeam (2) and / or into the auxiliary crossbeam (3).

Description

[0001] The present invention relates to a bumper arrangement according to the features in the preamble of claim 1.

[0002] It is known from the prior art that motor vehicles have bumper arrangements at the front and / or rear. In the event of a vehicle crash, a rear-end collision, or an impact with an object, such a bumper arrangement fulfills two functions. Firstly, a crossmember is present. The crossmember possesses sufficient rigidity to prevent an object or vehicle from penetrating too far into the front or rear area. Thus, a potential point impact, for example with a pole, is distributed by the crossmember over a large portion of the vehicle's width.

[0003] A second function fulfilled by a bumper assembly is the conversion of crash energy into deformation work, thereby reducing the impact energy. For this purpose, a crossmember is coupled to the vehicle via crash boxes. These crash boxes are positioned, relative to the vehicle's transverse direction, between a central and an end section of the crossmember, thus occupying between one-third and one-quarter of the vehicle's width, with their length located in the outer section of the crossmember. The crash boxes are then typically coupled to longitudinal members of the vehicle. In the event of a collision, the crash boxes fold, for example, accordion-like, thereby converting crash energy into deformation work.

[0004] Generic bumper arrangements are known from DE 20 2021 103 263 U1 and DE 10 2017 124 590 A1.

[0005] The object of the present invention is to provide a bumper arrangement that can be individually adapted to different vehicle types and at the same time meets current crash requirements, in particular the MPDB test.

[0006] The aforementioned problem is solved according to the invention with a bumper arrangement which is coupled to a motor vehicle via crash boxes, having the features in claim 1.

[0007] Advantageous further developments of the present invention are the subject of the dependent claims.

[0008] The bumper assembly is coupled to a crash box on a motor vehicle. It comprises a main crossmember and an auxiliary crossmember arranged vertically above or below it in the direction of the motor vehicle. The main crossmember and the auxiliary crossmember are connected to each other at their respective ends. According to the invention, both the main crossmember and the auxiliary crossmember can be supported by crash boxes on the motor vehicle. The main crossmember and the auxiliary crossmember can also be jointly supported by crash boxes on the motor vehicle. Furthermore, the main crossmember and the auxiliary crossmember can be coupled to each other by vertical struts.

[0009] According to the invention, the bumper assembly is now characterized by a connecting element formed as an extruded profile. This extruded profile extends lengthwise in the transverse direction of the vehicle, as an extension of the main crossmember and / or auxiliary crossmember. Thus, the connecting element can extend the main crossmember, the auxiliary crossmember, or only the main crossmember or only the auxiliary crossmember in the transverse direction of the vehicle. The connecting element can also itself be curved or located at a curved end of the main crossmember or auxiliary crossmember, so that it also extends a portion in the longitudinal direction of the vehicle. However, the primary orientation for this longitudinal section is in the transverse direction of the vehicle.

[0010] According to the invention, the respective connecting part is furthermore formed in one piece and of a single material as an extruded component. Through a bending operation, the connecting part thus extends lengthwise in the vehicle vertical direction and thereby connects the main crossbeam and auxiliary crossbeam in the vehicle vertical direction in the end region.

[0011] The arrangement of the connecting element according to the invention makes it possible to individually adjust the overall width of the bumper assembly by selecting the appropriate length of the connecting element. The same main cross members and auxiliary cross members can thus be made wider or narrower in absolute terms by using different connecting elements. The bumper assembly can therefore be adapted for different vehicle models.

[0012] The vertically oriented section, located primarily in front of a wheel behind it in the longitudinal direction of the vehicle, allows for the generation of an additional load path in an offset or MPDB crash. This vertically oriented section of the connecting element impacts the wheel behind it and bears against it. In a higher-intensity crash, the wheel is pressed against a sill located behind it in the longitudinal direction of the vehicle, thus creating an additional load path not only through the vehicle's original longitudinal member but also via the wheel and / or the sill. This effectively protects the passenger compartment from deformation and intrusion.

[0013] Furthermore, it has proven to be particularly easy from a manufacturing perspective, since the width can be individually determined by individually adapting the connecting part as an extrusion component, which is subsequently reshaped, and the height offset of the main crossbeam and auxiliary crossbeam can also be individually determined; this can each be set with a correspondingly simple bending operation of the connecting part.

[0014] The connecting element itself is designed as a single-chamber hollow profile. It can also be designed as a two-chamber hollow profile or even a multi-chamber hollow profile in sections. In particular, it has proven advantageous to first extrude the connecting element as a two-chamber hollow profile and then cut out pairs of mirror-symmetrical sections from a longitudinal segment of the extruded profile. Thus, the two-chamber hollow profile section can be designed as an extension of the larger cross-section of the bumper, for example, the main crossmember, and then the vertical section can follow bent from it, followed by a section of the auxiliary crossmember bent outwards. Overall, the connecting element would then have a U-shape in front view. One opening of the U is always directed towards the center of the vehicle. A valley of the U is directed towards the outside of the vehicle, towards the bumper assembly in the front view.

[0015] In particular, the lateral extension of a connecting part in the transverse direction of the motor vehicle of the main crossbeam and / or auxiliary crossbeam is at least 5%, in particular more than 10% of the length of the main crossbeam and / or auxiliary crossbeam.

[0016] However, the lateral extension should not exceed 50%, in particular more than 35%, and preferably 25% of the length of the main crossmember and / or auxiliary crossmember. Thus, up to one quarter of the total length in the transverse direction of the vehicle, measured by the connecting elements, can be accounted for by the lateral extension on each side of the bumper assembly.

[0017] To enable particularly cost-effective manufacturing and assembly of the bumper arrangement according to the invention, it has proven advantageous if the connecting element is attached to and / or inserted into the main cross member and / or the auxiliary cross member. For this purpose, the main cross member and / or the auxiliary cross member themselves are preferably designed as hollow chamber profiles. These can, for example, also be designed as sheet metal forming components or as lifting profiles with a closing plate. However, the main cross member and the auxiliary cross member can themselves be manufactured as extruded components. The connecting element is then inserted into the main cross member section by section. Furthermore, the connecting element is preferably attached to the auxiliary cross member. An inverse arrangement is also possible.

[0018] In the case of an extruded component with multiple hollow chambers and a partition wall dividing the chambers (multi-chamber hollow profile), the connecting element can be inserted by cutting away or slotting the partition wall or inner walls along the insertion length. Alternatively, the same can apply to the connecting element itself if it is designed to be mounted on one of the cross members and has inner walls between several hollow chambers.

[0019] To ensure high bending stiffness in the event of an accident, the length of the attachment or insertion section must be more than 2%, and in particular more than 4%, of the length of the main crossbeam and / or auxiliary crossbeam.

[0020] It has also proven particularly advantageous to provide additional coupling, for example, by means of a material-to-material joining. The additional coupling is particularly preferably provided at the front of the bumper assembly. Here, it has again proven advantageous to create a tension belt at the front in the event of various crash scenarios. The bumper assembly according to the invention is highly rigid. Alternatively or additionally, a coupling, for example, by riveting, can also be used.

[0021] Furthermore, it is advantageous for the connecting element to curve away from the outer end of the bumper assembly and extend further rearward in the longitudinal direction of the vehicle towards a wheel located behind it. Particularly preferred is a flattened rear side of the connecting element facing the wheel, especially the vertical section. This flattening prevents an edge from impacting the tire rubber upon contact with the wheel, especially when the connecting element is curved, which could cause the tire to burst or crack.

[0022] In an advantageous design variant, the main cross member and the auxiliary cross member can also be formed integrally and from the same material. For example, this can initially be produced using an extruded component. A flange connecting the main cross member and the auxiliary cross member, formed integrally and from the same material, is then cut out at least in lengthwise sections in the later installation position in the transverse direction of the vehicle, so that vertical connecting struts are present, but the main cross member and the auxiliary cross member are formed integrally and from the same material.

[0023] Furthermore, the connecting element itself is particularly preferably equipped with a rectangular, and in particular square, profile cross-section. The total bending radius between the horizontal and vertical longitudinal sections then preferably corresponds to 1 to 5 times, and in particular 1.5 to 3 times, the height of the chamber or chamber of the connecting element. This reliably prevents buckling or kinking during the bending process of the connecting element. In the event of a crash, the connecting element thus possesses a rigid geometry without the risk of uncontrolled buckling.

[0024] The connecting element is preferably bent twice by approximately 90° each time. The vertical section has proven particularly advantageous in this regard. This vertical section is larger, so that in the event of a crash, the contact area with a wheel behind it is correspondingly large. However, the connecting element can also be U- or V-shaped, i.e., bent by 180°, to connect the main crossbeam and the auxiliary crossbeam. This is especially true with a smaller overall bending radius, as described above. Further advantages, features, properties, and aspects of the invention are described below. The figures show exemplary embodiments to illustrate the concept of the invention. These show: Fig. 1 a bumper arrangement according to the invention, Fig. 2a a front view of a bumper arrangement according to the invention, Fig. 2b -d Cross-sectional views along the section lines BB, CC, DD of Fig. 2a, Fig. 3 a top view of a bumper arrangement according to the invention, Fig. 4a - b Variations to Fig. 2, Fig. 5a - b Variations to Fig. 2. Fig. 6 Exemplary embodiment of a connecting part for the bumper arrangement according to the invention.

[0025] In the figures, the same reference symbols are used for identical or similar components, even if a repeated description is omitted for the sake of simplicity.

[0026] Fig. Figure 1 shows a bumper arrangement 1 according to the invention, comprising a main crossmember 2 arranged above and an auxiliary crossmember 3 arranged below it in the vertical direction Z of the vehicle. The main crossmember 2 and the auxiliary crossmember 3 are connected to each other via vertical struts 4. In their respective end regions 5, the main crossmember 2 and the auxiliary crossmember 3 are coupled to each other via a connecting element 6. The main crossmember 2 is further secured to a vehicle (not shown in detail) or to longitudinal members of the vehicle via crash boxes 7. The respective connecting element 6 connects the main crossmember 2 and the auxiliary crossmember 3 in the vertical direction of the vehicle. The connecting element 6 also extends the main crossmember 2 and the auxiliary crossmember 3 in the transverse direction Y of the vehicle, so that their end regions 5 again project laterally beyond the crash boxes 7.In particular, a vertical section, which runs in the vehicle vertical direction, is arranged in the vehicle longitudinal direction X in front of a wheel 11 which is not shown in detail.

[0027] Fig. Figure 2a shows a front view of a bumper assembly 1 according to the invention. The upper main crossmember 2 is significantly larger, particularly in the vehicle vertical direction Z, than the auxiliary crossmember 3 arranged below it. The main crossmember 2 and the auxiliary crossmember 3 are connected to each other by additional vertical struts 4. An upper part of the connecting element 6 is inserted laterally into the end region 5 of the main crossmember 2. Thus, the main crossmember 2 is extended in the vehicle transverse direction Y. The connecting element 6 is then fixed in position in the main crossmember 2 by means of, for example, two weld holes 9. The connecting element 6 has two bends 10, each with a bending radius R, and is formed in one piece and from a single material.The connecting part 6 then extends in a vertical section 8 in the vehicle's vertical direction and in a lower section again in the vehicle's transverse direction Y, and is attached to the lower auxiliary crossbeam 3, in particular to an end section 5 of the lower auxiliary crossbeam 3. An additional material-fit coupling can also take place here.

[0028] The cross-sections or outer contours of the connecting part 6, which match the main cross member 2 and the auxiliary cross member 3, are advantageous for load transfer and stability, but are not mandatory. Instead, a purely material-fit connection or an additional force-fit connection can be formed with one or both of the main cross member 2 and / or the auxiliary cross member 3.

[0029] Fig. Figures 2b - d show different cross-sectional views along the section lines BB, CC, DD of Fig. 2a. According to Fig. 2b, the connecting part 6 is designed as a double-chamber hollow profile in an upper area and as a single-chamber hollow profile in a lower area. According to the section line of Fig. 2c, the connecting part 6 is inserted into the main crossbeam 2; preferably, the outer cross-sectional profile of the connecting part 6, in particular the two-chamber hollow profile, corresponds substantially to the inner cross-sectional profile of the main crossbeam 2 in the end region 5. Furthermore, the connecting part 6 is attached to the auxiliary crossbeam 3 in its lower region. Here, the inner cross-sectional profile of the connecting part 6 corresponds to the outer cross-sectional profile of the auxiliary crossbeam 3.

[0030] Fig. Figure 2d shows main crossbeam 2 and auxiliary crossbeam 3 along the section line DD of Fig. 2a. The main cross member 2 can have a downwardly projecting flange 17. This can serve in particular as an additional fastening option, for example, for the vertical struts 4, provided that the flange 17 is not formed as a single piece and made of the same material as the auxiliary cross member 3. The main cross member 2 and the auxiliary cross member 3 are arranged in the longitudinal direction X of the vehicle according to Fig. 2d are arranged essentially at the same height. The main cross members 2 and the auxiliary cross members 3 can also be offset in the longitudinal direction X of the vehicle.

[0031] Fig. Figure 3 shows a top view of a bumper assembly 1 according to the invention. The main crossmember 2 has a curvature about the vehicle's vertical direction. The connecting elements 6 thus extend the crossmember or the bumper assembly 1 not only in the vehicle's vertical direction. Rather, the connecting elements 6 are also curved or bent in the vehicle's longitudinal direction X. The connecting elements 6 are thus oriented towards a wheel 11 located behind it in the vehicle's longitudinal direction X. In the event of a frontal crash, the connecting element 6 is thus pressed towards the wheel 11, comes into contact with it, and provides an additional load path in a crash. For this purpose, a rear surface 12 of the connecting element 6 in front of the wheel 11 can be flattened, as shown here, and / or widened. Thus, no corner or sharp edge penetrates the wheel 11.The length 13 with which the connecting part 6 projects laterally beyond the main crossbeam 2 is preferably greater than 5% of the length 14 of the main crossbeam 2. Furthermore, the length 15 with which the connecting part 6 is inserted into the main crossbeam 2 is in particular greater than 2% of the length 14 of the main crossbeam 2.

[0032] Fig. 4a and Fig. 4b show variations of Fig. 2. Here, the main crossbeam 2 is extended laterally by the connecting piece 6. However, the auxiliary crossbeam 3 is not extended laterally by the connecting piece 6. The auxiliary crossbeam 3 extends completely ( Fig. 4a) or nearly ( Fig. 4b) across the entire width or length of the bumper assembly 1. According to the design variant of Fig. 4a The vertical part of the connecting part 6 rests on the auxiliary crossbeam 3 and is coupled to it from above. According to the embodiment variant of Fig. 4b The vertical part of the connecting element 6 overlaps the auxiliary crossbeam 3 and is coupled to it at its end. In this case, however, the auxiliary crossbeam 3 is not laterally extended by the connecting element 6.

[0033] Fig. 5a and Fig. Figure 5b shows a variation. Here, the main crossbeam 2, with its downwardly projecting flange 17, is extended laterally by the connecting part 6. In this case, the connecting part 6 is coupled to the flange 17, in particular by welding or bolting. A lower part of the connecting part 6 is laterally attached to the auxiliary crossbeam 3. In the case of the embodiment variant of Fig. 5a is thus also extended by the connecting part 6, oriented in the transverse direction Y of the motor vehicle. In the case of Fig. 5b is also the connecting part 6 with the downwardly projecting flange 17 of the main crossbeam 2. The auxiliary crossbeam 3, however, extends over the entire width or length 16 in the transverse direction Y of the bumper assembly 1. This can be seen in Fig. 5a. To reiterate, the height H2 in the area of ​​the main crossbeam 2 is greater, or twice as high, compared to the height H3 of the connecting part 6 in the area of ​​the auxiliary crossbeam 3. For example, the connecting part 6 can thus be manufactured as a double-chamber hollow profile by extrusion. After extrusion and before bending, one chamber in the area of ​​the lower height H3 is machined using a cutting process. In particular, two connecting parts 6 can thus be manufactured simultaneously as double-chamber hollow profiles and separated by a cutting process.

[0034] Fig.Figure 6 shows a connecting element 6 in perspective view. The connecting element 6 is designed as a two-chamber hollow profile. A connecting web 20 is formed between an upper chamber 18 and a lower chamber 19. The connecting web 20 can then be cut out in sections along its length, so that the vertical part and the extension of the auxiliary crossbeam 21 directed in the transverse direction Y of the vehicle are each designed as a single-chamber hollow profile. The connecting web is still partially present, but can also be completely cut away. In particular, this design variant offers the advantage of inserting the upper part into the main crossbeam 2 and placing the lower part onto the auxiliary crossbeam 3. Reference symbol: 1 Bumper arrangement 2 main crossbeams 3 auxiliary crossbeams 4 vertical struts 5 End area 6 Connecting part 7 Crashbox 8 vertical part 9-hole welding 10 bend 11 wheels 12 Back 13 lengths of 6 14 length to 2 15 Length (insert) 16 lengths to 1 17 Flange 18 upper chamber 19 lower chamber 20 Connecting bridge 21 Extension of the auxiliary crossbeam H2 height to 6 in area 2 H3 height to 6 in area 3 R bending radius X Motor vehicle longitudinal direction Y Motor vehicle transverse direction Z Motor vehicle vertical direction

Claims

[1] Bumper arrangement (1) which is coupled to a motor vehicle via crash boxes (7), comprising a main cross member (2) and an auxiliary cross member (3) located below or above it in the vertical direction (Z) of the motor vehicle, wherein the main cross member (2) and the auxiliary cross member (3) are connected to one another in their end region (5), characterized byin that a connecting part (6) is designed as an extruded profile which extends in lengthwise sections in the transverse direction (Y) of the vehicle as an extension of the main cross member (2) and / or the auxiliary cross member (3) and is arranged in lengthwise sections oriented in the vertical direction (Z) of the vehicle over at least one bend (10), wherein the connecting part (6) is designed as a single-chamber hollow profile, at least in the bent region or the bend (10) and / or the connecting part (6) is laterally inserted or plugged into the main cross member (2) and / or the auxiliary cross member (3) at least in lengthwise sections. [2] Bumper arrangement (1) according to claim 1, characterized by that the connecting part (6) is formed in one piece and from the same material. [3] Bumper arrangement (1) according to one of the preceding claims, characterized by that the connecting part (6) is designed as a two-chamber hollow profile in length sections. [4] Bumper arrangement (1) according to one of the preceding claims, characterized by that the connecting part (6) extends the main cross member (2) and the auxiliary cross member (3) in the vehicle transverse direction Y. [5] Bumper arrangement (1) according to one of the preceding claims, characterized by that the lateral extension in the transverse direction Y of the motor vehicle of the main cross member (2) and / or the auxiliary cross member (3) corresponds to at least 5% of the length (14) of the main cross member (2) and / or the auxiliary cross member (3). [6] Bumper arrangement (1) according to one of the preceding claims, characterized by that the main cross member (2) and / or auxiliary cross member (3) are designed as a hollow chamber profile in cross section. [7] Bumper arrangement (1) according to one of the preceding claims, characterized bythat the connecting part (6) is laterally inserted or plugged into the main cross member (2) and / or the auxiliary cross member (3) at least in lengthwise sections by more than 2% of the length of the main cross member (2) and / or the auxiliary cross member (3). [8] Bumper arrangement (1) according to one of the preceding claims, characterized by that the connecting part (6) is additionally coupled to the main cross member (2) and / or auxiliary cross member (3). [9] Bumper arrangement (1) according to one of the preceding claims, characterized by that the connecting part (6) is bent towards a wheel (11) arranged behind the bumper arrangement (1). [10] Bumper arrangement (1) according to one of the preceding claims, characterized by that a rear side (12) of the connecting part (6) directed towards a wheel (11) is flattened and / or widened. [11] Bumper arrangement (1) according to one of the preceding claims, characterized bythat a bending radius corresponds to 1 to 5 times the height of the chamber of the connecting part (6). [13] Bumper arrangement (1) according to one of the preceding claims, characterized by that the main cross member (2) and the auxiliary cross member (3) are formed in one piece and made of the same material.

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