CRASH MANAGEMENT SYSTEM WITH AN ADDITIONAL ELEMENT CONNECTING THE ABSORBER TO THE CROSS BEAM

Abstract

A crash management system (1) for a front or rear part of a vehicle having a longitudinal direction X, a transverse direction Y perpendicular to the longitudinal direction X and a vertical direction Z perpendicular to the longitudinal direction X and to the transverse direction Y, said crash management system (1) having a crash management system length (L.sub.C) along the Y direction and comprising: a cross beam (2) having a cross beam length (L.sub.B) along the Y direction, at least one additional element (3) having an outer face (36) and an inner face (50), wherein the additional element has at least one wall (38) which is connected to said cross beam (2), at least one absorber (4) having an outer face and/or an inner face, characterized in that said cross beam length (L.sub.B) is smaller than said crash management system length (L.sub.C), said cross beam (2) is connected to said absorber (4) through said additional element (3).

Claims

1. A crash management system (1) for a front or rear part of a vehicle having a longitudinal direction X, a transverse direction Y perpendicular to the longitudinal direction X and a vertical direction Z perpendicular to the longitudinal direction X and to the transverse direction Y, said crash management system (1) having a crash management system length (L.sub.C) along the Y direction and comprising: a. a cross beam (2) having a cross beam length (L.sub.B) along the Y direction, b. at least one additional element (3) having an outer face (36) and an inner face (50), wherein the additional element has at least one wall (38) which is connected to said cross beam (2), c. at least one absorber (4) having an outer face and/or an inner face, characterized in that said cross beam length (L.sub.B) is smaller than said crash management system length (L.sub.C), said cross beam (2) is connected to said absorber (4) through said additional element (3).

2. A crash management system (1) according to claim 1 wherein the positions in the vertical direction Z of said cross beam (2) and of said absorber (4) are independent.

3. A crash management system (1) according to claim 1 wherein said crash management system (1) has an outer face comprising the outer face of said cross beam (2) and the outer face (36) of said additional element (3).

4. A crash management system (1) according to claim 1 wherein said absorber (4) has an outer face connected to said additional element inner face (50).

5. A crash management system (1) according to claim 1 wherein said cross beam (2) has a straight shape parallel to the transverse direction Y.

6. A crash management system (1) according to claim 3 wherein said outer face of said crash management (1) system is globally curved.

7. A crash management system (1) according to claim 1 wherein said additional element (3) contribute to said crash management length (L.sub.C) by a distance D.

8. A crash management system (1) according to claim 1 wherein said additional element (3) is fixed to the cross beam by any conventional means preferably by screwing, welding and/or bonding.

9. A crash management system (1) according to claim 1 wherein said additional element (3) is a hollow profile having at least one chamber (34).

10. A crash management system according to claim 1 wherein said additional element (3) is made of aluminium alloy, steel or plastic.

11. A crash management system (1) according to claim 1 wherein said additional element (3) is an extruded hollow profile, which extrusion direction (E) is substantially parallel to said vertical direction Z.

12. A crash management system (1) according to claim 1 wherein said additional element (3) comprises a hole (5) for a towing eye system.

Description

DESCRIPTION OF THE DRAWING

[0042] FIG. 1 is a view of one crash management system according to the invention.

[0043] FIG. 2a is a front view of the crash management system of the FIG. 1.

[0044] FIG. 2b is a front view of a similar crash management system of FIG. 1 with a downwardly offset cross beam.

[0045] FIG. 2c is a front view of a similar crash management system of FIG. 1 with an upwardly offset cross beam.

[0046] FIG. 3 is an overhead view of one end of the outer face of the crash management system of FIG. 1.

[0047] FIG. 4 is an overhead view of one end of the inner face of the crash management system of FIG. 1.

[0048] FIG. 5 is a view of one crash management system according to the invention.

[0049] FIG. 6 is a front view of the crash management system of the FIG. 5.

[0050] FIG. 7 is an overhead view of one end of the outer face of the crash management system of FIG. 5.

[0051] FIG. 8 is a view of one crash management system according to the invention.

[0052] FIG. 9 is a front view of the crash management system of the FIG. 8.

[0053] FIG. 10 is an overhead view of one end of the outer face of the crash management system of FIG. 8.

[0054] FIG. 11 is a view of one crash management system according to the invention.

[0055] FIGS. 12a to 12e are overhead views of one end of the outer face of crash management systems according to the invention.

[0056] FIG. 13 is a view of one crash management system according to the invention

[0057] FIG. 14 is on overhead view of one end of the outer face of the crash management system of FIG. 13.

LIST OF REFERENCES

[0058] 1, 1′, 1″, 1′″: crash management system [0059] 2, 2′, 2″: cross beam [0060] 3, 3a, 3b, 3c, 3a′, 3b′, 3c′, 3d, 3d′: additional element [0061] 4: absorber [0062] 5: hole for towing eye system [0063] 6: the welding seam [0064] 7: external element [0065] 8: lower cross beam [0066] 22: outer wall of the cross beam [0067] 23: inner wall of the cross beam [0068] 34, 34a, 34b, 34c, 34d, 34e, 34f, 34g, 34h, 34i, 34j, 34k, 34l, 34a′, 34b′, 34c′ 34d′, 34e′ 34f′, 34g′, 34h′, 34m, 34n, 34o, 34p, 34q, 34′m, 34′n, 34′o, 34′p, 34′q: hollow chambers of the additional element [0069] 31, 31a, 31b, 31c, 31d, 32, 32a, 32b, 32c, 32d, 33, 33a, 33b, 33c, 33d, 35, 35a, 35b, 35c, 35d, 35e, 37a, 37b, 37c 37d, 37e, 37f, 38a, 38b, 38c, 38d, 38e, 39b, 39c, 40, 31a′, 32a′, 33a′, 35a′, 35e′, 38e′: walls of the additional element [0070] 36, 36a, 36b, 36c, 36d, 36e, 36a′, 36b′, 36c′, 36e′: outer face of the additional element [0071] 50, 50a, 50b, 50c, 50d, 50a′, 50b′, 50c′: inner face of the additional element [0072] 43: connecting plate [0073] 80, 80′, 81, 81′: open chamber [0074] 83: inner wall of the cross beam 8 [0075] 84: outer wall of the cross beam 8 [0076] 361, 362, 363, 361′, 362′, 363′ 365, 366, 367, 368, 369, 370, 371, 372: walls of the additional element [0077] 364, 364′, 364″: flange of the additional element [0078] D, D′, D″: distance [0079] E: extrusion direction [0080] L.sub.C, L.sub.C′, L.sub.C″: crash management system length [0081] L.sub.B: cross beam length

DETAILED DESCRIPTION OF THE INVENTION

[0082] Throughout all the figures, same or corresponding elements may generally be indicated by same reference numerals. These depicted embodiments are to be understood as illustrative of the invention and not as limiting in any way.

[0083] FIG. 1 represents a crash management system according to one embodiment of the invention. The crash management system 1 is composed of a cross beam 2, two absorbers 4 positioned at each end side of the crash management system 1, one additional element 3a on one side of the crash management system 1, and a second additional element 3a′ on the other side of the crash management system.

[0084] The cross beam 2 of the crash management system 1 is a straight hollow profile positioned along a transverse axis Y perpendicular to longitudinal direction X. The cross beam is connected to a first additional element 3a on one of its end and to a second additional element 3a′ on the other end. The height of the cross beam 2 is smaller than the height of the additional elements 3a and 3a′.

[0085] The crash management system 1 of the FIG. 1 comprises two absorbers 4 that are connected to the additional elements 3a and 3a′ inner faces. On the other end the absorbers are connected to the longitudinal beam of the vehicle (not shown) using the connecting plates 43.

[0086] Therefore, the additional element 3a and 3a′ connect the cross beam 2 and the two absorbers 4, respectively. Due to the symmetry about a (YZ) plane passing through the middle of the cross beam of the crash management system the additional element 3a′ is generally the mirror image of the additional element 3a.

[0087] The additional element 3a (3a′) is a hollow profile with hollow chambers 34a to 34d (34a′ to 34d′). The hollow chambers 34a, 34b and 34c are positioned on the outer face 36a of the additional element 3a and the hollow chamber 34d is positioned on the inner face 50a of the additional element 3a. The hollow chambers 34a, 34b, 34c and 34d have not the same shape. The additional element 3a has walls 31a, 32a, 33a, 35a, 36a and 37a. The walls 35a and 38a are in contact with the cross beam 2. The inner face 50a connects the absorber 4 to the additional element 3a and therefore to the crash management system 1. The additional element 3a is more precisely described on FIG. 3.

[0088] The additional element 3a has a hole 5 on its outer face 36a to place a towing eye system.

[0089] The connecting element 3a′ is a hollow profile with hollow chambers 34a′ to 34d′. The hollow chambers 34a′, 34b′ and 34c′ are positioned on the outer face of the additional element 3a′ and the hollow chamber 34d′ is positioned on the inner face 50a′ of the additional element 3a′. The hollow chambers 34a′, 34b′, 34′c and 34d′ have not all the same shape. The additional element 3a′ has walls 31a′, 32a′, 33a′, 35a′, 36a′ and 37′a. The walls 35a′ and 38a′ are in contact with the cross beam 2. The inner face 50a′ connects the absorber 4 to the additional element 3a′ and therefore to the crash management system 1.

[0090] The outer face of the crash management system 1 comprises the outer wall 22 of the cross beam 2 and the outer face 36a and 36a′. Due to the shape of the outer face 36a and 36a′, the outer face of the crash management system 1 is globally curved.

[0091] FIGS. 2a, represent the front view of the crash management system of FIG. 1. FIG. 2b and FIG. 2c represent the front view of the crash management system of FIG. 1 with different cross beam positions in relation to the additional element 3a and 3a′ respectively with a downwardly offset cross beam and with an upwardly offset cross beam.

[0092] The crash management system has a length L.sub.C. The cross beam 2 has a length L.sub.B along the Y direction. The crash management system length L.sub.C is equal to the cross beam length L.sub.B enlarged by a distance D from each of the elements 3a and 3a′.

[0093] FIG. 3 represents an overhead view of one end of the outer face of the crash management system of the FIG. 1. The inner face 50a of additional element 3a is connected to one end (the outer face) of the absorber 4. The other end of the absorber 4 is connected to the longitudinal beam of the vehicle by the connecting plate 43. The cross beam 2 is in contact with the walls 35a and 38a of the additional element 3a.

[0094] The additional element 3a of FIG. 3 has four chambers 34a, 34b, 34c and 34d. The outer face 36a of the additional element 3a is composed by three walls 361, 362, 363 corresponding respectively to walls of the chambers 34a, 34b, 34c and a flange 364. Each chamber 34a, 34b, 34c and 34d has a specific shape. The chambers 34a and 34d have a triangular shape, whereas the chambers 34b and 34c have a globally rectangular shape. The outer face 36a has a globally curved shape.

[0095] FIG. 4 represents an overhead view of one end of the inner face of the crash management system of FIG. 1. The inner face 50a′ of the additional element 3a′ is connected to one end (outer face) of the absorber 4 by a welding seam 6. The other end of the absorber 4 is connected to the longitudinal beam (not shown) of the vehicle by the connecting plate 43.

[0096] The additional element 3a′ of the FIG. 4 has four chambers 34a′, 34b′, 34c′ and 34d′. The outer face 36a′ of the additional element 3a′ is composed by three walls 361′, 362′, 363′ corresponding respectively to walls of the chambers 34a′, 34b′, 34c′ and a flange 364′. Each chamber 34a′, 34b′, 34c′ and 34d′ has a specific shape. The chambers 34a′ and 34d′ have a triangular shape, whereas the chambers 34b′ and 34c′ have a globally rectangular shape. The outer face 36a′ has a globally curved shape.

[0097] FIG. 5 and FIG. 6 represent a crash management system according to one embodiment of the invention. The crash management system 1′ is composed by a cross beam 2, two absorbers 4 positioned at each end side of the crash management system 1′, one additional element 3b on one side of the crash management system 1′, and a second additional element 3b′ on the other side of the crash management system. The cross beam 2 of the crash management system 1′ is a straight hollow profile positioned along a transverse axis Y perpendicular to longitudinal direction X.

[0098] The inner face 50b of additional element 3b is connected to one end (the outer face) of the absorber 4. The other end of the absorber 4 is connected to the longitudinal beam of the vehicle by the connecting plate 43. The cross beam 2 is in contact with the walls 35b and 38b of the additional element 3b. The inner face 50b′ of additional element 3b′ is connected to one end (the outer face) of the absorber 4. The other end of the absorber 4 is connected to the longitudinal beam of the vehicle by the connecting plate 43. The cross beam 2 is in contact with the walls 35b′ and 38b′ of the additional element 3b′.

[0099] The crash management system length L.sub.C represented in FIG. 6 is equal to the cross beam length L.sub.B enlarged by a distance D′ from each the elements 3b and 3b′. The additional element 3b is more precisely described on FIG. 7. Due to the general symmetry about a plane (YZ) passing through the middle of the cross beam crash management system the additional element 3b′ is generally the mirror image of the additional element 3b.

[0100] FIG. 7 represents an overhead view of one end of the outer face of the crash management system of the FIG. 5. The inner face 50b of additional element 3b is connected to one end of the absorber 4, the other end of the absorber 4 being connected to the longitudinal beam of the vehicle (not shown) by the connecting plate 43.

[0101] The additional elements 3b is a hollow profile with one hollow chambers 34e and one open chamber 80. The additional element 3b has walls 31b, 32b, 35b and 38b. The wall 38b connects the cross beam 2 to the additional element 3b. the inner face 50b connects the absorber 4 to the additional element 3b. The outer face 36b of the additional element 3b is composed by a wall 366 corresponding to one wall of the chamber 34e and a by a wall 365 corresponding to the wall of the open chamber 80. The hollow chamber 34e has a quadrilateral shape with walls 366, 32b, 39b and 38b opposite to each other in pairs. The wall 366 is not parallel to the opposite wall 32b. The outer face 36b has consequently a globally curved shape.

[0102] The outer wall 22 of the cross beam 2 and the outer face 36b and 36b′ (outer face of the additional element 3b′) composed the outer face of the crash management system 1′. Due to the shape of the outer face 36b and 36b′, the outer face of the crash management system 1′ is globally curved.

[0103] FIG. 8 and FIG. 9 represent a view of a crash management system according to one embodiment of the invention.

[0104] The crash management system 1″ is composed by a cross beam 2, two absorbers 4 positioned at each end side of the crash management system 1″, one additional element 3c on one side of the crash management system 1″, and a second additional element 3c′ on the other side of the crash management system and also an external element 7 on each end side of the crash management system 1″. The cross beam 2 of the crash management system 1″ is a straight hollow profile positioned along a transverse axis Y perpendicular to longitudinal direction X.

[0105] The inner face 50c of additional element 3c is connected to one end (the outer face) of the absorber 4. The other end of the absorber 4 is connected to the longitudinal beam of the vehicle by the connecting plate 43. The cross beam 2 is in contact with the walls 35c and 38c of the additional element 3c. The inner face 50c′ of additional element 3c′ is connected to one end (the outer face) of the absorber 4. The other end of the absorber 4 is connected to the longitudinal beam of the vehicle by the connecting plate 43. The cross beam 2 is in contact with the walls 35c′ and 38c′ of the additional element 3b′. The external element 7 is placed in contact with the walls 39c and 39′c of the additional elements 3c and 3c′, respectively.

[0106] The crash management system length L.sub.C″ represented in FIG. 9 is higher than the cross beam length L.sub.B enlarged by the distance D″ from each the elements 3c and 3c′. The two external elements 7 contribute to the crash management system length. The additional element 3c is more precisely described on FIG. 10. Due to the symmetry about a plane (YZ) passing through the middle of the cross beam of the crash management system the additional element 3c′ is the mirror image of the additional element 3c.

[0107] FIG. 10 represents an overhead view of one end of the outer face of the crash management system of the FIG. 8. The inner face 50c of additional element 3c is connected to one end of the absorber 4 (outer face of the absorber), the other end of the absorber 4 being connected to the longitudinal beam of the vehicle (not shown) by the connecting plate 43.

[0108] The additional elements 3c is a hollow profile with three hollow chambers 34f, 34g, 34h and one open chamber 81. The outer face 36c of the additional element 3c is composed by three walls 367, 368, 369 corresponding respectively to walls of the chambers 81, 34f, and 34g. Each chamber 34f, 34g and 34h has a specific shape. The chambers 34f and 34g have quadrilateral shape, whereas the chamber 34h has a triangular shape. The hollow chamber 34f has a quadrilateral shape with walls 368, 32c, 39c and 40 opposite each other in pairs. The wall 368 is not parallel to the opposite wall 32c which gives to the outer face 36c a globally curved shape.

[0109] The outer face of the crash management system 1″ comprises the outer wall 22 of the cross beam 2 and the outer face 36c and 36c′ (outer face of the additional element 3c′) and also the outer face of the external element 7. Due to the shape of the outer face 36c and 36c′, the outer face of the crash management system 1″ is globally curved.

[0110] FIG. 11 represents an overhead view of one end of the outer face of a crash management system according to one embodiment of the invention.

[0111] The crash management system is composed by a cross beam 2′, one absorber 4, one additional element 3d on one side of the crash management system. Due to the symmetry about a plane (YZ) passing through the middle of the cross beam of the crash management system, an additional element 3d′ being the mirror image of the additional element 3d is positioned on the other end side of the crash management system′.

[0112] The absorber 4 is connected to the additional elements 3d inner face 50d. On the other end the absorber is connected to the longitudinal beam of the vehicle (not shown) using the connecting plate 43.

[0113] The cross beam 2′ of the crash management system is a straight open section profile positioned along a transverse axis Y perpendicular to longitudinal direction X. The cross beam outer face is not materialised by an outer wall. The contour of the open section represents the outer face of the cross beam 2′.

[0114] The additional element 3d is a hollow profile with four hollow chambers 34i, 34j, 34k and 34l. The hollow chambers 34i, 34j and 34k are positioned on the outer face 36d of the additional element 3d and the hollow chamber 34l is positioned on the inner face 50d of the additional element 3d. The hollow chambers 34i, 34j, 34k and 34l have not the same shape. The walls 35d and 38d are in contact with the cross beam 2′. The inner face 50d connects the absorber 4 to the additional element 3d.

[0115] The additional element 3d has four chambers 34i, 34j, 34k and 34l. The outer face 36d of the additional element 3d has three walls 370, 371, and 372 corresponding respectively to walls of the chambers 34i, 34j, and 34k and two flanges 364′ and 364″. Each chamber 34i, 34j, 34k and 34l has a specific shape. The chambers 34i and 34l have a triangular shape, whereas the chambers 34j and 34k have a globally rectangular shape. The outer face 36d has a globally curved shape.

[0116] The inner face 50d of additional element 3d is connected to one end of the absorber 4 (outer side of the absorber 4). The other end of the absorber 4 is connected to the longitudinal beam of the vehicle by the connecting plate 43.

[0117] FIGS. 12a to 12e represent overhead views of one and of the outer face of crash management systems according to several embodiments of the invention with and without a hole for the towing eye system. The additional element 3 connected to the cross beam 2 and to the absorber 4 of the FIG. 12a has no hole in its outer face 36 to place the towing eye system. FIGS. 12b and 12c represents a crash management system with an additional element 3 drilled on its wall 362 to place the towing eye system. The hole 5 on the FIG. 12b is on the bottom of the wall 362 whereas on the FIG. 12c, the hole 5 is on the top of the wall 362. FIG. 12d represents a crash management system with an additional element 3 drilled on the top of its wall 363 to place the towing eye system. FIG. 12e represents a crash management system with an additional element 3 drilled in-between the wall 362 and 363 to place the towing eye system.

[0118] FIG. 13 and FIG. 14 represent a crash management system according to one embodiment of the invention. The crash management system 1″″ is composed by a first cross beam 2″, a second lower cross beam 8, two absorbers 4 positioned at each end side of the crash management system 1″″, one additional element 3d on one side of the crash management system 1″″, and a second additional element 3d′ on the other side of the crash management system. The additional elements 35d and 35d′ are connected to both cross beam 2″ and 8. The cross beams 2″ and 8 of the crash management system 1″″ are straight hollow profiles positioned along a transverse axis Y perpendicular to longitudinal direction X.

[0119] On both side of the bumper beams 2″ and 8, the inner faces of additional element 3d respectively 3d′ are connected to one end (the outer face) of the absorber 4. The other end of the absorber 4 is connected to the longitudinal beam of the vehicle by the connecting plate 43. The cross beams 2″ and 8 are in contact with the walls 35e, 35e′, 38e and 38e′ of the additional elements 3d and 3d′ respectively.

[0120] The additional elements 3d is a hollow profile with several hollow chambers 34m to 34q. The additional element 3d comprises several walls including 35e and 38e. The walls 35e and 38e connect the cross beams 2″ and 8 to the additional element 3d. The absorber 4 is connected to the additional element 3d by the outer face 50d and the walls 37e and 37f. The hollow chambers 34m to 34q are not identical in cross-section, thus giving a curved shape to the outer face 36e of the additional element.3d

[0121] The outer wall 22 of the cross beam 2″, the outer wall 84 of the cross beam 8 and the outer face 36d and 36d′ (outer face of the additional element 3d′) composed the outer face of the crash management system 1″″. Due to the shape of the outer face 36d and 36d′, the outer face of the crash management system 1″″ is globally curved.