WO2019115552A1

WO2019115552A1 - Impact-absorbing system for a motor vehicle

Info

Publication number: WO2019115552A1
Application number: PCT/EP2018/084408
Authority: WO
Inventors: Guy OGERET; Stéphane Ginja
Original assignee: Compagnie Plastic Omnium
Priority date: 2017-12-11
Filing date: 2018-12-11
Publication date: 2019-06-20
Also published as: FR3074750A1; EP3724012A1; FR3074750B1

Abstract

Impact-absorbing system (1) for a motor vehicle equipped with at least one longitudinal member (4) and with a transverse impact beam (5), comprising - an absorber element (3) which is at least partially deformable in an irreversible manner in reaction to an impact, consisting of a plastic and/or composite material, and configured to be arranged between the transverse impact beam (5) and the longitudinal member (4), - a connection element (7) comprising at least one wall having one end (9) for fastening to the impact beam, and another end (11) for fastening to the longitudinal member (4), which end (11) comprises a bearing face (14), the absorber element (3) being held in position by the connection element (7) in abutment with the bearing face (14), - a towing means of the motor vehicle, comprising a one-piece fastening plate (13) comprising a fastening sleeve (15) configured to be coupled with a removable towing element (17), the fastening plate (13) being configured to be secured to the end (11) intended to be fastened to the longitudinal member (4) and/or to be secured to the longitudinal member (4).

Description

IMPACT ABSORPTION SYSTEM FOR MOTOR VEHICLE

The invention relates to the field of bumpers for a motor vehicle, more particularly shock absorption systems comprising a shock absorber element, which further comprise means for towing the vehicle.

Vehicle shock absorber elements intended to be placed between a transverse impact beam and longitudinal members which connect the assembly to the body of the vehicle are known in the state of the art. They may be present at the front and / or rear of the vehicle extending in the longitudinal direction of the vehicle. Such absorber elements absorb energy during a shock so as to limit the deformation of other components and vehicle repair costs.

Nowadays, car manufacturers are seeking to reduce more and more the energy consumption of motor vehicles, in particular by reducing the weight of these vehicles. In this context, they seek to reduce the congestion rate of the bumpers, in particular that of the transverse impact beam and absorber elements in the longitudinal direction. At the front of the vehicle, a reduction of 50 mm of the distance between the front of the beam and the rear of the absorbers, induces a lightening of the vehicle of about 5 kg. This reduction in distance, induces a reduction of the overhang vehicle, which also allows freedom of style of vehicles, including more vertical bumpers and shorter covers.

However, the reduction of this distance (between the front of the transverse impact beam and the rear of the absorber elements), and therefore of the cantilever, is limited by the safety standards which require a satisfactory resistance of the barrier -bugs and surrounding parts. One way to reduce the cantilever is to increase the effective length of the absorber element, ie the distance over which the absorber element deforms before reaching its incompressibility characterized by a sharp rise in effort. In the context of this invention, compressibility refers to the ability of a body to compress as much as possible, that is to leave the incompressible residue as low as possible.

By way of example, a metal absorber element can compress about 70% and has an incompressibility of about 30%. It is therefore sought to increase the compressibility of the absorber elements so that they can absorb as much energy as possible in case of impact in a reduced axial size. This axial size is therefore the total of the crushing stroke (during which the energy is absorbed), and the incompressible remaining at the end. In other words, we try to reduce the incompressible part of the absorber elements that does not participate in energy absorption.

Also known are energy absorption systems based on the axial compression of a composite tube. Classically this tube is composed of a resin constituting the matrix of the composite and fibers.

The preferred mode for the axial deformation of such a composite tube during the compression phase under stress (shock) is delamination. During such delamination, the fiber reinforcements shear in their thickness preferably over the entire length of the tube.

In particular, patent US4336868A discloses methods of manufacturing a composite tube and the performance of the matrix and reinforcements fiber in terms of ability to absorb energy (specific absorption energy). In this document is illustrated in particular the mode of delamination of the tube under an axial compression force.

Conventionally, the resin is reduced to dust and the various layers of reinforcements are delaminated in the direction of the impact (thus essentially "axial") and thus absorb energy.

With such a mode of delamination, one can expect an incompressible residue of about 5%. This reduction of the incompressible induces an increase in the effective length of the absorber element and therefore a greater energy absorption potential for equal effort calibration.

However, when the energy absorption system due to a shock comprises such an absorber element plastic material and / or composite, such as in patent US7300080 B2, the presence of a towing means, such as a metal sleeve in which can be screwed a ring or tow hook, can prevent the absorber element to achieve such a low incompressibility.

Another patent US6893063 B2 describes the placement of a towing metal bushing in the transverse impact beam. However, the deformation of the transverse impact beam can then be affected by the presence of such a towing system within it. In addition, the transmission of forces due to towing and / or stowage is effected from the tow sleeve to a spar via a shock absorber element, which can be problematic. Indeed, a shock absorber element of plastic material and / or composite may be less resistant to tensile stresses or fatigue than a metal shock absorber element.

Patent EP2248688 describes a towing system, in which the metal bushing is designed to separate from the spar by the presence of a weakened part on the metal bushing, as for example in the case of a small shock affecting the area of the transverse impact beam or absorber element. However, in this case, a towing of the vehicle is then compromised. transmission of forces between a towing hook and a vehicle spar is no longer performed, the mechanical strength of the elements transmitting the forces due to towing is not necessarily retained. The manufacture and assembly of such a system is also complex, and the length of the metal sleeve weighs such a system.

An object of the invention is to overcome these disadvantages by providing a shock absorber system for a motor vehicle compact and reduced mass, improving the transmission of forces due to towing or stowage, allowing maximum compressibility in case shock, while allowing safe towing or stowage, even when a shock has affected the area of the transverse impact beam and / or the shock absorber element, and whose manufacture and assembly are simplified. Thus, the invention particularly relates to a shock absorption system for a motor vehicle, the motor vehicle having at least one spar and a transverse impact beam, comprising

an absorber element able to irreversibly deform at least partially in response to a shock, the absorber element being made of a plastic and / or composite material, the absorber element being configured to be disposed between the shock beam; transverse and spar,

a connecting element comprising at least one wall having one end intended to be fixed to the impact beam, and another end intended to be fixed to the spar, which comprises a bearing face, the absorbing element being held in position; by the connecting element, the bearing face forming a stop for the absorber element,

- means for towing the motor vehicle,

the towing means comprising a one-piece mounting plate having an attachment bushing configured to mate with a removable towing member, the mounting plate being configured to be integral with the end to be attached to the spar and / or the spar.

Thus, such a system allows to place the towing means so as not to increase the size of the vehicle in the longitudinal direction. The transmission of forces is not ensured via the transverse impact beam and / or via the absorber element. The forces passing through the removable towing element, for example a towing hook, are directly transmitted to the spar and thus to the structure of the vehicle. This improves the transmission of efforts. The fixing sleeve of the removable towing element, for example a hook, is firmly attached to the spar. Indeed, the forces transmitted from the removable towing element are directly transmitted to the vehicle structure. In addition, such a system makes it possible to obtain maximum compressibility of the absorber element, the fixing sleeve not being in the compression zone of the absorber element. Indeed, the compressibility rate of the absorber element is not affected by an implantation of the fixing sleeve in the absorber element. The elements of the system can have a form allowing easy manufacture, and the number of elements to be fixed is also reduced, which makes it possible to simplify the assembly and lighten the shock absorption system compared to a system of conventional shock absorption.

"Towing" includes towing and / or stowage or ditching. Thus stowage of a motor vehicle allows its transport for example on a trailer or a boat or in case of breakdown or parking annoying, which can be likened to towing.

For example, the term "able to deform irreversibly" means delamination or fragmentation. Delamination is the property of a body to shear in its thickness longitudinally and fragmentation is the ability of a body to absorb energy by destruction. Delamination or fragmentation of the absorber element results in irreversible destruction of at least a large part of the absorber element so that it is no longer integral. In this way, the compressibility of the absorber element is substantially increased. The necessary length of the shock absorption system is then reduced, contributing to a reduction of the cantilever and a considerable lightening of the vehicle. Such an absorber element can achieve a compressibility of more than 90% (corresponding to an incompressible less than 10%) compared to an aluminum absorber element having a compressibility of about 70%.

The shock absorption system according to the invention may optionally include one or more of the following features:

- The mounting plate is secured to the bearing face.

- The mounting plate is integral with the connecting element. This reduces the number of parts to be assembled, and thus to further facilitate the assembly of the shock absorption system.

- The mounting plate forms a spacer for the beam, to be fixed by fastening means to the spar, preferably the fastening means jointly fixing the connecting member to the spar. Thus, the mounting plate reinforces the end of the spar, which facilitates in particular the transmission of towing forces. Indeed, the transfer of forces from the towing element removable to the vehicle structure is directly on the spar via the attachment means to the spar without passing through another intermediate piece. Advantageously, when the fastening means jointly fix the connecting element to the spar, the mounting plate forms a spacer avoiding the deformation of the spar during attachment of the connecting member to the spar by the fastening means. In particular, the fastening means make it possible to position the mounting plate in the axis of the spar, thus making it possible to transfer the forces during towing on all the sides of the spar.

- The mounting plate extends only behind the absorber element, seen in the longitudinal direction of the motor vehicle to the outside of the motor vehicle.

In this way, the compressibility of the absorber element is in no way affected by an element necessary to perform the towing function.

- The mounting plate forms a stop for the support face. Thus, in case of shock, the forces are also transmitted to the spar via the mounting plate.

- The fixing sleeve is configured to extend in a hollow space of the spar. Thus, the space requirement is minimal, a hollow space of the spar being generally little used or unused.

the absorber element is positioned inside the connecting element. The presence of the connecting element thus makes it possible to maintain the position of the absorber element between the transverse impact beam and the spar. For example, the connecting element can also ensure the maintenance, retention, of the beam to the spar, particularly after the disintegration of at least a portion of the absorber element after an impact. Preferably, it does not participate or very little (less than 10%) in energy absorption and its axial length after an impact (called incompressible sound) is lower than that of the absorber element so that the The absorber element can be compressed to its maximum compressibility without being influenced by the connecting element, for example by virtue of the presence of an area of programmed mechanical weakness. This allows the connecting element to initiate the compression mode of the absorber element in the event of an impact, for example by bending at the level of the programmed mechanical weakness zone, and to follow the compression movement of the absorber element. The term "zone of programmed mechanical weakness" means an area where the mechanical strength of the material is weakened so as to initiate and orient the folding of the mechanical part when it undergoes a force. This zone of programmed weakness can for example be achieved by the partial absence of material, such as a decrease in the thickness or a hole, or by a local deformation of material, such as a fold. More generally, the zone of weakness programmed may include at least one of the elements of the list next, or a combination of these elements: holes, recesses, notches, marked folds, a ripple, a boss, or changes in thickness or material.

the absorber element is a one-piece hollow body, preferably a tube having a section chosen from the following list: circular, rectangular, conical, hexagonal, evolutive. This facilitates assembly, and optimizes the energy absorption during an impact.

The invention also relates to a transverse impact beam for a motor vehicle comprising a shock absorption system as described above.

The transverse impact beam according to the invention may optionally include the following characteristics:

it comprises a passage orifice for the towing element;

in addition, and optionally, the wall of the passage opening may form a stop configured to limit a deformation of the towing element when the towing element is subjected to a stress, in particular a flexural stress . Thus, when the load is exerted at an angle relative to the longitudinal axis of the vehicle, the removable towing element is based on the shock beam and a portion of the forces is carried on the impact beam. This allows, in addition to facilitating the introduction of the removable towing element, to limit its deformation.

The subject of the invention is then an impact module for a motor vehicle, comprising a transverse impact beam as described above and / or an impact absorption system as described above, the shock module comprising at least one element casting member selected from the group consisting of an aerodynamic system, a sensor support, a stiffening element, a bumper skin reinforcement. This makes assembly easier.

The shock module according to the invention may optionally include the following characteristic:

at least one molded element is overmolded on the transverse impact beam and / or on the shock absorption system. This makes it possible to integrate surrounding functions with the beam, while reducing the number of components and simplifying assembly and logistics.

The invention finally relates to a motor vehicle front block comprising a transverse impact beam as described above and / or a shock module as previously described.

The invention will be better understood on reading the description which follows, given solely by way of example and with reference to the drawings in which:

- Figure 1 is a schematic sectional view of a first example of a shock beam comprising a shock absorption system according to the invention;

- Figure 2 is a schematic sectional view of a second example of a shock beam comprising a shock absorption system according to the invention;

- Figure 2bis is a schematic sectional view of a detail of a third example of a shock absorption system according to the invention;

FIG. 2b is a diagrammatic sectional view of a detail of a fourth example of a shock absorption system according to the invention;

FIG. 3 is a schematic perspective view of the first example of a shock beam comprising a shock absorption system according to the invention;

FIG. 4 is a schematic perspective view of an example of a connecting element according to the invention;

FIG. 5 is a schematic perspective view of an example of an absorber element according to the invention;

- Figure 6 is a schematic perspective view of an example of a mounting plate according to the invention;

- Figure 7 is a schematic perspective view of another example of a mounting plate according to the invention.

In what follows, reference can be made to orientation terms, such as "longitudinal axis X", "transverse axis Y", "vertical axis Z", "front", "rear",

"Above", "above", "below", "below", etc. These terms are understood by reference to the usual orientation of motor vehicles.

As illustrated in FIGS. 1 and 3, the shock absorption system 1 according to the invention comprises an absorber element 3 capable of irreversibly deforming at least partially in response to an impact, for example by delamination. The absorber element 3 consists of a tube of plastic material and / or composite. Thus, the absorber element 3 may comprise at least one layer of composite material having a plastic matrix and reinforcing elements.

The plastic matrix is for example a thermoplastic material, preferably chosen alone or in combination from the following materials: a polyamide, a polypropylene, a polyurethane. The plastic matrix may alternatively be a thermosetting material, preferably chosen alone or in combination from the following materials: an epoxy, a polyester, a vinylester.

The reinforcing elements may be continuous fibers, preferably based on a material chosen alone or in combination from the following materials: carbon, glass, aramid.

The absorber element 3 is configured to be disposed between a transverse impact beam 5 and a longitudinal member 4 of the motor vehicle, for example substantially coaxially with the longitudinal axis X of the motor vehicle when the latter is disposed on a motor vehicle .

In the example illustrated in the figures, in particular in FIG. 5, the absorber element 3 is a one-piece hollow body in the form of a circular tube. More generally, the absorber element 3 may be a hollow body, in particular a one-piece body, for example in the form of a tube having a circular, rectangular, conical, hexagonal or evolutive section.

The shock absorbing system 1 further comprises a connecting element 7. The impact beam 5 and the connecting element 7 may be made of metal, such as for example aluminum or steel, and or of plastic and / or composite material.

The connecting element 7 connects the transverse impact beam 5 to the longitudinal member 4. Thus, the connecting element 7 comprises for example a wall having an end 9 intended to be fixed to the transverse impact beam 5, for example by means of fixing means engaging in fixing holes 6 of the connecting element 7 such as screws or rivets. Other fixing means are also possible, for example by bonding, welding, which do not necessarily require the presence of fixing holes 6 in the connecting element 7.

The connecting element further comprises a connecting part 10 and another end 11 intended to be fixed to the spar 4. The connecting element 7 holds the absorber element 3 in position, the absorber element 3 being in this example positioned inside the connecting element 7. As illustrated in Figures 3 and 4, the connecting portion 10 of the connecting element 7 may have orifices and / or marked folds, in particular to form a weakening zone. This weakening zone makes it possible, for example, for the connecting element 7 to deform in a predetermined manner in the event of an impact, in particular so as not to influence the compressibility ratio of the absorber element 3. Thus, the element of Link 7 advantageously has an incompressibility rate of less than 10% after an impact.

As illustrated in FIG. 1, the end 11 of the connecting element 7 can be fixed to the spar 4 by means of fixing means engaging in the holes 12. Thus, the connecting element 7 is fixed to the spar 4 by means of these fixing means. In the example illustrated in Figure 1, the holes 12 are arranged laterally, and during assembly on the spar 4, these holes 12 are substantially aligned on holes on the side faces of the spar 4 to allow the passage of fastening means, such as screws. As illustrated in particular in FIG. 3, the connecting element 7 may possibly form a spacer which makes it possible not to deform the end 11 when it is fastened to the spar 4, by means of fixing means engaging in the holes 12, and to promote the transmission of forces to the spar 4 in case of towing. Thus, the connecting element 7 is fixed to the spar 4 via these fastening means. In the examples illustrated in FIGS. 1, 3 and 4, the holes 12 are arranged laterally, and during assembly on the spar 4, these holes 12 are substantially aligned with holes made on the lateral faces of the spar 4 to allow the passage of the fastening means, such as screws. The bending forces are limited on the towing element 17.

The end 11 of the connecting element 7 further comprises a plate forming a bearing face 14, on which abuts the absorber element 3 on the side of the spar 4. The bearing face 14 thus forms a stop for the absorber element 3.

The shock absorption system finally comprises a towing means. The towing means comprises a one-piece mounting plate 13 having an attachment bush 15 configured to mate with a removable towing member 17. When the absorber element 3 is a hollow body, the towing element 17 can pass through the absorber element 3, in particular to allow a correct transmission of the forces due to towing to the vehicle structure. The removable towing element 17 may for example be a towing hook, as illustrated in FIGS. 1, 2 and 3. The fixing plate 13 and the removable towing element 17 may be made of metal, such as for example steel or aluminum. The connecting element 7 can be made in one piece, such as an extruded aluminum profile. Alternatively, the connecting element 7 can be made by assembling several components, such as stamped or folded components assembled by welding). The mounting plate 13 is integral with the connecting element 7 at the end end 11 of the connecting element 7 intended to be fixed to the spar 4, in particular it can be secured to the bearing face 14. For example, the fixing plate 13 is integral with the connecting element 7. Thus, the fixing plate 13 can be welded to the connecting element 7, but the connecting element 7 can alternatively be overmoulded on the fixing plate 13. The fixing plate 13 can also be made by machining, extrusion, additive manufacturing, made of steel, aluminum or composite material.

In the example illustrated in Figures 1 and 3, the fixing plate 13 extends only behind the absorber element 3, seen in the longitudinal direction X of the motor vehicle to the outside of the motor vehicle, that is to say -deside forward when the shock absorption system is intended to be placed at the front of the motor vehicle, or to the rear when the shock absorption system is intended to be placed at the rear of the vehicle, motor vehicle. The end of the spar 4 can bear against a surface of the bearing face 14 of the end 11 of the connecting element 7 intended to be fixed to the spar 4, in particular a surface substantially perpendicular to the longitudinal axis X of the motor vehicle. The fixing sleeve 15 extends in a hollow space of the spar 4, it can thus not interfere with the energy absorption function of the shock beam and the absorber element in case of impact.

As illustrated in FIGS. 1, 2 and 3, the transverse impact beam 5 may comprise a through hole 19 for the towing element 17. The wall of the through hole 19 may form a stop configured to limit a deformation of the towing member 17 when the towing member 17 is stressed, in particular a bending stress. Indeed, a contact zone between the towing element 17 and the wall of the through-hole 19 may exist in the event of deformation of the towing element 17. Thus, the dimension of the through-hole 19 may be chosen close to the dimensions of the part of the towing element 17 intended to be inserted through the passage opening 19 in the direction of the fixing sleeve 15. In this case, the contact zone between the towing element 17 and the wall of the passage opening 19 makes it possible to transfer part of the forces of the towing element 17 to the transverse impact beam 5, and thus limits the transmission of the unoriented forces in the longitudinal direction X of the motor vehicle to the fixing sleeve 15.

The absorption system 1 can be fixed on the transverse impact beam 5, for example prior to mounting on a motor vehicle to simplify the subsequent assembly on a motor vehicle. The transverse impact beam 5 comprising such an absorption system 1 can then be transported and then assembled on the motor vehicle, in particular on a spar 4 of the motor vehicle, by means of fastening means by screwing.

A shock module may comprise a transverse impact beam 5, a shock absorbing system 1 and at least one molded element selected from the group comprising an aerodynamic system, a sensor support (s), an element lumbar stiffener for pedestrian impact protection, a skin reinforcement bumper. In particular, a shock module may comprise a transverse impact beam 5, a shock absorption system 1, and integrally molded, an aerodynamic system, a sensor support (s), a low-side stiffening element and a bumper skin reinforcement. This reduces the number of different elements to assemble on the motor vehicle. The aerodynamic system may comprise at least one element chosen from the group comprising a frame for controlled flaps, an air guide, an aerodynamic deflector (converging under body), a plastron.

This or these molded elements may be overmolded on the transverse impact beam 5 and / or on the shock absorption system 1.

A front block of a motor vehicle may comprise a transverse impact beam 5 comprising a shock absorption system 1, and / or may comprise a shock module of the aforementioned type.

In the example illustrated in FIGS. 2 and 2ter, the shock absorbing system 1 differs from that illustrated in FIG. 1 in that the fixing plate 13 is integral with both the bearing face 14 of the connecting element 7 and the spar 4.

Advantageously, in the example illustrated in FIG. 2ter, in the event of impact, the absorber element 3 presses on the bearing face 14 which is stiffened by the presence of the fixing plate 13 which is in contact with the plate forming support face 14 at the rear thereof. Thus, the bearing face 14 forms a stop for the absorber element 3 and the fixing plate 13 forms a stop for the bearing face 14.

In the example illustrated in FIG. 2bis, the shock absorbing system 1 differs from that illustrated in FIG. 2 in that the fixing plate 13 is fastened only to the beam 4. The fixing plate 13 and the connecting element 7 then form separate parts.

Similarly, in the examples illustrated in FIGS. 6 and 7, the fixing plate 13 is a separate element from the connecting element 7. In these examples, the fixing plate then forms a spacer for the beam 4 intended to to be fixed to the spar 4, by means of fastening means engaging in the holes 21. Thus, the fixing plate 13 is fixed to the spar 4 by means of these fixing means. In the examples illustrated in FIGS. 6 and 7, the holes 21 are arranged laterally, and during assembly on the spar 4, these holes 21 are substantially aligned with holes made on the lateral faces of the spar 4 to allow the passage fastening means, for example screws.

The fixing means can also be used to jointly fix the fixing plate 13 and the connecting element 7 to the spar 4. The mounting plate forming a spacer for the spar 4, the deformation thereof is thus limited during assembly by means of the fastening means.

The invention is not limited to the embodiments presented and other embodiments will become apparent to those skilled in the art.

It is for example possible to make the connecting element 7 from a plastic material and / or composite, for example when the fixing sleeve 13 is not integral with the connecting element 7.

It is also possible to have a means for guiding the removable towing element 17 between the transverse impact beam 5 and the end 11 of the connecting element 7 intended to be fixed on the spar 4. This guide means may for example be a tube of plastic material, in particular whose thickness is sufficiently low not to influence the degree of compressibility of the absorber element 3 in case of impact. It is also possible to produce the guiding means in the form of an edge falling on the beam 5 at the orifice 19.

Finally, the shock absorbing system 1 has notably been described as a shock absorption system capable of being disposed in the front of a vehicle, but such a shock absorption system may also be disposed of at the front. rear of a motor vehicle.

References :

I: shock absorption system

3: absorber element

4: spar

5: transverse shock beam

6: fixing hole of the connecting element 7 on the side of the beam 5

7: connecting element

9: end of the connecting element 7 on the side of the beam 5 10: connecting part

I I: end of the connecting element 7 on the side of the spar 4

12: fixing hole of connecting element 7 on side of spar 4

13: mounting plate

14: support face

15: fixing sleeve

17: towing element

19: through hole

21: hole of the fixing plate 13

Claims

claims

A shock absorbing system (1) for a motor vehicle, the motor vehicle having at least one spar (4) and a transverse impact beam (5), comprising

an absorber element (3) capable of irreversibly deforming at least partially in response to a shock, the absorber element (3) consisting of a plastic and / or composite material, the absorber element (3) being configured to be disposed between the transverse impact beam (5) and the spar (4),

- a connecting element (7) comprising at least one wall having one end (9) intended to be fixed to the impact beam, and another end (11) intended to be fixed to the spar (4), which comprises a face bearing (14), the absorber element (3) being held in position by the connecting element (7), the bearing face (14) forming a stop for the absorber element (3),

- means for towing the motor vehicle,

the towing means comprising a one-piece fastening plate (13) having a fastening bushing (15) configured to mate with a removable towing member (17), the fastening plate (13) being configured to be secured to the end (11) intended to be fixed to the spar (4) and / or spar (4), the absorber element (3) being a one-piece hollow body.

2. shock absorbing system (1) according to claim 1, wherein the fixing plate (13) is integral with the bearing face (14).

3. shock absorbing system (1) according to claim 1 or 2, wherein the fixing plate (13) is integral with the connecting element (7).

4. Impact absorbing system (1) according to claim 1 or 2, wherein the fixing plate (13) forms a spacer for the spar (4), intended to be fixed by means of attachment to the spar (4). ), preferably the fastening means jointly fixing the connecting element (7) to the spar (4).

5. shock absorbing system (1) according to the preceding claim, wherein the fixing plate (13) extends only behind the absorber element (3), seen in the longitudinal direction of the motor vehicle outwardly of the motor vehicle.

The shock absorbing system (1) according to any one of claims 1, 2, 4 and 5, wherein the fixing plate (13) forms a stop for the bearing face (14).

The shock absorbing system (1) according to any one of the preceding claims, wherein the attachment sleeve (15) is configured to extend into a hollow space of the spar (4).

The shock absorbing system (1) according to any one of the preceding claims, wherein the absorber element (3) is positioned within the connecting element (7).

Motor vehicle shock absorption system (1) according to one of the preceding claims, wherein the absorber element (3) is a tube having a section selected from the following list: circular, rectangular, conical, hexagonal, evolutionary.

Transverse impact beam (5) for a motor vehicle comprising a shock absorption system (1) according to any one of the preceding claims.

11. Transverse impact beam (5) according to the preceding claim, which comprises a through hole (19) for the towing element (17), the wall of the through hole (19) forming a stop configured to limit a deformation of the towing element (17) when the towing element (17) is stressed, in particular a bending stress.

Motor vehicle impact module comprising a transverse impact beam (5) according to any one of claims 10 and 11 and / or an impact absorption system (1) according to any one of claims 1 to 9. which comprises at least one molded element selected from the group consisting of an aerodynamic system, a sensor support, a stiffening element, a bumper skin reinforcement.

13. Impact module according to the preceding claim, wherein said at least one molded element is overmolded on the transverse impact beam (5) and / or on the shock absorption system (1).

14. Front block of a motor vehicle comprising a transverse shock beam (5) according to any one of claims 10 and 11 and / or a shock module according to any one of claims 12 and 13.