DE102005017956B4 - Impact energy absorption device - Google Patents

Abstract

In a device (4) for absorbing impact energy for use in the front (2) and / or rear area (3) of a vehicle (1), wherein the impact energy absorbing device (4) in its longitudinal direction a front facing away from the vehicle and one to the Vehicle facing rear, wherein a substantially C-shaped support shell (40) made of a metal or other deformation-resistant material and a front part (50, 150, 250, 350, 450) of a plastic or other material, the less resistant to deformation than the material of the carrier shell is provided, the carrier shell (40) is substantially C-shaped in plan view and in cross-section, with the C-shape of the cross-section opening toward the front, and end-side attachment means (60) for securing the impact energy receiving device (4) on a vehicle longitudinal member (6) or an impact damping device and the front part (50, 150, 250, 350, 450) in di e carrier shell (40) inserted or inserted from the front side.

Description

The invention relates to a device for absorbing impact energy for use in the front and / or rear of a vehicle, wherein the impact energy absorbing device in its longitudinal direction has a front facing away from the vehicle and a rear side facing the vehicle, wherein in cross section substantially c shaped support shell, wherein the C-shape of the cross section opens in the direction of the front, of a metal or other deformation-resistant material and a front part of a plastic or other material, which is less rigid than the material of the support shell, are provided the front part is inserted into the carrier shell from the front side.

Such impact energy absorbing devices, in which a carrier shell made of a metal and a front part are formed from a plastic, are already known in the prior art. They are used in addition to impact energy absorbing devices, which are designed as cross members only made of plastic or only of metal. When using an existing only of a plastic or resin material cross member which extends between two vehicle longitudinal members, such as in the DE 101 23 748 A1 , after a collision of an object, the composite between the side members and the cross member may split due to its destruction. A cross member made of a metal, such as steel, aluminum or a combination of both deformation-resistant materials shows in a collision a rather poor force-displacement curve. No ideal rectangular function can be achieved.

From the DE 101 35 903 A1 a bumper is known, which is composed of two shell bodies, which are connected to each other over the entire surface by an adhesive layer. The two shell body lie after joining together. Crash boxes are welded to the rear of the rear shell body at recesses provided in the end region of the shell body. The crash boxes are attached to the side rails via flanges. The two shell body may consist of either a metal or a plastic or a shell body made of a metal and the other of a plastic.

The US 4,569,865 discloses a bumper consisting of a combination of an outer shell of a metal with a filling or other casing made of a plastic. The outer shell is C-shaped in cross-section and plan view, with the open sides of the two C-shapes pointing in the same direction, namely after mounting the bumper on a vehicle to this vehicle.

From the US 5,154,462 is also a bumper with a cross member known that a firmly connected with vehicle longitudinal members c-shaped back z. B. of steel and a c-shaped back part covering the c-shaped second part, which is mirror-inverted on the c-shaped back part, so that an inner cavity is formed, and that of a light metal, such as aluminum, or a non-metallic material, such as fiber reinforced plastic. On the outside of the c-shaped second part, a foam body made of polypropylene or urethane is added.

Also from the US 6,669,251 B2 a bumper device is known in which a combination of elements made of different materials is disclosed. Here, a carrier made of a thermoplastic glass fleece and an energy absorber are provided from a resin. The carrier is in cross section I or C or W-shaped. The energy absorber is provided as a three-dimensional structural part with numerous openings and struts.

From the US 6,746,061 B1 For example, a similar energy absorber is known which is also mounted on a carrier. The carrier here is a hollow profile bar with an inserted structure of longitudinal and transverse struts. The structure consists of an inner energy absorber made of an extruded plastic, the hollow profile bar of a metal, the front energy absorber also made of a plastic.

The US 5,498,044 discloses a bumper for a vehicle having two U-shaped beams which are joined together to form a hollow body, wherein inside the hollow body, an energy absorber is arranged from a foam material. The one carrier is attached to supporting parts of the vehicle and consists of a light metal and a molded plate piece; the other carrier is attached to the first carrier and consists of a rubber-like material.

From the DE 100 27 923 A1 For example, a front and rear module carrier is known which comprises a metallic elongated base member and a plastic member disposed thereon and extending therefrom of a foam material. The module carrier is fastened by screw connection to a vehicle chassis. The base member may be formed either of two elongate pieces of sheet metal bent away from each other to form a cup shape, of a box beam composed of two pieces of sheet metal, or of a section of an extruded profile having an M-shaped cross section. Of the Foam body is either provided for receiving in the cup-shaped groove of the base member with a wedge-shaped projection or shaped as a flat on one side formed as a bead foam body or as a truncated cone.

The DE 102 32 321 A1 discloses a bumper beam for a vehicle, in which a cup-shaped cross member is provided from a metal profile, in which at least one plastic part is positively inserted, the stiffening ribs for stiffening the cross member has. The plastic part has at least one baffle surface, which is to lie outside the metal profile, and at least one web, wherein baffle surface and web are connected to each other and the web by its shape or arrangement has energy absorbing properties.

From the US 3,938,842 For example, there is known an impact energy absorbing assembly including an elongated metal support and at least one self-supporting, impact resistant, vertically disposed bumper protection member made of a plastic and at least two longitudinal bumper protection members mounted on opposite sides of the bumper protection member. The longitudinal bumper protection member is channel-shaped and is placed on the carrier, wherein between the carrier and the channel-shaped longitudinal bumper part a cavity remains, in which a rectangular plastic foam insert is inserted. The vertically arranged Stoßfangerschutzteile extend beyond the carrier up and down and are arranged between the individual Längstoßfängerschutzteilen.

The US 6,354,641 B1 discloses a bumper for a vehicle in which a carrier is secured to frame members of the vehicle by welding and on the side facing away from the vehicle therefrom an energy absorber by snap-fitting. The carrier is made of a solid metal such as aluminum or steel, and the energy absorber of a plastic foam. The carrier has a structure of juxtaposed reinforcing ribs and projecting flanges with projecting ribs which can engage corresponding grooves of the energy absorber.

The bumpers described above are welded either directly to side members of a vehicle or to crash boxes. This leads to a relatively high effort in the assembly of the bumper and that an exchange of the bumper is quite expensive. It would therefore be desirable if assembly and replacement of a bumper could be facilitated.

In addition, since impact energy absorbing devices in different countries must meet different specific requirements, which are mainly reflected in their shape and dimensions, it would be desirable to provide an impact energy absorbing device which is easily adaptable to a particular application without major expense. Such an easy and inexpensive adaptation can not be done with any of the above-described variants of impact energy absorbing devices, since they do not provide or are constructed too complicated.

The present invention is therefore an object of the invention to provide an impact energy absorbing device that can be adapted to many different country-specific requirements and customer requirements without great expense and with low tooling costs, while a low weight and yet has a high strength and possibly also easy to install ,

The object is achieved for an impact energy absorbing device according to the preamble of claim 1, characterized in that the carrier shell in the plan view is substantially C-shaped and has end-side fastening means for securing the impact energy absorbing device to a vehicle longitudinal beam or an impact damping device, wherein the open side of the C Form in plan view of the carrier shell in the direction of the back of the carrier shell has. Further developments of the invention are defined in the dependent claims.

Thereby, there is provided an impact energy absorbing device with which the above drawbacks of the prior art can be avoided and with which by providing a top view and a cross section C-shaped support shell a simply shaped and yet stable element can be created by the end provided fastening means for releasably securing the carrier shell to the vehicle longitudinal members or an impact damping device (crash box) is equipped. As a result, not only an easy attachment of the impact energy absorbing device to the side rails of a vehicle is possible, but also the easy release and replacement of a damaged impact energy absorbing device which is not possible with any of the above devices. Furthermore, the simple shape of the carrier shell for all country-specific versions of the impact energy absorbing device can be used consistently. An adaptation of the impact energy absorbing device to the country-specific regulations and also to customer specifications is advantageous only on the adaptation of the front part, which in the Carrier shell is inserted. As a result, a particularly large variety of variants is possible. In addition, the tooling costs can be kept low, even with small quantities, since an adjustment only on the part of a plastic or other material that is less deformation-resistant than the material of the carrier shell, integrally molded front part takes place. The higher tool costs due to their forming operation, which leads to a carrier shell, is uniformly shaped for all variants, so that the tool costs for this part can be kept low from a metal or other hard, deformation-resistant material.

In the carrier shell, which is substantially C-shaped in plan view and in cross-section, the open sides of the C-molds face in opposite directions. Due to this special design of the carrier shell, forces acting on the impact energy absorbing device can be optimally introduced into the longitudinal members of the vehicle. Torsional moments otherwise occurring in the prior art are avoided, so that the bond between the impact energy absorbing device and the side members can be maintained even in the event of a collision of the vehicle with another vehicle or object. Such a one-piece design of elements that can be connected directly or indirectly to the longitudinal members, discloses the prior art, as mentioned above, in particular in DE 102 32 321 A1 , of the US 3,938,842 , of the US 6,354,641 B1 or the DE 101 35 903 A1 , Not.

Due to the use of a combination of a carrier shell of a metal or other hard, deformation-resistant material and an insertable or inserted in this front part of a softer material than the carrier shell, such as a plastic, wherein an impact first meets the softer front part and only then the harder carrier shell, an optimal deformation force can be achieved over the deformation path, which can be illustrated in a force-displacement diagram. Today as short as possible deformation paths are required. Shorter deformation paths, however, require a higher level of force. So far, this is achieved by increasing the wall thickness of energy absorbing devices. This leads to a high rigidity of the device. For wall thicknesses of more than 2.5 mm steel sheet, the initial value of the deformation force in the deformation diagram increases so much that the structure of the vehicle can be damaged. By providing the combination of the front part of a softer material which can be elastically deformed and optionally subsequently plastically deformed, and the carrier shell of a harder material which first resists deformation and is subsequently deformed, essentially an ideal rectangular function of the force can be achieved Route history and the vehicle structure are spared. The entire curve becomes softer.

Preferably, the front part is designed to be longer in the direction of its longitudinal extension than the c-shaped carrier shell and forms at the ends corners of the impact energy absorbing device. It is therefore no longer formed as in the prior art separate corner elements, which are attached to a cross member of the impact energy absorbing device. Rather, corners are already formed on the front part with, which are preferably formed rounded. An otherwise commonly occurring in the prior art cracking at joints can be advantageously avoided by the one-piece design.

The front part preferably has areas of different hardness along its extent. As a result, some areas may be harder to bear higher forces. Other areas, such as particularly preferably the corners, may be softer than the rest of the front part, so that pedestrian protection is possible through such softer corners. Also, the front of the front part to protect pedestrians may be softer than the back.

Preferably, the front part on attachment piece, which are at least partially engageable in end portions of the C-shaped support shell or intervene to form an impact damping device (crash box). The attachment pieces are advantageously formed directly on the side facing the carrier shell back of the front part and collar there before. They are shaped so that they can at least partially engage in the mutual end portions of the carrier shell. By this intermeshing portions of the carrier shell and the front part of a crash box can be created to protect the side members of the vehicle. About the attachment piece and the end portions of the carrier shell these and the front part are connected to all important for the transmission of power with each other.

Preferably, the fastening devices connected to the carrier shell are flange plates. The flange plates can be attached to the carrier shell or be integral therewith. In a multi-part design, the flange plates may be attached, for example, at the ends of the carrier shell by welding or soldering. Another type of connection is basically possible, with a solid and for the introduction of larger forces should be provided directly or indirectly in the side member suitable connection. Advantageously, the carrier shell has end-side sections, the two substantially parallel wall sections and one of these two wall sections form connecting wall portion, wherein the wall portions end substantially in a plane, so that a fastening of the flange plates is very possible. A one-piece design is due to the arrangement of the flange at an angle approximately perpendicular to the extension of the ends of the carrier shell to realize more complicated than a multi-part mold. A direct connection bracket for detachably connecting the carrier shell to the longitudinal members of the vehicle is also not known in the prior art.

At least one reinforcing element can be provided in the region of the corners of the front part. Particularly preferably, the at least one reinforcing element is supported on the attachment piece, whereby a stiffening of the structure and at the same time an introduction of obliquely incident forces in the region of the corners is made possible in the corner region. On the one hand, the corners for pedestrian protection can thus be made softer than the rest of the front part, on the other hand, but also have a stiffener to safely avoid breaking off the corners in a force can.

Preferably, the front part in the interior of the cross-sectionally c-shaped carrier shell engaging elements. The engaging in the interior of the carrier shell elements may be formed in the longitudinal direction of the front part and / or transversely to its longitudinal extent. As it proves to be further advantageous if the front part has transverse and / or arranged in the direction of its longitudinal extension support elements. The front part is thus advantageous not as a solid in the interior of the C-shaped carrier shell, but only on its engaging in the carrier shell elements, which also brings a weight advantage. The elements engaging in the carrier shell, in particular the elements arranged transversely to their longitudinal extent, reinforce the carrier shell and, due to the use of a softer material compared to that of the carrier shell, can contribute to further idealization of the force-displacement curve of the deformation curve. In addition, an adaptation to the respective country-specific requirements and customer requirements can take place via the element engaging in the carrier shell and the supporting elements. Also, different strengths can be achieved by choosing the shape, the dimensions and the distances between the individual engaging in the carrier shell elements and support elements.

It is preferred that the wall of the carrier shell on the inside and / or outside embracing. Elements or sections formed on the front part, so that a good grip on the carrier shell is made possible. The front part can be easily pushed onto the carrier shell from the front side and holds on to this. Another connection between the carrier shell and the front part can also be done by integrally formed on the front part fasteners z. B. allow clipping to the carrier shell. Furthermore, the carrier shell in the end-side section may have a fastening device for fastening the front part to the carrier shell. The fastening device may comprise a sleeve element for fastening the front part to the carrier shell. Advantageously, the sleeve element can be provided on the carrier shell in the region of the end-side fastening devices and arranged so that it can engage in the attachment piece on the front part or engages there. The attachment of the front part of the carrier shell is advantageously carried out by screws to allow replacement of a damaged front part. By forming a sleeve element in the region of the fastening devices for fastening the carrier shell to a side member of a vehicle, the connection between the carrier shell and the front part can also take place in this stable region, so that an undesirable occurrence of transverse forces can be avoided.

Particularly preferably, the front part has an elevation in the at least one section which overlaps the carrier shell on its outer side. Such an elevation may be provided in two opposite directions, as in the directions perpendicular to the front and back, on the front part. For example, in one embodiment of a thrust energy absorbing device for the U.S.A., such elevation is desirable for providing a high impact energy absorbing device for performing the crash tests there. The crash tests require that a sufficient so-called pendulum coverage be endured by an impact energy absorbing device. The coverage area is greater for the U.S. and Canada than for Europe, so it can easily be adapted to the country-specific differences by providing the overshoots.

In the middle region of the longitudinal extent of the front part, at least one additional reinforcing element may also be formed in the direction of the carrier shell. As a result, a deflection of the central region of the impact energy absorbing device can be better avoided because the additional reinforcing element together with the C-shaped support shell forms a stiffened portion. Such a reinforcing element may also be provided at other locations along the longitudinal extent of the front part.

Advantageously, the front part is integrally formed and consists of a plastic. In particular, it is designed as a molded part or pressed part, with training for the European market as a plastic injection molded part and for the US and Canadian market training as a fiber composite part of a fiber-reinforced plastic, in particular GRP, is preferred. In particular, when using a fiber composite pressed part, the tool costs can be kept advantageously low.

The carrier shell is preferably made of an aluminum or steel and can also be bent or formed by simple shaping of a sheet metal blank.

The impact energy absorbing device according to the invention can be used both in the front and in the rear of a vehicle. An adaptation to the particular circumstances can be vorgenommnen advantageous by varying the front parts.

For further explanation of the invention embodiments of this will be described in more detail below with reference to the drawings. These show in:

1 a sketch of a side view of a vehicle with impact energy absorbing devices according to the invention in the front and rear,

2 a perspective view of the impact energy absorbing device according to 1 .

3 an exploded perspective view of the shock energy absorbing device according to 2 with a carrier shell and a front part,

4 a perspective partially transparent view of the front part of the impact energy absorbing devices according to 3 .

5 a cross-sectional view of an embodiment of an impact energy absorbing device according to the invention with a cantilevered front part,

6 a perspective view of another embodiment of an impact energy absorbing devices according to the invention with a partially transparent front part shown,

7 an exploded perspective view of the impact energy absorbing devices according to 6 , and

8th a cross-sectional view of another embodiment of a shock energy absorbing devices according to the invention with a front part, which overlaps only slightly the walls of the carrier shell.

1 shows a side view of a vehicle 1 with at its front 2 and at its rear 3 provided impact energy absorbing devices according to the invention 4 , The impact energy collection devices 4 is shown in more detail in the following figures in various embodiments. In 2 FIG. 15 is a perspective view of a first embodiment of the impact energy absorbing devices. FIG 4 presented for use in the USA. The impact energy absorbing device comprises a carrier shell 40 made of a rigid material, such as metal, and a front part 50 made of a softer material, such as plastic. The carrier shell and the front part are interlocked, with the front part on the front side 41 the carrier shell is inserted in this. This may be better in the exploded view 3 be removed.

The carrier shell has a plan view in cross-section and c-shaped training. A cross-sectional view of this can the 5 and 8th be removed. The open side of the C-shape in plan view and the C-shape of the cross-section are away from each other, as in FIG 3 you can see. The open side of the C-shape of the cross section faces the front 41 and the open side of the C-shape of the top view of the carrier shell 40 points towards the back 42 the carrier cup. Such a shape is not found in the prior art, both in the US 3,938,842 as well as the DE 101 35 903 A1 as well as the US 4,569,865 The bent shells of metal in each case in the same direction as the respective c-shaped cross-sectional shape. In these forms of the prior art, however, there is a risk that set up to the vehicle walls of the cross-sectionally C-shaped shells to the outside and thereby lead to a loss of stability. This risk does not occur in the inventive design of the carrier shell.

At the ends 43 . 44 the carrier cup 40 are flange plates 60 for connecting the carrier shell with the side members 6 of the vehicle 1 intended. The flange plates may be formed on the ends of the carrier shell or fastened there, z. B. by soldering. You have to releasably attach to the side rails 6 four screws each 61 on.

The carrier shell 40 is bent from a sheet, with its ends 43 . 44 two mutually approximately parallel wall sections 45 . 47 and a wall section approximately perpendicular to this 46 exhibit. All three wall sections 45 . 46 . 47 ends approximately in a plane, leaving the flange plates 60 There can be added easily, z. B. by welding or soldering, z. B. MIG brazing.

The front part is integrally formed, with the already mentioned cover plate 52 has a slight curvature in the direction of the carrier shell and thus also to the vehicle. At the mutual end sections 53 . 54 of the front part are on the back 55 extension pipe 56 . 57 arranged. The ends 43 . 44 with the wall sections 45 . 46 . 47 The carrier shell form after insertion of the attachment piece 56 . 57 the front part in this, as a whole an impact damping device (crash box) to protect the side members 6 out. Alternatively or additionally, impact damping devices can be inserted between the side members and the flange plates to provide protection for the side members.

On the flange plates is a sleeve element 62 attached, for example, there on or soldered or welded. The sleeve member serves to connect the carrier shell 40 with the front part 50 , The front part has for this purpose a corresponding opening 51 in its longitudinally extending cover plate 52 on. There, a screw can be inserted and used for releasable attachment. Like that 2 and 3 can be seen, such a screw for connecting the carrier shell and front part is sufficient. However, it is also possible to provide such sleeve elements or other bushes and connecting elements at both ends of the front part.

Stiffening struts are also supported on the attachment piece 58 provided, which extend between the attachment piece and the back of the cover plate and serve a stiffening of these end portions of the front part. These end portions of the front part protrude beyond the longitudinal extent of the carrier shell and form due to their curvature corners of the impact energy absorbing device. It is therefore not necessary, as required in the prior art, to attach separate corner elements to the impact energy absorbing device, whereby a greater stability of the overall structure can be created due to the one-piece molded corners.

Furthermore, it is possible, the front part, which consists of a plastic or just for US use of a fiber-reinforced plastic, over its longitudinal extent of varying degrees of hardness. For example, the areas which are particularly at risk in the event of a collision can be made harder than the others. The corners can be made softer than the rest of the front to protect pedestrians. An effective pedestrian protection can be achieved but especially by the fact that the front of the front part 50 softer than the back 55 is trained.

Also, the provision of additional stiffening elements is possible, as on the back 55 of the front part arranged stiffening element 59 , This is arranged in the form of a box on the back of the front part approximately centrally to effectively counteract a deflection in this area can.

As 3 can be removed, the particular advantage of the present invention is that a consistent for a variety of embodiments of impact energy absorbing devices carrier shell can be connected to any embodiment of a front part. As a result, a cost-effective adaptation to country and customer specifications regarding strength requirements, shape and weight is possible because only the shape and dimensions or the material of the front parts is changed, which is due to the use of plastic or other material that less deformation than that Material of the carrier shell is less expensive than changing a metal part, such as the carrier shell, in particular due to the associated with such a change tooling costs, which are much lower in an injection molded part or a pressing member such as the front part as in a metal part.

4 shows a second embodiment of the front part. Unlike the variant after 3 has the front part 150 on his back 155 stiffening plates 159 on, the transverse to the longitudinal extent of the front part on the back of the cover plate 152 are formed. The stiffening plates are provided at regular intervals, but can also be provided at different distances from each other to form different rigid areas. Instead of such stiffening plates or in addition to these stiffening elements can also be provided in the longitudinal direction of the front part, z. B. in the form of ribs, webs, etc.

According to the cross section 5 It can be seen that far into the carrier shell engaging elements 258 . 259 at the front part 250 can be provided. These store on the respective insides of the walls 48 . 49 the carrier cup 40 , In addition, the front part 250 the outsides of the walls 48 . 49 the carrier shell outstanding material elevations 253 . 254 on, whereby a higher front part is mainly produced for use in the USA. Crash tests there use larger, higher-coverage pendulum accelerated against the impact energy collection devices compared to tests in Europe, so that the coverage is greater than the commuting used in Europe, for example. In Europe, therefore no such elevation required what the cross-sectional view in 8th can be removed. In 5 become the walls 48 . 49 from the over-elevations on their outsides 253 . 254 and the engaging elements 258 . 259 enclosed, so that a good grip of the front part of the support shell and a large initially elastic, are given below the plastic impact receiving surface. In the embodiment according to 8th are little on the outside of the walls 48 . 49 cross-over bridges 453 . 454 and within the carrier shell arranged stiffening plates 459 provided the walls between them 48 . 49 hold the carrier cup.

In addition to retaining the walls of the carrier shell between the elevations and engaging elements or webs and stiffening plates may be on the front part and / or the carrier shell other elements for securing, for. B. clipping on the carrier shell, are formed. These are in 5 and 8th but not to be seen.

The 6 and 7 show a further embodiment of an impact energy absorbing device according to the invention 4 in perspective view. Unlike the embodiment according to 4 indicates the front part instead of stiffening struts 58 only narrow stiffening webs 358 on, which is between neck 356 . 357 and the cover plate 352 extend. The corners are thereby not as stiff as in the embodiment according to 4 educated.

As 6 can still be seen, the sleeve member protrudes 62 in the neck nozzle 357 into it. This can be completely formed as a hollow body or in the interior with a passage for inserting the sleeve member and z. B. be provided with stiffening webs, etc.

In all embodiments, a nearly ideal rectangular function can be realized in the recording of the force-displacement curve in a crash, since the front part initially facing an impacting object consists of a resilient material, such as plastic, in particular with regions of different stiffness. It is first an elastic, subsequent plastic deformation of the front part and then the carrier shell, which consists of a stiffer material, such as metal, caused. It is also due to the combination of a softer and a harder material -. As fiber-reinforced plastic and steel or fiber reinforced plastic and aluminum maintaining the bond between the side rails 6 through the impact energy absorbing device 4 even after a crash possible because not like a plastic cross member this breaks in a crash. Rather, the introduced force is introduced via the front part and the carrier shell in the side members, without this Torsionsmomente occur, which in turn can lead to destruction of the impact energy absorbing device. The advantageous bending properties of a shock energy absorbing device made of a plastic can be used at the same time. A cost and weight advantage of the present invention over the prior art impact energy absorbing devices results from the combination of a steel support shell and a plastic front part to achieve the weight of an aluminum impact energy absorbing device, but cost as little as steel are.

In addition to the embodiments of impact energy absorbing devices described in the foregoing and shown in the figures, numerous other possible in which each case a support shell of a metal or other hard and substantially deformation-resistant material with a front part of a plastic or other material, the softer and more compliant than the material of the carrier shell, are provided, which are joined together, wherein the carrier shell in cross-section and in plan view is c-shaped and has end attachment means to attach the carrier shell directly or indirectly to side rails of a vehicle. The front part is inserted into the front of the carrier shell, so that in a collision initially there is a force application and low forces can be absorbed elastically.

LIST OF REFERENCE NUMBERS

1

vehicle

2

front

3

rear side

4

Impact energy absorption device

6

longitudinal beams

40

support tray

41

front

42

back

43

The End

44

The End

45

wall section

46

wall section

47

wall section

48

wall

49

wall

50

front part

51

opening

52

cover plate

53

end

54

end

55

back

56

extension pipe

57

extension pipe

58

Versteifungsstrebe

59

stiffener

60

flange

61

screw

62

sleeve member

150

front part

152

cover plate

155

back

159

stiffening plate

250

front part

253

material elevation

254

material elevation

258

engaging element

259

engaging element

350

front part

352

cover plate

356

extension pipe

357

extension pipe

358

reinforcing web

450

front part

453

overarching footbridge

454

overarching footbridge

459

stiffening plate

Claims (30)

Contraption ( 4 ) for absorbing impact energy for use in the front ( 2 ) and / or rear area ( 3 ) of a vehicle ( 1 ), wherein the impact energy absorbing device ( 4 ) has in its longitudinal direction a front side pointing away from the vehicle and a rear side pointing towards the vehicle, wherein a carrier shell (3) which is essentially c-shaped in cross-section (FIG. 40 ), wherein the C-shape of the cross-section opens in the direction of the front side, made of a metal or other deformation-resistant material and a front part ( 50 . 150 . 250 . 350 . 450 ) are made of a plastic or other material that is less resistant to deformation than the material of the carrier shell, are provided, wherein the front part ( 50 . 150 . 250 . 350 . 450 ) in the carrier shell ( 40 ) is inserted from the front, characterized in that the carrier shell ( 40 ) is also substantially C-shaped in the plan view and end-side fastening devices ( 60 ) for attaching the impact energy absorbing device ( 4 ) on a vehicle longitudinal member ( 6 ) or an impact damping device, wherein the open side of the C-shape in the plan view of the support shell ( 40 ) towards the back ( 42 ) of the carrier shell ( 40 ). Impact energy absorbing device ( 4 ) according to claim 1, characterized in that the front part ( 50 . 150 . 250 . 350 . 450 ) is formed longer in the direction of its longitudinal extent than the c-shaped carrier shell ( 40 ) and corners of the impact energy absorbing device ( 4 ) trains. Impact energy absorbing device ( 4 ) according to claim 1 or 2, characterized in that the front part ( 50 . 350 ) Neck nozzle ( 56 . 57 . 356 . 357 ), which in end-side sections of the c-shaped carrier shell ( 40 ) are at least partially engageable or intervene to form an impact damping device. Impact energy absorbing device ( 4 ) according to one of the preceding claims, characterized in that the with the carrier shell ( 40 ) fasteners flange plates ( 60 ) are. Impact energy absorbing device ( 4 ) according to claim 4, characterized in that the flange plates ( 60 ) on the carrier shell ( 40 ) or are integral with this. Impact energy absorbing device ( 4 ) according to one of claims 3 to 5, characterized in that the neck nozzles ( 56 . 57 . 356 . 357 ) extend to the fasteners and support against them. Impact energy absorbing device ( 4 ) according to one of claims 2 to 6, characterized in that the end to the front part ( 50 . 150 . 250 . 350 . 450 ) molded-on corners are rounded. Impact energy absorbing device ( 4 ) according to one of claims 2 to 7, characterized in that in the region of the corners at least one reinforcing element ( 58 . 358 ) is provided. Impact energy absorbing device ( 4 ) according to claim 8, characterized in that the at least one reinforcing element ( 58 . 358 ) at the neck ( 56 . 57 . 356 . 357 ) is supported. Impact energy absorbing device ( 4 ) according to one of the preceding claims, characterized in that the front part ( 250 ) in the interior of the cross-sectionally c-shaped carrier shell ( 40 ) engaging elements ( 258 . 259 ) having. Impact energy absorbing device ( 4 ) according to claim 10, characterized in that in the interior of the carrier shell ( 40 ) engaging elements ( 258 . 259 ) in the longitudinal direction of the front part ( 250 ) and / or are formed transversely to its longitudinal extent. Impact energy absorbing device ( 4 ) according to one of the preceding claims, characterized in that the front part ( 150 ) arranged transversely to its longitudinal extension support elements ( 159 ) having. Impact energy absorbing device ( 4 ) according to one of the preceding claims, characterized in that in the central region of the longitudinal extension of the front part ( 50 ) towards the carrier shell ( 40 ) at least one additional reinforcing element ( 59 ) is trained. Impact energy absorbing device ( 4 ) according to one of the preceding claims, characterized in that the front part ( 250 . 450 ) has at least a portion which the c-shaped carrier shell ( 40 ) overlaps on its outside. Impact energy absorbing device ( 4 ) according to claim 14, characterized in that the front part ( 250 ) in the at least one section an elevation ( 253 . 254 ) having. Impact energy absorbing device ( 4 ) according to one of the preceding claims, characterized in that the carrier shell ( 40 ) in the end section ( 53 . 54 ) a fastening device for fastening the front part ( 50 ) on the carrier shell ( 40 ) having. Impact energy absorbing device ( 4 ) according to claim 16, characterized in that the fastening device comprises a sleeve element ( 62 ) for fastening the front part ( 50 ) on the carrier shell ( 40 ). Impact energy absorbing device ( 4 ) according to claim 17, characterized in that the sleeve element ( 62 ) on the carrier shell ( 40 ) in the region of the end fastening devices ( 60 ) and arranged so that it in the neck nozzle ( 55 . 57 ) on the front part ( 50 ) is engageable or intervenes. Impact energy absorbing device according to one of the preceding claims, characterized in that the attachment of the front part ( 50 . 150 . 250 . 350 . 450 ) on the carrier shell ( 40 ) via screws. Impact energy absorbing device ( 4 ) according to one of the preceding claims, characterized in that the front part ( 50 . 150 . 250 . 350 . 450 ) is formed in one piece. Impact energy absorbing device ( 4 ) according to one of the preceding claims, characterized in that the carrier shell ( 40 ) made of aluminum or steel and the front part ( 50 . 150 . 250 . 350 . 450 ) consist of a fiber-reinforced plastic. Carrier shell ( 40 ) for an impact energy absorbing device ( 4 ) for absorbing impact energy for use in the front ( 2 ) and / or rear area ( 3 ) of a vehicle ( 1 ), wherein the impact energy absorbing device ( 4 ) has in its longitudinal direction a front side pointing away from the vehicle and a rear side pointing towards the vehicle, wherein a carrier shell (3) which is essentially c-shaped in cross-section (FIG. 40 ), wherein the C-shape of the cross-section opens in the direction of the front side, made of a metal or other deformation-resistant material and a front part ( 50 . 150 . 250 . 350 . 450 ) are made of a plastic or other material that is less resistant to deformation than the material of the carrier shell, are provided, wherein the front part ( 50 . 150 . 250 . 350 . 450 ) in the carrier shell ( 40 ) is inserted from the front, characterized in that the carrier sound ( 40 ) is also substantially c-shaped in plan view, with the open sides of the C-shapes pointing in opposite directions, and end-side attachment means (FIG. 60 ) for fastening to a vehicle longitudinal member ( 6 ) or an impact damping device are provided. Carrier shell ( 40 ) according to claim 22, characterized in that the carrier shell ( 40 ) has end-side sections, the two substantially parallel wall sections ( 45 . 47 ) and one of these two wall sections ( 45 . 47 ) connecting wall section ( 46 ), wherein the wall sections ( 45 . 46 . 47 ) end substantially in one plane. Carrier shell ( 40 ) according to claim 22 or 23, characterized in that the carrier shell ( 40 ) at the end with flange plates ( 60 ) for fastening the carrier shell ( 40 ) on a vehicle longitudinal member ( 6 ) is provided. Carrier shell ( 40 ) according to claim 24, characterized in that on the flange plates ( 60 ) at least one fastening device ( 62 ) for fastening a front part ( 50 . 150 . 250 . 350 . 450 ) on the carrier shell ( 40 ) is provided. Front part ( 50 . 150 . 250 . 350 . 450 ) for an impact energy absorbing device ( 4 ) for absorbing impact energy for use in the front ( 2 ) and / or rear area ( 3 ) of a vehicle ( 1 ), wherein the impact energy absorbing device ( 4 ) has in its longitudinal direction a front side pointing away from the vehicle and a rear side pointing towards the vehicle, wherein a carrier shell (3) which is essentially c-shaped in cross-section (FIG. 40 ), wherein the C-shape of the cross-section opens in the direction of the front side of a metal or Eifern other deformation-resistant material and a front part ( 50 . 150 . 250 . 350 . 450 ) are made of a plastic or other material that is less resistant to deformation than the material of the carrier shell, are provided, wherein the front part ( 50 . 150 . 250 . 350 . 450 ) in the carrier shell ( 40 ) is inserted from the front, wherein the carrier shell ( 40 ) also in the top view Is essentially C-shaped and end-side fasteners ( 60 ) for attaching the impact energy absorbing device ( 4 ) on a vehicle longitudinal member ( 6 ) or an impact damping device, characterized in that the front part is formed in one piece and a front side and a rear side ( 55 ), wherein on its rear side at least one attachment piece ( 56 . 57 . 356 . 357 ) and at least one reinforcing element ( 58 . 59 . 159 . 358 . 459 ) are provided, wherein at least one reinforcing element ( 58 . 358 ) at the neck ( 56 . 57 . 356 . 357 ) and a projecting beyond the attachment piece end portion of the front part is formed supporting. Front part ( 50 . 150 . 250 . 350 . 450 ) according to claim 26, characterized in that two neck nozzles ( 56 . 57 ) in the region of the end sections ( 53 . 54 ) of the front part are provided. Front part ( 50 . 150 . 250 . 350 . 450 ) according to claim 26 or 27, characterized in that at least one reinforcing element ( 59 ) is provided in the central region of the front part. Front part ( 50 . 150 . 250 . 350 . 450 ) according to one of claims 26 to 28, characterized in that the front part along its longitudinal and / or transverse extension regions of different hardness. Front part ( 50 . 150 . 250 . 350 . 450 ) according to claim 29, characterized in that the front of the front part designed to protect pedestrians softer than the back ( 55 ).

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