DE202021103264U1 - Bumper arrangement for a motor vehicle - Google Patents

Abstract

Bumper arrangement (1) for a motor vehicle, comprising an upper main cross member (2) which can be coupled to the motor vehicle via crash boxes (7) and a lower auxiliary cross member (3), the main cross member (2) and auxiliary cross member (3) being connected to one another via vertical struts ( 4, 6) are coupled, characterized in that the main cross member (2) and the auxiliary cross member (3) are curved at least in sections around the vertical axis, the main cross member (2) and auxiliary cross member (3) having different radii of curvature and / or that the auxiliary cross member (3) is set back with respect to the main cross member (2) in the vehicle longitudinal direction (X) towards the motor vehicle and / or that the auxiliary cross member (3) has a central section which is offset in relation to the vertical direction and that the main cross member (2) and the Auxiliary cross member (3) are made in one piece and made of the same material with the vertical struts (4).

Description

The present invention relates to a bumper arrangement for a motor vehicle according to the features in the preamble of claim 1.

It is known from the prior art that motor vehicles have bumper arrangements at the front or at the end. In the event of a vehicle crash or a rear-end collision or a collision with an object, such a bumper arrangement fulfills two tasks. On the one hand, there is a cross member. The cross member has sufficient rigidity to prevent a corresponding object or a motor vehicle from penetrating too much into the front or end area. Any punctual impact, for example on a pole, is therefore transmitted to a large part of the width of the vehicle by the cross member.

A second task, which is fulfilled by a bumper arrangement, is the conversion of crash energy into deformation processing and thus a corresponding reduction / absorption of the impact energy. For this purpose, a respective cross member is coupled to the motor vehicle via crash boxes. For this purpose, the crash boxes are related to the transverse direction of the motor vehicle and are arranged between a central area and an end area of the cross member. The crash boxes are then mostly coupled to the side members of the motor vehicle. In the event of an impact, the crash boxes fold, for example, like an accordion and thus convert crash energy into deformation work.

It is the object of the present invention, based on the prior art, to show a bumper arrangement which has improved crash behavior, in particular for the MPDB crash test.

The aforementioned object is achieved according to the invention with a bumper arrangement for a motor vehicle, with the features in claim 1.

Advantageous design variants of the present invention are the subject of the dependent claims.

The bumper arrangement for a motor vehicle has an upper main cross member, which is coupled to the motor vehicle via crash boxes, and a lower auxiliary cross member. The main cross member and the auxiliary cross member are coupled to one another via vertical struts. The auxiliary cross member can optionally be supported on the crash boxes. The auxiliary cross member can also be supported on the motor vehicle via separate lower crash supports.

According to the invention, the bumper arrangement is characterized in that the main cross member and the auxiliary cross member are curved at least in sections around the vertical axis, but the main cross member and the auxiliary cross member can have different radii of curvature.

In particular, this is combined with an offset of the auxiliary cross member in the longitudinal direction of the motor vehicle in the direction of the vehicle. In the case of a bumper arrangement arranged on the front of the vehicle, the auxiliary cross member is thus arranged completely or partially offset to the rear or the front in the longitudinal direction of the motor vehicle.

Optionally, in addition or as an alternative, it is provided that the auxiliary cross member has a central section which is offset in relation to the vertical direction, in particular upwards or downwards. The main cross member can also have a central section which has an offset in the vertical direction, thus in the motor vehicle X direction. This can be designed in addition to the offset of the auxiliary cross member in the vertical direction. The main crossmember can also have an offset in the vertical direction of the motor vehicle in relation to the auxiliary crossmember running flat in the vertical direction of the motor vehicle. By means of the aforementioned measures, it is achieved according to the invention that a frontal crash with lateral overlap is distributed over the main and also auxiliary cross members. The intrusion forces in the front of the vehicle are thus better distributed.

Due to the possibilities due to the curvatures of the main and auxiliary crossmembers or due to the offset in the longitudinal direction of the vehicle from auxiliary crossmember to main crossmember, the desired crash reactions with regard to energy dissipation can be set according to the requirements of the respective vehicle class, which is equipped with the bumper arrangement, that the manufacturer and statutory, respective required crash performance is achieved.

In particular, the main crossbeam and auxiliary crossbeam in connection with the vertical struts are made in one piece and made of the same material. For this purpose, it is particularly advisable within the scope of the invention to produce the bumper arrangement as a press-formed component, in particular from a steel alloy. It is thus a shell component which is produced from a blank by means of forming technology. Main and auxiliary cross members preferably have a profiled cross section, in particular U-shaped or C-shaped or also hat-shaped. Optionally, a respective strike plate can be attached to the main cross member or auxiliary cross member in relation to the longitudinal direction, if necessary only in sections.

Alternatively, it is possible according to the invention for the main crossbeam and the auxiliary crossbeam to be produced in one piece and made of the same material from an extrusion profile, in particular from a light metal alloy. To this end, it is initially possible to extrude a profile with a plurality of hollow chambers, which are connected by a web, in a compact cross-section. This is then processed in terms of forming technology and cutting technology, so that a main cross member arranged above in relation to the vertical direction and an auxiliary cross member arranged below are formed. The corresponding curvatures can be produced by further bending processing. The connections, which are formed via the vertical struts, is a connecting web that remains between the profiles. The remaining material can be removed by cutting.

The vertical struts themselves have a profiled cross section, in particular U-shaped, C-shaped or hat-shaped. Very particularly preferably, a front web is arranged pointing away from the vehicle. As a result of this measure, the main cross member and the auxiliary cross member are coupled to one another in a particularly rigid manner, which in turn increases the crash performance.

In a further preferred embodiment variant, there is an indentation in the main cross member in such a way that an initial deformation takes place when there is a load in the longitudinal direction. The indentation is provided, in particular, on a front wall of the main cross member that is related to the longitudinal direction of the motor vehicle. It is particularly preferable for two or more indentations to be present. The two indentations are spaced from one another in the transverse direction of the vehicle. However, the two indentations are preferably arranged symmetrically to one another, based on a central plane in the transverse direction of the motor vehicle. As a result of the indentation or indentations on the front side, an initial deformation can take place on the one hand, so that the bumper arrangement is correspondingly deformed by only one half in relation to the transverse direction of the vehicle. An initial introduction of force, that is to say the first impact force as a result of a deformation of the main cross member, can also reduce a first peak of crash energy.

Furthermore, the auxiliary cross member is preferably coupled to lower crash support elements. As an alternative or in addition, the auxiliary cross member is coupled to additional longitudinal members or crash boxes, which in turn are supported on the motor vehicle. The auxiliary cross member thus provides a further load path, which in turn introduces the forces that occur in a frontal impact more evenly and thus to a locally smaller extent into the motor vehicle, which in turn increases the overall crash performance.

To further improve the crash behavior, at least one additional support element is arranged on the main cross member and / or the auxiliary cross member, the support element additionally supporting the main cross member and / or the auxiliary cross member on the crash box or a lower crash support.

For this purpose, the support element is in particular formed in one piece and made of the same material with the main cross member or the auxiliary cross member. By means of a corresponding bending technique, the support element then points, in particular in the longitudinal direction of the motor vehicle, from the main cross member or auxiliary cross member, oriented towards the rear and is supported on the crash box. In particular, this support takes place laterally or below or above the crash box or on a longitudinal member of the motor vehicle.

By means of the one additional support element, the longitudinal forces occurring in the event of a frontal crash can also be distributed over several load paths, which in turn increases the crash performance of the bumper arrangement according to the invention.

Further advantages, features, properties and aspects of the present invention are the subject of the following description. Preferred design variants are shown in schematic figures.

• 1 eine perspektive Darstellung einer erfindungsgemäßen Stoßfängeranordnung,
• 2a bis f eine erfindungsgemäße erste Ausgestaltungsvariante einer erfindungsgemäßen Stoßfängeranordnung in Draufsicht, Frontansicht und verschiedenen Schnittansichten,
• 3 eine Querschnittsansicht durch ein Extrusionsprofil,
• 4a bis c eine zweite Ausführungsvariante in Frontansicht sowie Querschnittsansichten,
• 5 ein Crashszenario einer erfindungsgemäßen Stoßfängeranordnung in Draufsicht,
• 6a bis d eine dritte Ausführungsvariante in Frontansicht sowie Querschnittsansichten,
• 7a bis f eine vierte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 8a bis f eine fünfte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 9a bis f eine sechste Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 10a bis f eine siebte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 11a bis d eine achte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 12a bis e eine neunte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 13a bis f eine zehnte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 14a bis e eine elfte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 15a bis e eine zwölfte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 16a bis f eine dreizehnte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten und
• 17a bis d eine vierzehnte Ausführungsvariante in Draufsicht, Frontansicht sowie Querschnittsansichten,
• 18a und b zeigen eine fünfzehnte Ausführungsvariante in Draufsicht und Querschnittsansicht,
• 19a und b zeigen eine sechzehnte Ausführungsvariante in Draufsicht und Querschnittsansicht und
• 20a bis c zeigen eine siebzehnte Ausführungsvariante in Draufsicht sowie Querschnittsansichten.

These serve for a simple understanding of the invention. Show it

• 1 a perspective view of a bumper assembly according to the invention,
• 2a to f a first embodiment variant according to the invention of a bumper arrangement according to the invention in plan view, front view and various sectional views,
• 3 a cross-sectional view through an extrusion profile,
• 4a until c a second variant in a front view and cross-sectional views,
• 5 a crash scenario of a bumper arrangement according to the invention in plan view,
• 6a until d a third variant in a front view and cross-sectional views,
• 7a to f a fourth variant in plan view, front view and cross-sectional views,
• 8a to f a fifth variant in plan view, front view and cross-sectional views,
• 9a to f a sixth variant in plan view, front view and cross-sectional views,
• 10a to f a seventh variant in plan view, front view and cross-sectional views,
• 11a until d an eighth variant in plan view, front view and cross-sectional views,
• 12a to e a ninth variant in plan view, front view and cross-sectional views,
• 13a to f a tenth variant in plan view, front view and cross-sectional views,
• 14a to e an eleventh variant in plan view, front view and cross-sectional views,
• 15a up to e a twelfth variant in plan view, front view and cross-sectional views,
• 16a to f a thirteenth variant in plan view, front view and cross-sectional views and
• 17a until d a fourteenth variant in plan view, front view and cross-sectional views,
• 18a and b show a fifteenth variant in plan view and cross-sectional view,
• 19a and b show a sixteenth variant embodiment in plan view and cross-sectional view and
• 20a until c show a seventeenth variant embodiment in plan view and cross-sectional views.

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

1 shows a bumper assembly according to the invention 1 for a motor vehicle not shown in detail. The bumper assembly 1 has an upper main cross member 2 as well as one on the vehicle vertical direction Z related to the auxiliary cross member below 3 on. The main cross member 2 and the auxiliary cross member 3 are about vertical struts 4th , 6th coupled with each other. In the respective end areas 5 is a vertical element 6th provided, which also has the main and auxiliary cross members 2 , 3 connects with each other. The main cross member 2 is about crash boxes 7th coupled to the motor vehicle not shown in detail. The vertical struts 4th cannot be shown in detail, also on the crash boxes 7th prop up. The auxiliary cross member 3 is about lower crash supports 12th supported on the motor vehicle.

2a through f show an embodiment variant of the present invention. The bumper arrangement according to the invention is shown 1 with the main crossbeam at the top 2 as well as related to the vertical direction, auxiliary cross member arranged underneath 3 . The main cross member 2 is about crash boxes 7th coupled to the motor vehicle not shown in detail. For example the crash boxes 7th coupled to the front of a respective longitudinal member, not shown, of the motor vehicle. The auxiliary cross member 3 is about lower crash supports 12th supported on the motor vehicle.

According to 2a is in the longitudinal direction of the vehicle X the vehicle vertical direction Z Auxiliary crossbeams arranged below 3 opposite the main cross member 2 at least in a predominantly large part of the central section, therefore between the crash boxes 7th formed set back, possibly also in the respective edge area. In the event of an impact, there is initially contact with the main cross member 2 instead of. After deformation of the main cross member 2 then there is also an additional deformation of the auxiliary cross member 3 instead of. It can also be seen in accordance with 2a is that the respective radius of curvature with which the main cross member 2 or auxiliary cross member 3 around the vertical axis Z run curved, is different from each other. The radius of curvature of the main cross member 2 is smaller than the radius of curvature of the auxiliary cross member 3 . This means the main cross member 2 is more curved than the radius of curvature of the auxiliary cross member 3 . In the interaction with the offset of the auxiliary crossmember related to the longitudinal direction of the motor vehicle 3 In the direction of the vehicle, it can thus be ensured with different radii of curvature that a barrier or pressing object is initially against the main cross member 2 collides and only later against the auxiliary crossmember 3 . Main cross member 2 and auxiliary cross members 3 are above the respective vertical strut 4th coupled with each other. According to 2f is a cross-section with the section line AA of the vertical strut 4th shown. This is U-shaped in cross section. A front bridge 8th is facing away from the motor vehicle. From the jetty 8th bent legs 9 are oriented backwards. Thus is the vertical strut 4th stiffened trained. Because of the forward facing web 8th First there is an impact with an object. Furthermore, there are vertical elements in the respective end area 6th arranged. A section through the vertical elements 6th is in 2e shown according to the section line EE. The vertical element 6th is itself L-shaped in cross-section, with a forward-facing web here as well 8th and one leg bent backwards from it 9 is trained.

In this case, the bridge also hits first 8th an impacting object or a barrier. The crash boxes 7th are in this case on the motor vehicle vertical direction above the vertical struts 4th arranged. In addition, a vertical section is shown in 2c according to the section line BB. The main cross member is shown 2 as a two-chamber hollow profile and the auxiliary cross member 3 as a single-chamber hollow profile. It is also shown according to the section line CC in FIG 2d the end area 5 , after which main cross member 2 and auxiliary cross members 3 over a vertical element 6th are coupled to each other. The vertical element 6th is in one piece and made of the same material with the main cross member 2 and the auxiliary cross member 3 produced, for example by an extrusion process from a light metal alloy, specifically an aluminum alloy. The in 2c according to the section line BB nonexistent web 8th or the vertical element 6th was then removed by cutting.

3 shows such an extrusion profile in cross section. It can be seen here that a two-chamber hollow profile is used to form the later main cross member 2 and a single-chamber hollow profile for forming the later auxiliary cross member 3 over a vertical element 6th are coupled to each other. In a shaping step, not shown in detail, the extrusion profile initially produced in this way is then first machined or bent in such a way that it is flattened so that, in relation to the vertical direction, above the main cross member 2 and vertical direction oriented below the auxiliary cross member 3 is arranged and the web 8th the vertical element forms. First, however, a compact profile can be extruded in cross section.

4a until c show an embodiment variant analogous to 2 . However, the special feature here is that a middle section 10 of the auxiliary cross member 3 is offset in the vertical direction upwards. This offset can be used to compensate for a difference in height depending on the crash requirement, for example in order to achieve a bumper-to-bumper test or also a pedestrian impact test to be carried out in addition. Corresponding air ducts can also be used for cooling elements (not shown in greater detail) or the like located behind them.

According to 4b and 4c it can be seen again that the motor vehicle vertical direction Z Auxiliary crossbeams arranged below 3 opposite the main cross member 2 has an offset upward in the central section in relation to the vertical direction. Furthermore, as already in 2f also possible that the auxiliary cross member 3 on the longitudinal direction of the vehicle X related, has an offset to the rear. However, this offset does not have to be formed; the offset in the central section can also only be formed on its own. This relates to the height offset in the vertical direction of the motor vehicle, which would then be formed without an offset in the longitudinal direction of the motor vehicle.

5 shows an effect that is essential to the invention. This shows the bumper assembly 1 in a view from above in the event of a crash that has already occurred. It can be seen that the crash box 7th is already compressed. The main crossbeam at the top 2 and the auxiliary cross member located below in the vertical direction 3 are arranged below. The vertical element 6th in the end area 5 relates to the longitudinal direction of the motor vehicle, to a wheel 11 been moved to. This is now based, in particular with its bent leg according to 2e , on a wheel 11 away. First of all, a wheel house, not shown in detail, can be contacted. This would result in a further load path over the wheel 11 as well as following in the longitudinal direction of the motor vehicle, rocker panels not shown in detail. The main cross members 2 If there are no lower crash boxes, then not only via the crash box 7th initiated, but also via a second load path, i.e. via the wheel 11 and the sill located behind it is introduced into the vehicle body in the longitudinal direction of the vehicle. Through the vertical element 6th creates a particularly good support surface so that the wheel 11 hit in the longitudinal direction of the motor vehicle and walking under or over the wheel 11 due to the rotational connection of the wheel 11 the crash energy is safely avoided. High impact surface of the vertical element in relation to the vertical direction of the motor vehicle 6th in connection with main and auxiliary cross members 2 , 3 becomes a secure support on the wheel 11 ensured. It is thus avoided that the bumper assembly 1 in the case of, for example, only the main cross member 2 about the wheel 11 is lifted and accordingly no additional support on the wheel 11 would take place.

6a until d show an alternative design variant with a bumper arrangement according to the invention 1 . This can also represent an independent inventive concept, but also in combination with one or more of the exemplary embodiments according to FIG 1 until 5 can be applied.

According to 6a is a bumper assembly 1 shown, which also has a main cross member 2 and one on the vehicle vertical direction Z auxiliary crossbeams arranged underneath 3 having. A middle section of the auxiliary cross member 3 can point to the vertical direction Z downwards, but alternatively not shown, can also be arranged offset upwards. The main cross member 2 and the auxiliary cross member 3 are each about vertical struts 4th coupled with each other. In this exemplary embodiment, the respective end regions are 5 from main cross member 2 and auxiliary cross members 3 not again separately over a vertical element 6th coupled with each other. However, this can be implemented, but is not shown.

The crash boxes 7th , indicated by the dashed line where the main cross member 2 is attached, but are on the vehicle transverse direction Y arranged offset inwards, therefore offset inwards next to the vertical struts 4th . In addition, the auxiliary cross member is 3 each with an additional crash box 12th supported in the longitudinal direction of the vehicle, which is also in the 6c is shown in cross section. According to the 6b is the cross section of the vertical strut 4th also U-shaped, with a forward facing web 8th as well as the legs bent from it 9 .

Essential to the invention in the embodiment of 6th is now that each has an additional support element 13th on main cross member 2 and also optionally shown here an additional support element 13th on the auxiliary cross member 3 is available. With this additional support element 13th it is a one-piece and material-uniform with the main cross member 2 or auxiliary cross member 3 formed piece of material, which is bent away as a kind of clasp and in the case of 6c for the main cross member 2 below the crash box 7th is arranged and coupled to this. In the case of the auxiliary cross member 3 is bent up and back and thus with the additional crash box 12th is coupled. This results in an additional supporting effect, but also an enlargement of the impact surface on the front sides 14th , 15th from main cross member 2 and auxiliary cross members 3 .

7a through f show a further alternative embodiment variant of the present invention.

Alternatives, however, with the abovementioned examples in addition, embodiment variants of the invention that can be combined as desired. According to 7a and b is a bumper assembly 1 known which has a main cross member 2 and an auxiliary cross member 3 having. The auxiliary cross member 3 is according to the plan view of FIG 7a in the longitudinal direction of the motor vehicle opposite the main cross member 2 arranged offset to the rear. The main cross member 2 is about crash boxes 7th supported on a motor vehicle, not shown. They are vertical struts 4th present, which is the main cross member 2 and the auxiliary cross member 3 connect with each other. These vertical struts 4th are in one piece and made of the same material with the main cross member 2 and the auxiliary cross member 3 manufactured in-house, especially as an extrusion component. Furthermore are in the end area 5 from main cross member 2 and auxiliary cross members 3 vertical elements 6th arranged the the main cross member 2 and the auxiliary cross member 3 connect with each other. The main cross member 2 itself is designed as a two-chamber hollow profile, the auxiliary cross member 3 is designed as a single-chamber hollow profile. The vertical strut 4th and the vertical element 6th are made of the same material and in one piece with the main cross member 2 and the auxiliary cross member 3 educated.

The adaptation to the design variants described above is in the case of the vertical strut 4th in each case a greater proportion is formed, so that a significantly wider, forward-facing web is formed 8th on the vertical strut 4th according to the section line AA results. A leg bent backwards can be used as an additional support element 13th be considered. This additional support element 13th is then on the crash box behind it 7th , shown in particular in the 7a laterally supported and coupled with this. For this purpose, the additional support element 13th in particular according to the 7e on the vehicle vertical direction Z offset upwards, then to the side of the crash box 7th to be supported with. Alternatively, it would also be conceivable, but not shown, that the crash box 7th in relation to the height in the vertical direction of the vehicle Z about the actual height of the main cross member 2 extends out, therefore to the motor vehicle vertical direction Z the height of the crash box points downwards 7th or the arrangement of the crash box 7th a further extension in the vertical direction of the motor vehicle Z on. The additional support element 13th , which is on the side of the crash box 7th is thus only bent to the side and not bent upwards in the vertical direction of the vehicle, as shown in FIG 7e is shown.

8th shows a further embodiment variant of the present invention. 8a through f show a further embodiment variant of the invention. This is essentially based on the one in the 7th described variant. In addition, however, the additional support is not just one-sided on a respective crash box 7th completed, but on both sides of the crash box 7th . In particular, this results in a significantly wider web 8th according to the section line AA shown in 8c , one support on both sides of the crash box 7th he follows. 8th additionally shows that on the back of the auxiliary crossmember 2 protruding stiffening webs are available. This Reinforcing webs protruding at the rear generate, in particular, an increased moment of resistance against bending around the vertical direction of the motor vehicle. So the auxiliary cross member has 2 a higher rigidity due to the stiffening webs.

9a to f show an alternative design variant 7th . There are a number of additional support elements that are attached to the crash boxes 7th prop up. These are on the outside of the crash boxes in the transverse direction of the vehicle 7th supported. According to the example in 7th are these on the inside of the crash boxes 7th supported. This also results in a larger web initially 8th for a vertical element 6th according to 9b and 9c . The additional support stiffened according to 9 in particular the outer end, which is prevented from an additional buckling or buckling in the direction of the transverse direction of the vehicle due to the oblique support to the outside. Here, too, the additional stiffening bars on the back of the auxiliary crossmember are optional 3 arranged.

10a through f show a further alternative or additional embodiment variant of the present invention. Here again is the bumper assembly 1 formed with a main cross member 2 as well as an auxiliary cross member 3 . These two are about vertical struts 4th coupled with each other. According to the embodiment variant, there is a towing eye 19th arranged in an additional support element 13th . This arrangement takes place according to the section line BB, shown in FIG 10e , outside the crash box 7th and outside the main cross member 2 . According to the invention, this has the advantage that both the main cross member 2 as well as the crash box 7th can deform accordingly in the event of a frontal crash without the towing eye 19th the deformation itself affects. The towing eye 19th is therefore separate from the impact beam and crash box 7th arranged. For this purpose, a part of the according to 10f , Section line CC, connecting vertical element 6th in the case of a blank with a main cross member 2 and auxiliary cross members 3 are used and processed by cutting and bending so that the additional section element is formed, which is then bent backwards in the vehicle longitudinal direction in order to create an additional receiving chamber into which a towing eye is then 19th is introduced. The towing eye 19th can for example be welded in the chamber. The towing eye 19th however, it is outside the crash box 7th and outside the main cross member 2 arranged so that this has no effect on the crash performance of the main cross member 2 and crash box 7th himself has.

11a until d show a further supplementary and alternative embodiment of the present invention.

A bumper arrangement is shown here again 1 having a main cross member 2 as well as an auxiliary cross member 3 which have vertical struts 4th are coupled to each other. The vertical struts 4th are here, however, as a hollow profile which is closed in cross section 20th formed according to the section line AA. These then have a front wall 21 and a back wall 22nd on and on the front wall and rear wall connecting webs 23 . This is done by initially shown according to the section line CC 11d the main cross member 2 and auxiliary cross members 3 are produced together as a one-piece extrusion profile. The the front wall 22nd the vertical strut 4th forming connection between main cross member 2 and auxiliary cross members 3 is then cut out using cutting technology. These are then applied to the longitudinal direction of the vehicle X bent backwards around the connecting webs 23 to form and on the back wall 22nd pointing towards each other oriented closed. At the point of impact 24 a weld can be made to provide additional stiffening. By forming a hollow profile 20th as a vertical strut 4th becomes a higher stiffness between the main cross member 2 and auxiliary cross members 3 as well as support of the auxiliary cross member 3 without additional supports on a side member of the auxiliary cross member 3 achieved.

12a to e show a further embodiment variant. Basically, the same properties are available as they are in 2 are shown. In addition to 2 however, it is here in a central section of the main cross member 2 in the front wall 25th at least one, preferably several trigger beads 26th educated. The trigger beads 26th serve to ensure that only one side of the bumper arrangement is initially deformed in the event of a corresponding impact 1 is performed. The trigger beads 26th by pushing in the main cross member 2 educated. The front wall is in this area 25th pressed in so that the connecting webs 28 of the two-chamber hollow profile shown here are compressed. This results in a shallower depth 29 in the motor vehicle X-direction versus the depth 30th of the main cross member 2 , as well as it is produced, for example, as an extruded profile. This is also repeated in 12b and e recognizable.

In this case there are three trigger beads 26th arranged. One is central to the transverse direction of the vehicle Y arranged in the middle. The other two are arranged adjacent thereof. The distance is preferred 31 the trigger beads 26th to each other less than 10%, in particular less than 5% of the total length 32 of the main cross member 2 in the transverse direction of the vehicle Y .

13th shows in modification of 12th a central trigger bead 26th on the front wall 25th of the main cross member 2 . There is also another trigger bead 26th on the back wall 33 of the main cross member 2 arranged. The trigger bead 26th is made wider here and preferably has a width 34 between 1 and 10% of the total length of the main cross member 2 on. The respective trigger beads are also used here 26th on the front and back of the main cross member 2 generated by corresponding indentations. Here, too, the connecting webs are again 28 molded accordingly.

14a through e show a further embodiment variant of the bumper arrangement according to the invention 1 . This is to the main cross member 2 two spaced trigger beads on the front wall 26th molded. This molding takes place by means of an indentation. The two trigger beads 26th are preferred with a spacing 35 spaced, which is 10 to 30% of the total length 32 of the main cross member 2 is equivalent to. The two trigger beads 26th are symmetrical from a central longitudinal plane of the main cross member 2 spaced from each other.

15th shows a mounting option that applies to all of the aforementioned bumper assemblies 1 can be applied.

Here is the crash box 7th designed such that they are on an upper side 36 the top 36 and also preferably on an underside 37 the main cross member 2 overlaps. There is then a central bolt 38 or a fastening screw, which the main cross member 2 thoroughly this with the crash box 7th couples. There are corresponding projections or tongues to reach over 39 provided with which the crash box 7th opposite the main cross member 2 overlaps. This is shown in particular in the sectional view BB in FIG 15e . The auxiliary cross member 3 also has a stiffening web facing backwards. This stiffening bar also serves to couple with an additional crash box 7th . There's a bolt here too 38 provided, which reaches through the stiffening web and thus the auxiliary cross member 3 with the additional crash box 12th couples.

16a through f shows a further embodiment variant. This essentially corresponds to the embodiment according to 11 . Here, too, is the respective vertical strut 4th designed with a front wall 21 , Back wall 22nd . At the point of impact 24 are these welded together. However, the vertical strut is complementary here 4th a towing eye 19th , the front wall and the rear wall of the vertical strut 4th thoroughly arranged. The towing eye 19th is according to the section line in 16e below the main cross member 2 and also below the crash box 7th arranged. In the event of a frontal crash, the crash performance of the main cross member is therefore not impaired 2 or crash box 7th due to the towing eye 19th .

17a until c shows an alternative design variant to the variant from FIG 11 . Here is the bumper assembly 1 designed such that the vertical struts 4th showing the main cross member 2 with the auxiliary cross member 3 connect, especially the cross-sectional view in 17c not only have a front web and legs protruding therefrom, but are again wrapped in or rolled over at least in the region of one leg. This results in a closed hollow profile in cross section 20th and thereby increased rigidity of the vertical strut 4th .

The wrapped or rolled part 40 can only be processed by forming. However, it can also be coupled in addition, for example to the web or leg, for example by gluing or welding. Overall, there is an increased rigidity of the vertical strut 4th .

In addition, there is still between the upper main cross member 2 and lower auxiliary cross member 3 a further aspect of the invention is shown, which can also be transferred to all other exemplary embodiments. There is at least one additional vertical strut 41 shown. This is also in one piece and made of the same material with the upper main cross member 2 and the lower auxiliary cross member 3 educated. There can be more additional vertical struts 6th between main cross member 2 and auxiliary cross members 3 be trained. This increases the rigidity.

18th shows an alternative design variant, such as the crash boxes 7th especially to the bumper assembly 1 can be coupled. Here is the crash box 7th as well as the additional crash support 12th each with a front face 44 up to the back wall 45 of the main cross member 2 introduced. The same applies to the lower additional crash support 12th which are attached to the rear wall of the auxiliary crossmember 3 is positively applied. So that these are now coupled, there is a respective flange 42 provided, the rear wall protrudes from both the main cross member 2 as well as auxiliary cross members 3 and the crash box 7th or the additional crash support 12th overlaps. These are then cohesively coupled with a weld seam, for example in the form of a fillet weld. In addition to the cohesive coupling, this variant enables an additional form-fitting coupling, so that in particular the bumper arrangement 1 on the vehicle vertical direction Z is held positively.

19th shows an analogous design variant, in which, however, the coupling does not take place in a materially bonded manner through a weld seam, but rather through a fastening bolt 46 . Two flanges are then also provided here, which form the respective crash box 7th or the auxiliary cross member 3 via additional crash support 12th overlap or pick up like a fork.

20a until c show a further embodiment. This is analogous to the 19th with a respective fastening bolt 46 , which is the crashbox 7th or take up the additional support. In addition, however, there is also a fork-like receptacle in the transverse direction of the vehicle Y according to 20b shown. The crash box 7th is overlapped on the upper side by the flange. Furthermore, the flange engages with external legs 47 also the crash box 7th laterally. Also the additional crash support 12th exhibits this characteristic. In addition, part of this overlaps the lower auxiliary cross member 3 and is with its front end to the front of the auxiliary cross member 3 in the longitudinal direction of the vehicle X introduced.

The ones in the 18th , 19th and 20th Coupling options described in each case can be transferred to all exemplary embodiments without departing from the scope of the invention.

List of reference symbols

1

Bumper assembly

2

Main cross member

3

Auxiliary cross member

4th

vertical strut

5

End area

6th

vertical strut

7th

Crash box

8th

web

9

leg

10

middle section of 3

11

wheel

12th

lower crash support

13th

Support element

14th

Front to 2

15th

Front to 3

16

Height to 2

17th

Back to 3

18th

Stiffening strut

19th

Towing eye

20th

Hollow profile

21

Front wall to 20

22nd

Back wall to 20

23

Bridge to 21/22

24

Impact point

25th

Front wall to 2

26th

Trigger bead

27

Middle section to 25

28

Connecting bridge

29

Depth to 2 in 26

30th

Depth of 2

31

distance

32

Total length to 2

33

Back wall

34

broad

35

distance

36

Top

37

bottom

38

bolt

39

tongue

40

struck part

41

vertical strut

42

flange

43

Weld

44

Front side

45

Back wall to 2

46

Fastening bolts

47

leg

Z

Motor vehicle vertical direction

X

Longitudinal direction of the vehicle

Y

Vehicle transverse direction

Claims (11)

Bumper arrangement (1) for a motor vehicle, comprising an upper main cross member (2) which can be coupled to the motor vehicle via crash boxes (7) and a lower auxiliary cross member (3), the main cross member (2) and auxiliary cross member (3) being connected to one another via vertical struts ( 4, 6) are coupled, characterized in that the main cross member (2) and the auxiliary cross member (3) at least run in sections curved around the vertical axis, the main cross member (2) and auxiliary cross member (3) having different radii of curvature from one another and / or that the auxiliary cross member (3) is set back with respect to the main cross member (2) in the longitudinal direction (X) of the motor vehicle and / or that the auxiliary cross member (3) has a central section which is offset in relation to the vertical direction and that the main cross member (2) and the auxiliary cross member (3) are made in one piece and made of the same material with the vertical struts (4). Bumper assembly (1) Claim 1 , characterized in that the main cross member (2) and the auxiliary cross member (3) are produced as a press-forming component in one piece and of the same material, in particular from a steel alloy. Bumper assembly (1) Claim 1 or 2 , characterized in that the main cross member (2) and the auxiliary cross member (3) are made in one piece and made of the same material from an extrusion profile, in particular from a light metal alloy. Bumper arrangement (1) according to one of the preceding claims, characterized in that the vertical strut (4, 6) has a U-shaped, C-shaped or hat-shaped cross section. Bumper arrangement (1) according to one of the preceding claims, characterized in that there is an indentation in the main cross member (2) such that an initial deformation takes place when there is a load in the longitudinal direction. Bumper arrangement (1) according to one of the preceding claims, characterized in that the auxiliary cross member (3) is coupled to the crash boxes (7) and / or that the auxiliary cross member (3) is supported on additional longitudinal members on the motor vehicle. Bumper arrangement (1) according to one of the preceding claims, characterized in that at least one additional support element (13) is arranged on the main cross member (2) and / or auxiliary cross member (3), which supports the main cross member (2) and / or the auxiliary cross member (3 ) is also supported on the crash box (7). Bumper arrangement (1) according to one of the preceding claims, characterized in that the support element (13) is formed in one piece and of the same material with the main cross member (2) or the auxiliary cross member (3). Bumper arrangement (1) according to one of the preceding claims, characterized in that the support element (13) is arranged laterally or below the crash box (7). Bumper arrangement (1) according to one of the preceding claims, characterized in that the main cross member (2) and the auxiliary cross member (3) are coupled to one another in the area of their outer ends via a vertical element (6) each and that these vertical elements (6) for a support to the front wheel are carried out in the crash. Bumper arrangement (1) according to one of the preceding claims, characterized in that further vertical struts (41) connect the main cross member (2) to the auxiliary cross member (3).

Images