A crash management system (1, 1′, 1″) for a front part of a vehicle, oriented in a local referential, having a longitudinal direction X a transverse direction Y perpendicular to the longitudinal direction X and a vertical direction Z perpendicular to the plane defined by said directions X and Y, comprising an assembly (2, 2′, 2″) of bumper beams with at least a first bumper beam (3, 3′, 3″) and a second bumper beam (4, 4′, 4″), oriented in said transverse direction Y, said first bumper beam (3, 3′, 3″) and second bumper beam (4, 4′, 4″) being vertically spaced wherein said first bumper beam (3, 3′, 3″) is located above said second bumper beam (4, 4′, 4″), optionally comprising at least one crash box (5, 6) connected to at least a bumper beam (3, 3′, 3″, 4, 4′, 4″), and comprising at least a connecting element (100, 200,300, 400, 500) characterized in that said connecting element (100, 200,300, 400, 500) connects said first bumper beam (3, 3′, 3″) and said second bumper beam (4, 4′, 4″), and wherein said connecting element (100, 200, 300, 400, 500) is an extruded hollow profile which extrusion direction (E) is substantially parallel to said vertical direction Z.

A crash management system (1, 1′, 1″) for a front part of a vehicle, oriented in a local referential, having a longitudinal direction X a transverse direction Y perpendicular to the longitudinal direction X and a vertical direction Z perpendicular to the plane defined by said directions X and Y, comprising an assembly (2, 2′, 2″) of bumper beams with at least a first bumper beam (3, 3′, 3″) and a second bumper beam (4, 4′, 4″), oriented in said transverse direction Y, said first bumper beam (3, 3′, 3″) and second bumper beam (4, 4′, 4″) being vertically spaced wherein said first bumper beam (3, 3′, 3″) is located above said second bumper beam (4, 4′, 4″), optionally comprising at least one crash box (5, 6) connected to at least a bumper beam (3, 3′, 3″, 4, 4′, 4″), and comprising at least a connecting element (100, 200,300, 400, 500) characterized in that said connecting element (100, 200,300, 400, 500) connects said first bumper beam (3, 3′, 3″) and said second bumper beam (4, 4′, 4″), and wherein said connecting element (100, 200, 300, 400, 500) is an extruded hollow profile which extrusion direction (E) is substantially parallel to said vertical direction Z.

A hybrid bumper assembly for a vehicle includes a steel reinforcement beam and aluminum crush cans attached to end portions of the steel reinforcement beam. The reinforcement beam has a multi-tubular shape that is formed by a high-strength steel sheet that is roll formed to provide at least two tubular portions. A crush can has an interfacing portion that is coupled to an end portion of the reinforcement beam. The end portions of the reinforcement beam and the interfacing portion of the crush cans may be configured to attach together using a select joining technology in a manner that minimizes or eliminates bimetallic or galvanic corrosion between the reinforcement beam and the crush cans.

A hybrid bumper assembly for a vehicle includes a steel reinforcement beam and aluminum crush cans attached to end portions of the steel reinforcement beam. The reinforcement beam has a multi-tubular shape that is formed by a high-strength steel sheet that is roll formed to provide at least two tubular portions. A crush can has an interfacing portion that is coupled to an end portion of the reinforcement beam. The end portions of the reinforcement beam and the interfacing portion of the crush cans may be configured to attach together using a select joining technology in a manner that minimizes or eliminates bimetallic or galvanic corrosion between the reinforcement beam and the crush cans.

Unit with longitudinal beam and front plate for a motor-vehicle front structure, comprising a longitudinal beam in the form of a hollow profile and a front plate rigidly connected to a front end of said longitudinal beam. The longitudinal beam comprises a first beam element defining an upper wall, a lower wall and a first side wall of the longitudinal beam and a second beam element having a wall defining a second side wall of the longitudinal beam. The front plate has a rear face facing towards the longitudinal beam to which there are welded a first flange and a second flange which are separate from each other, for connecting the front end of the longitudinal beam. The first flange is a C-shaped bracket with an upper wall, a lower wall and a side wall respectively welded to the upper wall, the lower wall and the first side wall defined by said first beam element. The second flange is an L-shaped bracket, with a first wall welded to the rear face of the front plate and a second wall facing towards said second side wall defined by said second beam element. The above mentioned welds are electric spot welds. The two flanges may have different thickness.

Unit with longitudinal beam and front plate for a motor-vehicle front structure, comprising a longitudinal beam in the form of a hollow profile and a front plate rigidly connected to a front end of said longitudinal beam. The longitudinal beam comprises a first beam element defining an upper wall, a lower wall and a first side wall of the longitudinal beam and a second beam element having a wall defining a second side wall of the longitudinal beam. The front plate has a rear face facing towards the longitudinal beam to which there are welded a first flange and a second flange which are separate from each other, for connecting the front end of the longitudinal beam. The first flange is a C-shaped bracket with an upper wall, a lower wall and a side wall respectively welded to the upper wall, the lower wall and the first side wall defined by said first beam element. The second flange is an L-shaped bracket, with a first wall welded to the rear face of the front plate and a second wall facing towards said second side wall defined by said second beam element. The above mentioned welds are electric spot welds. The two flanges may have different thickness.

An energy absorption component for a motor vehicle, comprising a connection component and a crash box formed by a top chord, a bottom chord, and two side chords spaced apart from one another and connecting the top chord to the bottom chord. One end of the crash box is designed for connection to a bumper crossmember. The other end of the crash box rests against the connection component and is welded to it. The connection component has at least one flange portion which rests against a side chord of the crash box and is connected thereto by a welded joint, wherein this welded joint is spaced apart from adjacent welded joints, which connect the connection component to the top and bottom chords of the crash box, in the direction of the longitudinal extent of the crash box.

An energy absorption component for a motor vehicle, comprising a connection component and a crash box formed by a top chord, a bottom chord, and two side chords spaced apart from one another and connecting the top chord to the bottom chord. One end of the crash box is designed for connection to a bumper crossmember. The other end of the crash box rests against the connection component and is welded to it. The connection component has at least one flange portion which rests against a side chord of the crash box and is connected thereto by a welded joint, wherein this welded joint is spaced apart from adjacent welded joints, which connect the connection component to the top and bottom chords of the crash box, in the direction of the longitudinal extent of the crash box.

An energy-absorbing structure includes a first mounting fixture having a base and a cavity formed in the base. The cavity is structured to receive a portion of an energy-absorbing member therein. The cavity has at least one wall, a bottom, and at least a pair of opposed crush initiator portions extending between the at least one wall and the bottom. A portion of an energy-absorbing member is inserted into the cavity. The energy-absorbing member is in contact with the first mounting fixture along the first mounting fixture crush initiator portions.

An energy-absorbing impact assembly for an electric vehicle includes a bumper assembly. The bumper assembly includes an elongated center beam that extends laterally from a first end to a second end and longitudinally between a front side and a rear side. The energy-absorbing impact assembly includes a tubular support positioned on the rear side of the elongated center beam. The energy-absorbing impact assembly includes a crash box positioned on the rear side of the elongated center beam. The energy-absorbing impact assembly includes a ring assembly positioned on the rear side of the elongated center beam. The ring assembly includes a ring body and a plurality of struts that extend from the ring body. The bumper assembly, the tubular support, the crash box, or the ring assembly are configured to deform upon impact.