阅读说明：本技术 保险杠系统 (Bumper system ) 是由 O·P·瑟维克 V·维拉莫萨 于 2019-06-12 设计创作，主要内容包括：本发明涉及一种保险杠系统(1),该保险杠系统包括一个横梁(2)和两个碰撞盒(3)以及两个中间元件(4),其中,所述中间元件(4)具有第一壁(5)和第二壁(6),所述第一壁和第二壁设置成,使得所述第一壁(5)沿x方向观察指向车辆外侧并且所述第二壁(6)指向车辆内部,所述壁(5、6)在其沿y方向的一个端部(7、8)上相互耦联,该耦联的端部(7、8)指向车辆外侧,所述壁(5、6)还利用至少一个第一支撑壁(9)连接,所述中间元件(4)在保险杠系统(1)中设置成,使得在力沿x方向作用到横梁(2)上时首先中间元件(4)变形并且在中间元件变形之后配设给中间元件(4)的碰撞盒(3)接着变形。(The invention relates to a bumper system (1) comprising a cross member (2) and two crash boxes (3) and two intermediate elements (4), wherein the intermediate elements (4) have a first wall (5) and a second wall (6) which are arranged such that the first wall (5) points to the vehicle outside, as seen in the x-direction, and the second wall (6) points to the vehicle inside, wherein the walls (5, 6) are coupled to one another at one end (7, 8) thereof in the y-direction, wherein the coupled ends (7, 8) point to the vehicle outside, wherein the walls (5, 6) are further connected by means of at least one first supporting wall (9), wherein the intermediate elements (4) are arranged in the bumper system (1) such that, when a force acts on the cross member (2) in the x-direction, the intermediate elements (4) are first deformed and the crash boxes (3) associated with the intermediate elements (4) after deformation of the intermediate elements subsequently change shape And (4) shaping.)

1. A bumper system (1) comprising a cross-beam (2) and two crash boxes (3) and two intermediate elements (4),

wherein the intermediate element (4) has a first wall (5) and a second wall (6) which are arranged such that the first wall (5) points towards the outside of the vehicle and the second wall (6) points towards the inside of the vehicle, viewed in the x-direction,

the walls (5, 6) are coupled to one another at one of their ends (7, 8) in the y direction,

the ends (7, 8) of the coupling point towards the outside of the vehicle,

said walls (5, 6) being further connected by means of at least one first supporting wall (9),

the intermediate element (4) is arranged in the bumper system (1) in such a way that, when a force acts on the cross member (2) in the x direction, the intermediate element (4) is first deformed and, after the deformation of the intermediate element, the crash box (3) assigned to the intermediate element (4) is subsequently deformed.

2. Bumper system (1) according to claim 1, characterized in that the intermediate element (4) is elongated in the z-direction such that a plurality of collision management planes are connected to each other and in particular the intermediate element (4) is used for supporting a cross beam of at least one further collision management plane.

3. Bumper system (1) according to claim 1 or 2, characterized in that said first wall (5) forms an angle a of 0 ° to 20 °, preferably 0 ° to 15 °, particularly preferably 0 ° to 10 °, with the y-z plane₁。

4. Bumper system (1) according to anyone of claims 1 to 3, characterized in that the second wall (6) forms an angle a of 0 ° to 20 °, preferably 0 ° to 15 °, particularly preferably 0 ° to 10 °, with the y-z plane₂。

5. Bumper system (1) according to anyone of claims 1 to 4 characterized in that the first wall (5) and the second wall (6) form an angle β between 0 ° and 45 °, preferably between 0 ° and 30 °, particularly preferred between 0 ° and 20 °, very particularly preferred between 0 ° and 15 °, most preferred between 0 ° and 10 °.

6. Bumper system (1) according to anyone of claims 1 to 5 characterized in that the intermediate element (4) is arranged between the cross beam (2) and the crash box (3).

7. Bumper system (1) according to claim 6, characterized in that the first wall (5) is designed to be adapted to the outer contour of the abutting wall of the cross beam (2).

8. Bumper system (1) according to one of claims 1 to 5, characterised in that the intermediate element (4) is arranged between the crash box (3) and a back plate (13) assigned to the crash box (3).

9. Bumper system (1) according to claim 8, characterized in that the first wall is coupled with the crash box (3) and the intermediate element (4) is constructed in one piece and of the same material as the back plate (13).

10. Bumper system (1) according to one of claims 1 to 9, characterized in that the ends (14, 19) of the crash box (3) adjoining the intermediate element (4) are adapted to the adjoining walls (5, 6) of the intermediate element (4) such that the crash box (3) and the intermediate element (4) are completely in abutment.

11. Bumper system (1) according to any one of claims 1 to 10, characterized in that said first supporting wall (9) connects the free ends (7, 8) of the first (5) and second (6) walls to each other.

12. Bumper system (1) according to any one of claims 1 to 11, characterized in that at least one second supporting wall (10) is provided between the first wall (5) and the second wall (6).

13. Bumper system (1) according to one of claims 1 to 12, characterized in that at least one support wall (9, 10) has a curvature.

14. Bumper system (1) according to one of claims 1 to 13, characterized in that the intermediate element (4) is arranged such that the support walls (9, 10) are oriented on the outer and/or inner wall of the crash box (3) to form a continuous load path.

15. Bumper system (1) according to one of claims 1 to 14, characterized in that the intermediate element (4) is machined and/or locally reinforced.

16. Bumper system (1) according to one of claims 1 to 15, characterized in that the cross beam (2) is made of 6000-series or 7000-series aluminium alloy and the intermediate element (4) and the crash box (3) are made of comparatively soft material.

17. Bumper system (1) according to one of claims 1 to 16, characterized in that the intermediate element (4) has a higher deformability than the crash box (3).

Technical Field

The invention relates to a bumper system having the features of claim 1.

Background

So-called crash management systems are of great interest in automobile construction. The task of which is to convert the impact energy into deformation energy and thus to absorb the impact energy in the event of a frontal collision.

DE102009053861a1 shows a bumper system with a cross member and two crash boxes. The transverse member has a curved course and is coupled directly to the crash box. In the event of forces acting in the longitudinal direction of the vehicle, i.e. perpendicular to the longitudinal extension of the cross member, the cross member moves towards the crash box. The crash energy is introduced via the cross member into the crash box, which deforms and thus absorbs the crash energy. In this case, the energy reduction is better performed when no bending moments are introduced into the crash box and the crash box is deformed uniformly.

However, the cross member is configured differently, in particular with different bends, depending on the type of vehicle. This means that the properties of the crossmember in the event of a crash differ depending on the vehicle type and therefore the crash box must also be adapted to the respective vehicle type in order to be able to deform uniformly and thus to optimally dissipate energy.

Furthermore, increasingly higher requirements are being placed as follows: the bumper system does not fail even at high intrusion characteristics.

Disclosure of Invention

The object of the present invention is therefore to provide a bumper system which can be used in a plurality of different vehicle types with little effort and which exhibits improved crash behavior.

This object is achieved by a bumper system having the features of claim 1. Particular configurations of the invention are the subject of the dependent claims 2 to 17.

The invention relates to a bumper system comprising a transverse beam and two crash boxes as well as two intermediate elements, wherein the intermediate elements have a first wall and a second wall which are arranged such that the first wall, viewed in the x direction, points to the vehicle exterior side and the second wall points to the vehicle interior, the walls are coupled to one another at one end thereof in the y direction, the coupled ends point to the vehicle exterior side, and the walls are also connected by means of at least one first supporting wall, and the intermediate elements are arranged in the bumper system such that, when a force is applied to the transverse beam in the x direction, the intermediate elements are first deformed and, after the deformation thereof, the crash boxes assigned to the intermediate elements are subsequently deformed.

Here, the x direction is to be understood as the vehicle longitudinal direction, while the y direction refers to the vehicle transverse direction. In a corresponding manner, the z direction is to be understood as the vehicle vertical direction.

The crossmembers are usually produced as extruded aluminum profiles or sheet steel components and are convexly curved in the direction of travel. Furthermore, the cross-beam may have one or more chambers extending in the longitudinal direction of the cross-beam.

The crash box can likewise be produced from an extruded aluminum profile or as a sheet steel component. Depending on requirements, the crash box can be constructed internally with one or more chambers extending in the longitudinal direction of the vehicle. The chambers inside may be separated from each other by horizontal, vertical and diagonal inner walls.

The intermediate element is composed of a first wall and a second wall, which are coupled to one another at one end in each case. Preferably, the two walls are directly coupled to each other. This can be done, for example, in a material-locking manner, but also in one piece and in the same material. Together with the at least one supporting wall, a wedge-shaped structure is formed with a substantially triangular cross section in the z-direction, wherein the end of the coupling points towards the vehicle outside. The coupled ends can be connected directly or via short webs or radii, so that acute or obtuse angles of the triangle are formed.

In the event of a collision with another vehicle or in the case of a so-called cylindrical crash test (PoleTest), the cross member is deformed and at least partially displaced in the x direction toward the vehicle interior. Where the intermediate element is deformed. The two walls are moved relatively towards each other and the at least one support wall is folded. When the intermediate element is completely or almost completely deformed, the crash energy still remaining thereafter is dissipated as a result of the deformation of the crash box.

While in the prior art any energy absorption must take place by means of a crash box, the entire process for converting crash energy into deformation energy in the present invention is divided to some extent into two stages. The first energy is dissipated due to the deformation of the intermediate member, and the second energy is dissipated due to the deformation of the crash box.

The intermediate element can be partially or completely deformed.

Since the transverse member usually has a different geometry (e.g. curvature) depending on the vehicle type, the energy absorption behavior directly after the start of the crash process differs for different vehicle types. The beam bends and deforms differently. During the course of the crash process, only a displacement of the transverse beam counter to the direction of travel and a corresponding deformation of the crash box then also take place. This can be taken into account by a suitable configuration of the intermediate element. The first wall and the second wall of the intermediate element are arranged relative to each other in such a way that the energy absorption at the beginning of the crash process takes place optimally as a function of the vehicle type. The intermediate element can be adapted to the geometry and/or curvature of the cross beam. Different load stages or load paths are also conceivable here. This results in the crash box no longer having to be adapted to the respective vehicle type. This means that one entire crash box can be used for a plurality of vehicle types, or at least the same extruded profile or sheet profile can be used as a basis for production. This makes the structure and production more efficient.

It is always important here that the intermediate element is designed and arranged such that after its complete deformation the crash box deforms as uniformly as possible and without an additional bending moment, in order to enable optimum energy absorption. In the cylindrical crash test, the cross member is bent in the middle and displaced toward the vehicle interior. At the same time, the outer ends of the crossmember are rotated inward, so that without the intermediate element, bending moments act on the crash box and the energy absorption is impaired by the disadvantageous folding properties.

By using the intermediate element according to the invention, the bending moments generated by screwing in of the outer ends of the crossmember are absorbed, while the crash box remains largely unaffected. Finally, if the crossmember is still displaced, the crash box is deformed in this case, this essentially taking place without bending moments being introduced. Therefore, the crash box is preferably deformed such that the crash box is folded in an accordion shape in the x direction.

Additionally, the crash box may be provided with voids, indentations, and the like to further optimize and/or control deformation characteristics.

The extension of the intermediate element in the z-direction is generally dependent on the size of the crash box. In a special embodiment, the intermediate element can also be elongated in the z-direction if a plurality of collision management planes are to be connected. The intermediate element serves here to support the cross member of at least one further crash management plane.

Preferably, the crash box has a wall thickness of 1.8 mm to 4 mm. The respective outer and/or inner walls of the crash box can have different wall thicknesses from one another.

Preferably, the intermediate element has a wall thickness of 2 to 6 mm. The respective outer and/or inner walls of the crash box can have different wall thicknesses from one another.

A particular embodiment of the invention provides that the first wall forms an angle α of 0 ° to 20 °, preferably 0 ° to 15 °, particularly preferably 0 ° to 10 °, with the y-z plane₁。

Another particular embodiment of the invention provides that the second wall forms an angle α of 0 ° to 20 °, preferably 0 ° to 15 °, particularly preferably 0 ° to 10 °, with the y-z plane₂。

In a further embodiment of the invention, the first wall and the second wall form an angle β of between 0 ° and 45 °, preferably between 0 ° and 30 °, particularly preferably between 0 ° and 20 °, very particularly preferably between 0 ° and 15 °, most preferably between 0 ° and 10 °.

The position of the wall is dependent on the one hand on the geometry of the cross member and of the crash box and on the other hand on the nature of the intrusion of the cross member into the vehicle interior.

In the event of a crash, for example in a cylinder crash test, the cross member is deformed and bent in the middle. In this case, the end region of the crossmember is displaced into the vehicle interior in a rotational movement.

Due to the movement of the cross member, the first wall of the intermediate element is moved towards the second wall. Here, the first and second support walls are folded. The crash box retains its original shape during deformation of the intermediate element. The crash box assists in the energy reduction by suitable deformation only in the further course. The configuration of the intermediate element and the arrangement of the walls relative to one another facilitate the translation of the movement of the cross member into a deformation of the intermediate element without hitting the crash box.

Only after the intermediate element has been partially or completely deformed does the crash box be folded in the x direction and thereby further absorb the crash energy. In this case, no bending moments are introduced into the crash box, so that the folding of the crash box can take place uniformly and the greatest possible deformation work can be accomplished.

While ensuring that the supporting wall has enough space to be folded and at the end of the deformation enough space remains for receiving the folded wall.

A preferred variant of the invention provides that the intermediate element is arranged between the crossmember and the crash box.

Particularly preferably, the first wall is coupled to the cross member and the second wall is coupled to the crash box. This can be done in a material-locking manner, for example by welding, but also by means of screws, screws and the like or by any other coupling method. Combinations of the coupling methods are also possible.

In a configuration variant with an intermediate element between the cross member and the crash box, the receptacle for the towing hook can also be integrated in the intermediate element.

The geometry of the intermediate element and in particular of the first and second walls is also dependent on the configuration of the cross member and of the crash box and on the given conditions in the event of a crash.

In particular, the first wall is designed to be adapted to the outer contour of the adjacent beam wall. The first wall is adapted to the curvature of the cross member and is in contact with said curvature over as full a surface as possible, in order to enable an optimized energy transmission. Indentations, voids, protrusions, and other beam configurations are also contemplated herein.

In particular, this can also mean that the intermediate element has point-like, linear or planar joining regions which are adapted to the abutting walls of the transverse member and in the region between the joining regions the first wall of the intermediate element is spaced apart from the abutting transverse member wall.

In the form of the configuration, collisionThe cassette may have inclined ends in the direction of travel (i.e. it forms a ramp). The ramp and the second wall of the intermediate element form the same angle α with the y-z plane₂。

A further preferred variant provides that the intermediate element is arranged between the crash box and a back plate associated with the crash box.

Preferably, the first wall is coupled with the crash box and the second wall is coupled with the backplate. The coupling method is the same as in the first variant.

A particularly preferred embodiment of the invention provides that the first wall is coupled to the crash box and the intermediate element is formed in one piece and of the same material as the back plate. This is possible, for example, if the intermediate element is designed as an extruded profile. The production of the bumper system is further simplified by the configuration, since additional joining steps can be avoided.

In particular, it is preferred that the second wall is constituted by a back plate. This means additional functional integration. Furthermore, the production is simplified by saving joining steps.

Another embodiment of the invention provides that the end of the crash box adjoining the intermediate element is adapted to the adjoining wall of the intermediate element in such a way that the crash box and the intermediate element are in full abutment. The adaptation can be carried out, for example, in that the adjoining end of the crash box is inclined such that the edge of the end extends parallel to the first or second wall of the intermediate element. The crash box can then be arranged directly on the intermediate element and coupled thereto. The two components are then completely abutted, which may represent but does not necessarily have to be: the abutment is full-surface. Depending on the configuration of the intermediate element, the adaptation can also provide that the flange or the other coupling element is formed by the end of the crash box. The full abutment improves the load transfer between the components.

The inclined end of the crash box, which abuts the first or second wall of the intermediate element, also serves to provide a receiving space for the deformed intermediate element, so that after the deformation of the intermediate element its first wall is oriented almost parallel to the y-z plane. This also makes it possible to achieve a uniform deformation of the crash box upon further load introduction.

Another embodiment of the invention provides that the first supporting wall connects the free ends of the first and second walls to one another. Maximum energy absorption is thereby possible by the first support wall, since the first support wall has a maximum length. Here, the support wall does not have to be arranged at the outermost end of the wall, but a small edge of the first and/or second wall can also project, if this is suitable structurally or in terms of manufacturing technology.

Furthermore, preferably, at least one second support wall is arranged between the first wall and the second wall. By the arrangement of the second or third or further support walls, the deformation behavior and the energy absorption of the intermediate element can be adapted to the respective use situation or geometry of the crash box. The absorption of different loads can be simulated by the number of supporting walls.

It can also be provided that at least one of the supporting walls has a curvature. Here, the convex side as well as the concave side of the support wall may be directed toward the vehicle outside. The deformation characteristics are influenced by the curvature of the support wall or walls. The curvature specifies in which direction the supporting wall is folded, i.e. in such a way that the concave wall sections of the supporting wall move toward one another.

Furthermore, the intermediate element is preferably arranged such that the support wall is oriented on the outer wall and/or the inner wall of the crash box in order to form a continuous load path. By these measures, the energy absorption capacity of the bumper system is further improved. Here, the crash box may be equipped with only one chamber but also with a plurality of chambers extending in the vehicle longitudinal direction. The chambers are separated from each other by an inner wall. The energy can also be introduced optimally into the vehicle structure when the support wall of the intermediate element and the wall of the crash box are aligned with one another and thus form a continuous load path.

Preferably, the intermediate element is an aluminium extrusion. Particularly preferably, the extrusion direction is parallel to the vehicle vertical direction. Due to the configuration of the intermediate element as the aluminum extruded profile, a variety of geometries can be produced in a simple manner. No forming/deforming and joining steps are required to manufacture the intermediate element.

Also preferably, the intermediate element is machined and/or locally reinforced. The deformation behavior can be adapted to the use situation by introducing indentations, voids and/or linings.

It is also advantageous if the intermediate element has a fastening element, in particular a flange. In particular in the embodiment as an aluminum extrusion, the fastening element can be integrally formed from the intermediate element and provided, for example, with a bore. This is advantageous, therefore, if the intermediate element is made of a different material than the remaining components. It is therefore difficult to achieve a welded connection between the cross member made of steel and the intermediate element made of aluminum, so that a form-locking and/or force-locking connection is therefore preferred.

In a further embodiment of the invention, the crossmember is made of a 6000-series or 7000-series aluminum alloy and the intermediate element and the crash box are made of comparatively soft materials. The intermediate element and the crash box can likewise be made of aluminum material. The material may be heat treated and thus softer or may be a softer alloy.

In addition, the material used for the cross beam may be artificially aged.

Preferably, the beam has a yield strength Rp0.2 greater than 250 megapascals. The design of the bumper system results in a relatively rigid cross member and a comparatively soft intermediate element and crash box, so that the latter can preferably take up the deformation work and can further improve the behavior in the event of a crash.

Finally, an advantageous embodiment of the invention provides that the intermediate element has a higher deformability than the crash box.

The deformability of the intermediate element and the crash box is influenced by the material strength, the wall thickness and the number of supporting or inner walls. In order to provide the intermediate element with a higher deformability than the crash box, in particular the wall thickness and/or the strength and/or the number of the support walls of the intermediate element are smaller than in the case of the crash box.

When the number of supporting walls or inner walls is the same, in particular the wall thickness of the intermediate element is approximately 10% less than the wall thickness of the crash box.

Drawings

Other configurations and features are the subject of subsequent figures. The figures show that:

FIG. 1 illustrates a bumper system;

fig. 2 shows in a detail view an intermediate element implemented as an aluminum extrusion;

fig. 3 shows a section of the bumper system 1 in a plan view;

FIG. 4 illustrates the process of a crash situation; and is

Fig. 5 to 8 show schematically in plan view and in perspective view further embodiments of a bumper system according to the invention.

Detailed Description

The same reference numbers here also denote identical or corresponding features or components.

Fig. 1 shows a bumper system 1 comprising a cross member 2 and two crash boxes 3 and two intermediate elements 4, wherein the intermediate elements 4 have a first wall 5 and a second wall 6, which are arranged such that the first wall 5, viewed in the x direction, points to the outside of the vehicle and the second wall 6 points to the inside of the vehicle, and the walls 5, 6 are coupled to one another at one end 7, 8 thereof in the y direction, and the coupled ends 7, 8 point to the outside of the vehicle, and are also connected by means of at least one first supporting wall 9, wherein the intermediate elements 4 are arranged in the bumper system 1 such that, when a force acts on the cross member 2 in the x direction, the intermediate elements 4 are first deformed and, after the deformation thereof, the crash boxes 3 assigned to the intermediate elements 4 are subsequently deformed.

The cross member 2 is designed as an aluminum extruded profile, like the crash box 3. The cross member 2 has a curved geometry, which is simulated by the first wall 5 of the intermediate element 4, so that the first wall 5 bears against the cross member 2 over its entire surface. An associated crash box 3 is coupled to each intermediate element 4. The bumper system 1 also has a back plate 13 which is mounted on the crash box 3 and serves to connect the bumper system 1 to a body side member, not shown.

Fig. 2 shows the intermediate element 4 embodied as an aluminum extrusion in a detail view. In addition to the first support wall 9 connecting the free ends, a second support wall 10 is also present, which reinforces the intermediate element 4. It can be seen that the first support wall 9 is not attached to the outermost edge of the wall 6.

The curvature of the first support wall 9 and the curvature of the second support wall 10 can also be seen. The convex sides of the first and second support walls 9, 10 are here directed towards the vehicle outside. If the intermediate element 4 is deformed in the event of a crash, the first wall 5 and the second wall 6 are moved towards each other. The first support wall 9 and the second support wall 10 are folded and thus the collision energy is extinguished. The folding of the supporting walls 9, 10 should be carried out in the same manner as possible, so that the material of the supporting walls 9, 10 is located in the volume of space provided for this purpose after the deformation. In order to achieve the set folding characteristic, a bending portion is provided. When a force acts on the first wall 5 (as is normally the case in a crash situation) the first wall moves towards the second wall 6. The concave sides 11, 12 of the support walls 9, 10 also move towards each other, determined by the curvature. The support walls 9, 10 are then folded inside the intermediate element 4 and no material protrudes from the intermediate element 4.

Fig. 3 shows a section of the bumper system 1 in a plan view. It can be seen here that the first and second walls 5, 6 each form an angle α of 0 ° to 20 °, preferably 0 ° to 15 °, particularly preferably 0 ° to 10 °, with the y-z plane₁、α₂。

The first and second walls 5, 6 form an angle β of 0 ° to 45 °, preferably 0 ° to 30 °, particularly preferably 0 ° to 20 °, very particularly preferably 0 ° to 15 °, most preferably 0 ° to 10 °.

In the illustrated embodiment, the crash box 3 has an inclined (i.e., sloping) first end 14 in the direction of travel, which first end is adapted to the course of the second wall 6. The slope of the inclined end 14 and the second wall 6 of the intermediate element 4 form the same angle α with the y-z plane.

For different designs of the bumper system 1 that are structurally different from one another, a crash box 3 that is identical in terms of its basic shape can therefore be used in each case. The crash box 3 is adapted to the respective structure only by machining of the end 14. This strongly simplifies production.

In order to further optimize the folding properties of the crash box 3, the crash box 3 has an indentation 15, which can be provided in an application-dependent manner.

The intermediate element 4 is coupled to the cross member 2 via a welded connection 17.

Fig. 4a and 4b show the course of a crash situation. The bumper system 1 hits an obstacle 16. The transverse beam 2 is deformed, is bent in the middle and is moved locally into the vehicle interior. Due to the movement of the cross member 2, the first wall 5 of the intermediate element 4 is moved towards the second wall 6. Here, the first support wall 9 and the second support wall 10 are folded. During the deformation of the intermediate element 4, the crash box 3 retains its original shape. The crash box 3 then contributes to the energy reduction by suitable deformation in the further course. Here, the crash box 3 is folded in the x direction and thus the crash energy is dissipated. Here, no bending moments are introduced into the crash box 3, so that the folding of the crash box 3 can take place uniformly and the greatest possible deformation work can be achieved.

The cross beam 2 is made of a relatively hard material (6000 series or 7000 series aluminium alloy). In contrast, the intermediate element 4 and the crash box 3 are made of a softer aluminum alloy. This means that the crossmember 2 remains relatively stable in the event of a crash and the deformation work for the purpose of absorbing the crash energy is preferably performed by the intermediate element 4 and the crash box 3.

Fig. 5 to 8 show schematically in plan view and in perspective view further embodiments of a bumper system according to the invention with different embodiments and arrangements of the intermediate element 4.

In fig. 5, the intermediate element 4 is arranged between the cross member 2 and the crash box 3. The coupled ends 7, 8 of the first and second walls 5, 6 are directly connected to each other. The second wall 6 of the intermediate element 4 forms an angle α of 0 ° with the y-z plane₂。

Fig. 6 shows an embodiment of the intermediate element 4, the coupled ends 7, 8 of which form an obtuse angle of a triangle which is formed by the cross section of the intermediate element in the z direction. The intermediate element 4 is more precisely shaped like a wedge.

Fig. 7 shows an embodiment of a bumper system 1 in which the intermediate element 4 is arranged between the crash box 3 and the rear panel 13. The second end 18 of the crash box 3 is here inclined (i.e. forms a ramp) in order to adapt to the intermediate element 4. As a result, the crash box 3 and the first wall 5 of the intermediate element 4 are also in full contact, so that the loads acting on the bumper system 1 are optimally transmitted.

In fig. 8, the intermediate element 4 is formed in one piece and of the same material as the back plate 13. Such an intermediate element 4 can be manufactured together with the back plate 13 in one extrusion process. In addition, the coupling step for the two components is eliminated, which simplifies the assembly of the bumper system 1.

Reference numerals

1 Bumper System

2 Cross member

3 Collision box

4 intermediate element

5 first wall of intermediate element

6 second wall of intermediate element

7 end of the first wall

8 end of the second wall

9 first support wall

10 second support wall

11 concave side of first supporting wall

12 concave side of the second supporting wall

13 backboard

14 first end of crash box

15 indent

16 obstacle

17 welded connection

18 second end of crash box