Crossmember for a bumper system of a motor vehicle, bumper system with such a crossmember, and motor vehicle with such a bumper system

Abstract

The invention relates to a cross member (125) for a bumper system (115) of a motor vehicle (100), which is formed in two parts from a profile (205) made of fiber-reinforced plastic that is open on one side in cross-section and from a closing plate (210) that closes the profile (205), wherein means (215) for locally damaging the profile (205) are provided on both sides of a central axis (200) of the cross member (125), which are arranged and configured relative to the profile (205) and spaced apart from the central axis (200) in such a way that they come into contact with the profile (205) in the event of a frontal collision with lateral overlap and locally damage the profile (205) and remain free of contact points with the profile (205) in the event of a frontal collision on a central longitudinal section (220) of the cross member (125) lying on the central axis (200). Furthermore, the invention relates to a bumper system (115) for a motor vehicle (100) and a motor vehicle (100).

Description

[0001] The invention relates to a cross member for a bumper system of a motor vehicle. Furthermore, the invention relates to a bumper system for a motor vehicle. Furthermore, the invention relates to a motor vehicle with at least one such bumper system. The bumper system can advantageously be used on the front side or front end of the motor vehicle.

[0002] In general, vehicles are known to incorporate various structures designed to improve vehicle behavior in different types of collisions or impacts. The behavior of a vehicle and its various structures, assemblies, and components in a collision can be evaluated using a wide variety of simulations and tests. Bumper systems, in particular, are known as impact-damaging devices that absorb and dissipate impact energy in the event of an impact in such a way that the underlying vehicle support structure remains as undamaged as possible. A bumper system, also called a crash management system (CMS for short), comprises a cross member, usually two deformation boxes, and optional longitudinal members for connection to the vehicle structure.The energy resulting from an impact is absorbed by the cross member, transmitted, and absorbed by the deformation boxes. In other words, the cross member primarily serves to transmit force to the deformation boxes, where the energy can be absorbed. It is conceivable that the vehicle could include additional load distribution frames or similar structures to dissipate forces.

[0003] As part of a full-vehicle test, one of the tests performed is an analysis of an MPDB (Mobile Offset Progressive Deformable Barrier). This involves driving a test vehicle into a mobile, progressive, deformable obstacle, also known as a barrier, mounted on an oncoming 1400 kg car. The test simulates a frontal collision between the test vehicle and a typical mid-size family car. Among other things, the analysis of a barrier imprint after the impact allows for assessing the risk of head, neck, chest, and abdominal injuries to vehicle occupants. In the MPDB frontal crash load case, achieving the most homogeneous barrier imprint possible is crucial for the vehicle's classification, particularly for an NCAP rating.Due to the sweep of the vehicles and the resulting installation space situation, it is desirable to achieve a uniform force-displacement curve across the entire vehicle width.

[0004] DE 10 2018 221 371 A1 relates to a bumper for a motor vehicle. The bumper comprises a support main body made of a fiber-reinforced plastic and has a front surface opposite a surface to be attached to the vehicle. The front surface is curved outward, and the support main body has a C-shaped section that opens outward toward the front surface. Web sections are formed on both sides of the support main body, each of the web sections having an opening on a rear surface of the support main body.

[0005] Furthermore, the so-called "pile center" load case is analyzed as part of the complete vehicle testing. This test is conducted to verify the vehicle's safety in the event of a pole impact. The "pile center" load case refers to an impact with a pole in the center of the vehicle. The pole impact test evaluates the structural integrity and safety of the vehicle. The analysis of the "pile center" load case includes the evaluation of various factors, such as vehicle deformation, the impact on the occupants, and the effectiveness of the safety devices.

[0006] In the aforementioned tests for full-vehicle testing, there is a conflict of objectives regarding the flexural rigidity of the cross member. While the MPDB load case requires the most uniform barrier footprint possible, which consequently requires sections with both softer and stiffer bending properties across the vehicle width, the cross member for the "pile center" load case must be as rigid as possible, especially in the center of the vehicle.

[0007] Based on the prior art, the object of the invention is to provide a cross member for a bumper system of a motor vehicle that resolves this conflicting objective. This object is achieved by a cross member for a bumper system according to claim 1, a bumper system for a motor vehicle according to claim 9, and a motor vehicle according to claim 11. Subclaims represent preferred embodiments.

[0008] According to a first aspect of the invention, a cross member for a bumper system of a motor vehicle is formed in two parts from a profile made of fiber-reinforced plastic which is open on one side in cross section and from a locking plate which closes the profile, wherein means for locally damaging the profile are provided on both sides of a center axis of the cross member, which means are arranged and configured relative to the profile and spaced from the center axis in such a way that in the event of a frontal collision with lateral overlap in the MPDB load case according to NCAP they come into contact with the profile and locally damage the profile and in the event of a frontal collision on a central longitudinal section of the cross member lying on the center axis in the "pole center" load case remain free of contact points with the profile.

[0009] The cross member is a hybrid cross member composed of several components made of different materials. While the profile is made of fiber-reinforced plastic, the strike plate is made of metal, preferably steel.

[0010] The profile may have sections with different cross-sectional configurations and / or different mechanical properties in the longitudinal direction of the cross member. The profile is coupled to the strike plate. The strike plate may have a substantially constant thickness along its longitudinal extent.

[0011] The profile is preferably designed as a hat profile. The hat profile is formed in cross-section by two legs that are connected to each other via a connecting web on the rear side of the profile. The connecting web thus borders the legs. The connecting web is designed to be connected or coupled to deformation boxes on its side facing away from the legs.

[0012] By means of the means for local damage to the profile, which are arranged at a distance from the central axis, a targeted local weakening of the cross member can be achieved in a frontal collision, particularly in the MPDB test. Due to this weakening, the cross member can deform in such a way that a uniform barrier imprint and accordingly a more uniform force-displacement curve are achieved, especially when the means for local damage to the profile are arranged between the central axis and a deformation box on the respective side of the vehicle. Thus, the local weakening of the profile improves the deformation behavior in the MPDB load case. The term "frontal collision with lateral overlap" therefore refers to the MPDB load case. In the frontal collision with lateral overlap, a predetermined kink or predetermined breaking point is created on the profile, which realizes targeted deformation behavior of the cross member in the MPDB load case.

[0013] In contrast, in the "pile-center" test, in which a pile impacts the central longitudinal section, which preferably lies on the center axis of the bumper system, no local damage to the profile occurs. As the means for locally damaging the profile are and remain free of contact points in the "pile-center" load case, weakening of the profile in this load case is prevented. In this context, "free of contact points" means that the means for locally damaging the profile do not touch the profile in or during the "pile-center" load case and thus cannot transmit any forces. Thus, means for locally damaging the profile do not locally weaken the profile in the "pile-center" load case. It is of course conceivable that the means for locally damaging the profile come into contact with the profile in the "pile-center" load case, but slide off it without mechanically influencing the profile.to transfer a significant force to the profile.

[0014] Preferably, the locking plate has a predetermined bending point at the central longitudinal section of the cross member. In the "pile center" load case, the predetermined bending point ensures targeted deformation behavior of the locking plate, particularly in such a way that the means for locally damaging the profile do not come into contact with the profile. Alternatively or additionally, the profile also has a predetermined bending point in the area of ​​the central longitudinal section of the cross member. This allows the deformation behavior of the cross member to be further improved or better controlled.

[0015] The target bending point of the striker plate is preferably located on the center axis. Therefore, when the bumper system is mounted on the vehicle, the target bending point also lies on the longitudinal axis of the vehicle. This ensures that in a frontal collision with lateral overlap, the deformation behavior of the cross member is essentially identical, regardless of the vehicle side. The optional target bending point of the profile can also be located on the center axis.

[0016] According to one embodiment, the means for locally damaging the profile comprise a cutting tool comprising a carrier and a cutting edge and / or tip. In other words, the bumper system comprises at least two cutting tools, at least a first cutting tool to the left of the center axis of the cross member and at least a second cutting tool to the right of the center axis of the cross member. The cutting tool to the left of the center axis is assigned to the left side of the vehicle for locally damaging the profile in the MPDB load case and is preferably located at a shorter distance from the center axis of the cross member than the first deformation box, which is also assigned to the left side of the vehicle. The cutting tool to the right of the center axis is assigned to the right side of the vehicle for locally damaging the profile in the MPDB load case and is located at a shorter distance from the center axis of the cross member than the second deformation box, which is also assigned to the right side of the vehicle.

[0017] A cutting edge of the cutting tool preferably has an edge configured to cause linear local damage to the profile when pressed into the profile in the MPDB load case. A tip of the cutting tool is configured to cause localized damage to the profile when the cutting tool is pressed toward the profile in the MPDB load case. It is conceivable that multiple cutting edges and / or tips are provided to cause local damage to the profile in the event of a frontal collision with lateral overlap.

[0018] According to a further embodiment, the respective cutting tool is arranged in the interior of the cross member on the striking plate such that the cutting edge and / or tip is arranged pointing in the direction of the profile. Accordingly, the cutting tool is arranged or fastened to the striking plate via the carrier. In the MPDB load case or in the event of a frontal collision with lateral overlap, the striking plate moves together with the cutting tool attached to it in the direction of the profile in order to locally damage the profile by means of the cutting edge and / or tip as the deformation of the cross member progresses after the cutting edge or tip comes into contact with the profile. The carrier of the cutting tool can be screwed, glued, welded, or otherwise connected to the striking plate.

[0019] According to a further embodiment, the respective cutting tool is arranged in the interior of the cross member on the profile such that the cutting edge and / or tip is arranged pointing in the direction of the profile. Accordingly, the carrier faces the striking plate and, in the initial state, is arranged at a distance from the striking plate. In this case, the carrier serves as a contact surface for the striking plate, which, in the event of a head-on collision, comes into contact with the beam with lateral overlap and, as a result and with progressive deformation of the cross member, presses the cutting tool towards the profile in order to locally damage the profile by means of the cutting edge and / or tip. Support structures can be provided to hold the respective cutting tool in its position on the profile.

[0020] According to a further embodiment, the cutting tools are designed to be connected to a periphery of the motor vehicle that acts as an abutment. The periphery of the motor vehicle can be, for example, a motor vehicle frame, a supporting structure, or other components attached to the motor vehicle frame, on which the means for locally damaging the profile, in particular the cutting tools, are arranged and on which they can be axially supported. In this sense, the periphery of the motor vehicle that accommodates the cutting tools functions as an abutment or contact surface for force support. Support structures can be provided to hold the respective cutting tool in its position on the periphery of the motor vehicle.

[0021] According to a second aspect of the invention, a bumper system of a motor vehicle comprises a cross member according to the first aspect of the invention, wherein the cross member is arranged transversely to the longitudinal axis of the motor vehicle.

[0022] Accordingly, the bumper system comprises a cross member which is arranged transversely to the longitudinal axis of the motor vehicle and coupled to two deformation boxes which are aligned parallel to the longitudinal axis of the motor vehicle, the cross member being formed in two parts from a profile which is open on one side in cross section and is made of fibre-reinforced plastic, and a closing plate which closes the profile, wherein on both sides of a central axis of the cross member lying on the longitudinal axis, between the central axis and the deformation boxes, means for locally damaging the profile are provided, which are arranged relative to the profile and spaced from the central axis in such a way that in the event of a frontal collision with lateral overlap they come into contact with the profile and locally damage the profile and in the event of a frontal collision, remain free of contact points with the profile on a central longitudinal section of the cross member lying on the central axis.

[0023] The bumper system is designed to absorb forces from a frontal collision. The bumper system is also considered the vehicle's crash management system and is connected directly or indirectly, particularly via the deformation boxes, to the vehicle's supporting structure. The bumper system is designed to absorb forces from a collision. The cross member is arranged essentially perpendicular to the direction of travel or the longitudinal axis of the vehicle, or extends transversely across a large part of the vehicle's width.

[0024] The cross member is preferably arranged on two deformation boxes aligned parallel to the longitudinal axis of the motor vehicle. In other words, the cross member is coupled to the deformation boxes. The deformation boxes are arranged at equal distances from a center axis of the bumper system, which preferably lies on the longitudinal axis of the motor vehicle. The bumper system is designed with mirror symmetry.

[0025] Preferably, the strike plate is arranged facing forward in the longitudinal direction of the vehicle. In other words, the strike plate is directed forward in the forward direction of travel of the vehicle. Thus, the cross member can be mounted with the strike plate facing forward or outward in the forward direction of travel.

[0026] According to a third aspect of the invention, a motor vehicle comprises a bumper system according to the second aspect of the invention. The motor vehicle comprises a supporting structure and a chassis, wherein, in the direction of travel, in front of and behind the supporting structure, there are bumper systems or devices for impact absorption, at least one of which is designed as a bumper system according to the second aspect of the invention. In one exemplary embodiment, both bumper systems are designed as bumper systems according to the second aspect of the invention.

[0027] The above definitions as well as explanations of technical effects, advantages, and advantageous embodiments of the cross member according to the first aspect of the invention also apply mutatis mutandis to the bumper system according to the second aspect of the invention and to the motor vehicle according to the third aspect of the invention, and vice versa. It is understood that the features mentioned above and those to be explained below can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the present invention.

[0028] The invention will now be described in more detail with reference to the accompanying drawings, in which: Fig. 1 is a highly schematic plan view of a motor vehicle according to the invention with a bumper system according to the invention according to a first embodiment; Fig. 2 a first schematic plan view of the bumper system according to the invention according to Fig. 1 with a cross member according to the invention in an initial state; Fig. 3 a highly schematic cross-sectional view of the bumper system according to the invention according to Fig. 1 and Fig. 2; Fig. 4 a second schematic plan view of the bumper system according to the invention according to Fig. 1 to Fig. 3 during a frontal collision with side overlap; Fig. 5 a third schematic plan view of the bumper system according to the invention according to Fig. 1 to Fig. 4 during a frontal collision in the “pile-center” load case; Fig. 6 is a highly schematic cross-sectional view of the bumper system according to the invention according to a second embodiment; Fig. 7 a first schematic plan view of the bumper system according to the invention according to a third embodiment in an initial state; Fig. 8 a second schematic plan view of the bumper system according to the invention according to Fig. 7 during a frontal collision with side overlap; and Fig. 9 a third schematic plan view of the bumper system according to the invention according to Fig. 7 and Fig. 8 during a frontal collision in the “pile-center” load case; illustrated, with identical or similar components being provided with the same reference numeral.

[0029] After Fig. 1 shows a motor vehicle 100 having a supporting structure 105 and four wheels 110, two wheels 110 each on a front axle and a rear axle, or on the left and right sides of the vehicle. A bumper system 115 according to the invention is connected to the supporting structure 105 at the front of the motor vehicle 100. A bumper system can also be arranged at the rear of the motor vehicle 100, although this will not be described in more detail here. In any case, it is conceivable that the bumper system at the rear of the motor vehicle 100 is designed analogously to the bumper system 115 described below and is connected to the supporting structure 105. When traveling forward, the motor vehicle 100 moves in the direction of travel 120. The direction of travel 120 is thus to be understood as the forward direction of travel of the motor vehicle 100.

[0030] The bumper system 115 according to the invention comprises Fig. 1 to Fig. 3 shows a cross member 125 according to the invention arranged transversely to the direction of travel 120 of the motor vehicle 100, which is connected to the support structure 105 of the motor vehicle 100 via two deformation boxes 130, 135 coupled thereto. The deformation boxes 130, 135 are mirrored about a longitudinal axis 140 of the motor vehicle 100. The bumper system 115 is mirror-symmetrical to a central axis 200, which in this case lies on the longitudinal axis 140 of the motor vehicle 100. The bumper system 115 is part of a crash management system of the motor vehicle 100 (not shown in detail here).

[0031] After Fig. 2 in combination with Fig. 3, the cross member 125 is formed in two parts from a profile 205 which is open on one side and made of fiber-reinforced plastic and a steel locking plate 210 which closes the profile 205. The profile 205 has Fig. 3 has two legs 300, 305, which are connected to one another in one piece via a connecting web 310. The cross member 125 is coupled to the deformation boxes 130, 135 via the connecting web 310. In this sense, the profile 205 is designed as a hat profile, wherein the profile 205 and the strike plate 210 spatially delimit an interior space 315 of the cross member 125, in which Fig. 2 to Fig. 6 means 215 for locally damaging the profile 205 are arranged, namely on both sides of the central axis 200 of the cross member 125 lying on the longitudinal axis 140 between the central axis 200 and the deformation boxes 130, 135 assigned to the left and right sides of the vehicle, respectively.

[0032] The locking plate 210 is arranged facing forward in the direction of travel 120 or the forward direction of travel of the motor vehicle 100. The locking plate 210 points Fig. 2, in the region of a central longitudinal section 220 of the cross member 125, a first predetermined bending point 223, which in this case lies on the central axis 200. Likewise, the profile 205 has a second predetermined bending point 224 in the region of the central longitudinal section 220 of the cross member 125, which in this case also lies on the central axis 200. This ensures that the cross member 125 promotes the deformation behavior desired for the specific load case in the "pile-center" load case, i.e., in a central frontal collision, as well as in the MPDB load case, i.e., in a frontal collision with lateral overlap.

[0033] The means 215 for locally damaging the profile 205 are designed as a first cutting tool 225, which is assigned to the left side of the vehicle with respect to the direction of travel 120 or the forward direction of travel of the motor vehicle 100, and as a second cutting tool 230, which is assigned to the right side of the vehicle with respect to the direction of travel 120. The respective cutting tool 225, 230 has, as in the first two embodiments according to Fig. 1 to Fig. 5 or Fig. 6, a carrier 320 and a cutting edge 325, wherein the cutting edge 325 is arranged on the carrier 320. The cutting tools 225, 230 are arranged in the interior space 315 of the cross member 125.

[0034] In the first embodiment according to Fig. 1 to Fig. 5, the carrier 320 is attached to the strike plate 210 and the cutting edge 325 is arranged thereon pointing in the direction of the profile 205.

[0035] The Fig. 2 and Fig. 3 show the cross member 125 of the bumper system 115 in the initial state or in the undamaged state. Fig. 4 shows the cross member 125 during a frontal collision with lateral overlap, here exemplarily on the left side of the vehicle, or in the MPDB load case. Fig. 5 shows the cross member 125 during frontal collision in the load case “pile-center”.

[0036] The cutting tools 225, 230 for locally damaging the profile 205 are arranged relative to the profile 205 and spaced from the central axis 200 such that, as in Fig. 4, depending on the vehicle side in question, in a frontal collision with lateral overlap (MPDB load case), the force can come into contact with the profile 205 and penetrate into the profile 205, causing local damage or destruction to the profile 205. The direction of action of the force acting on the cross member 125 is indicated by arrow 400. By specifically arranging the cutting tools 225, 230, a targeted local weakening of the profile 205 can occur at a desired location on the profile 205 in the MPDB load case in order to achieve the most homogeneous barrier imprint possible in the MPDB test.

[0037] The cutting tools 225, 230 are arranged at such a distance from each other and from the central axis 200 that the cutting edge 325 of the respective cutting tool 225, 230 in the “pile-center” load case at a load according to the Fig. 5, the force acting in the direction of the arrow 500 does not locally damage the profile 205. Thus, in the event of a frontal collision, the cutting tools 225, 230 remain free of contact points with the profile 205 at the central longitudinal section 220 of the cross member 125. In Fig. 5 also shows the pile 505, which collides with the cross member 125 in the “pile center” test.

[0038] According to the second embodiment Fig. 6 merely illustrates that the respective separating tool 225, 230 does not necessarily have to be arranged on the locking plate 210. Alternatively, the respective separating tool 225, 230 can already be arranged on the profile 205 in the interior 315 of the cross member 125. Support structures (not shown here) can be provided to hold the respective separating tool 225, 230 in its position. The cutting edge 325 points in the direction of the profile 205. Furthermore, reference is made to the explanations for the first embodiment according to Fig. 1 to Fig. 5.

[0039] According to the third embodiment according to Fig. 7 to 9, the cutting tools 225, 230 are arranged outside the cross member 125. In the present case, the cutting tools 225, 230 each have a tip 700 formed on an associated support 320, wherein the cutting tools 225, 230 are connected to a periphery of the motor vehicle 100 acting as an abutment. In the present case, the cutting tools 225, 230 are arranged on a component of the motor vehicle 100 arranged directly behind the cross member 125, here the support structure 105 according to Fig. 1.

[0040] Fig. 7 shows the cross member 125 of the bumper system 115 in the initial state or in the undamaged state. Fig. Figure 8 shows the cross member 125 during a frontal collision with lateral overlap, here exemplarily on the left side of the vehicle, or in the MPDB load case. Fig. Figure 9 shows the cross member 125 during a frontal collision in the “pile-center” load case.

[0041] The separating tools 225, 230 for locally damaging the profile 205 are arranged relative to the profile 205 and spaced from the central axis 200 in such a way that the cross member 125, as shown in Fig. 8, depending on the vehicle side in question, in a frontal collision with lateral overlap (MPDB load case), the force is applied to the respective cutting tool 225, 230 and the tip 700 of the cutting tool 225, 230 penetrates the profile 205, so that the profile 205 is locally damaged or destroyed. The direction of action of the force acting on the cross member 125 is shown in Fig. 8 by the arrow 800. By specifically arranging the cutting tools 225, 230, a targeted weakening of the profile 205 can be achieved at a desired location on the profile 205 in the MPDB load case in order to achieve the most homogeneous barrier imprint possible in the MPDB test.

[0042] The cutting tools 225, 230 are arranged at such a distance from each other and from the central axis 200 that the tip 700 of the respective cutting tool 225, 230 in the “pile-center” load case at a load according to the Fig. 9, the force acting in the direction of the arrow 900 does not locally damage the profile 205. Thus, in the event of a frontal collision, the cutting tools 225, 230 remain free of contact points with the profile 205 at the central longitudinal section 220 of the cross member 125. In Fig. 9 also shows the pile 905, which collides with the cross member 125 in the “pile center” test.

[0043] It is of course conceivable to use cutting edges instead of cutting edges, as shown in the examples according to Fig. 1 to 6, also tips can be provided on the cutting tools 225, 230. Likewise, instead of tips, as shown in the exemplary embodiment according to Fig.7 to 9, cutting edges may also be provided on the separating tools 225, 230. Reference symbol 100 motor vehicles 105 Supporting structure 110 wheel 115 bumper system 120 Direction of travel of the motor vehicle 125 cross members 130 first deformation box 135 second deformation box 140 Longitudinal axis of the motor vehicle 200 Center axis of the bumper system 205 Profile 210 strike plate 215 Means for local damage to the profile 220 middle longitudinal section of the cross member 223 first target bending point 224 second target bending point 225 first cutting tool 230 second cutting tool 300 first leg 305 second leg 310 connecting bridge 315 Interior of the cross member 320 Cutting tool carrier 325 Cutting edge of the cutting tool 400 arrows 500 arrows 505 Post 700 tip of the cutting tool 800 arrows 900 Arrow 905 Post

Claims

[1] Cross member (125) for a bumper system (115) of a motor vehicle (100), which is formed in two parts from a profile (205) which is open on one side in cross section and is made of fiber-reinforced plastic, and a closing plate (210) closing the profile (205), wherein on both sides of a center axis (200) of the cross member (125) there are provided means (215) for locally damaging the profile (205), which means are arranged and configured relative to the profile (205) and spaced from the center axis (200) in such a way that in the event of a frontal collision with lateral overlap in the MPDB load case according to NCAP they come into contact with the profile (205) and locally damage the profile (205) and in the event of a frontal collision on a central longitudinal section (220) of the cross member (125) lying on the center axis (200) in the "pole center" load case of contact points with the profile (205). [2] Cross member (125) according to claim 1, wherein the locking plate (210) has a predetermined bending point (223) at the central longitudinal section (220) of the cross member (125). [3] Cross member (125) according to claim 2, wherein the desired bending point (223) lies on the central axis (200). [4] Cross member (125) according to one of the preceding claims, wherein the means (215) for locally damaging the profile (205) comprise a cutting tool (225, 230) comprising a carrier (320) and a cutting edge (325) and / or tip (700). [5] Cross member (125) according to claim 4, wherein the respective separating tool (225, 230) is arranged in the interior (315) of the cross member (125) on the strike plate (210) such that the cutting edge (325) and / or tip (700) is arranged pointing in the direction of the profile (205). [6] Cross member (125) according to claim 4, wherein the respective cutting tool (225, 230) is arranged in the interior (315) of the cross member (125) on the profile (205) such that the cutting edge (325) and / or tip (700) is arranged pointing in the direction of the profile (205). [7] Cross member (125) according to claim 4, wherein the separating tools (225, 230) are designed to be connected to a periphery of the motor vehicle (100) acting as an abutment. [8] Cross member (125) according to one of the preceding claims, wherein the profile (205) is designed as a hat profile. [9] Bumper system (115) of a motor vehicle (100), comprising a cross member (125) according to one of the preceding claims, wherein the cross member (125) is arranged transversely to the longitudinal axis (140) of the motor vehicle (100). [10] Bumper system (115) according to claim 9, wherein the striker plate (210) is arranged pointing forward in the longitudinal direction of the motor vehicle. [11] Motor vehicle (100) comprising a bumper system (115) according to one of claims 9 or 10.

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