Abstract:
The invention relates to an energy absorption device which can be arranged to absorb energy by deformation between a support structure of a vehicle and a damper, the energy absorption device carrying a deformable main profile which has a hollow body-type cross-section. The aim of the invention is to improve an energy absorption device of the aforementioned type in such a manner that the energy can be well carried off even if the forces produced by an accident impact the energy absorption device at an angle. For this purpose, a deformable supplementary profile is provided on the cross-section of the main profile.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority from German Patent Application Serial No. 10 2006 048 429.0 filed on Oct. 12, 2006, entitled “Energieabsorptionsvorrichtung, insbesondere fur nichtaxiale Belastung” (Energy Absorption Device, In Particular For Non-Axial Loads), the disclosure of which is incorporated herein by reference for all purposes. 
     FIELD OF THE INVENTION 
     The present invention relates to an energy absorption device, and more particularly to an energy absorption device which may be situated between a support structure of a vehicle and a bumper to absorb energy by deformation. 
     BACKGROUND OF THE INVENTION 
     Energy absorption devices are used for the purpose of absorbing as much energy as possible in the event of an accident, before the vehicle body of the vehicle plastically deforms. In less severe accidents, the energy absorption capability of an energy absorption device may be sufficient to entirely avoid plastic deformation of the vehicle body. The repair costs remain low in this way, because only the bumper and the energy absorption device have to be replaced. 
     For good energy absorption, it is optimal if the energy absorption devices are implemented as an extension of longitudinal girders of an underbody of the vehicle and the bumper, in particular its crossbeam, is located horizontally at the height of the energy absorption devices. The forces are thus introduced linearly into the energy absorption device, by which its entire length may be used well for the deformation, i.e., absorbing energy. 
     The vehicle manufacturers have made efforts to bring as many vehicle variants as possible onto the market. To keep the costs as low as possible, the various vehicle variants are constructed on one underbody. If sports utility vehicles or SUVs are constructed on a passenger automobile underbody, the underbody is higher than in the passenger automobile. According to the legal requirements, however, the bumper, in particular its crossbeam, must be located at the height which normally corresponds to a passenger automobile bumper. This means that a Vertical offset between the bumper, in particular its crossbeam, and longitudinal girders of the underbody is to be bridged. 
     One possibility is to implement the energy absorption device, as up to this point, as a longitudinal extension of the longitudinal girder of the underbody, but provide a bumper with a cross member which extends over the entire vertical area and is implemented as solid. In this way, the forces may be introduced into the energy absorption device well and absorbed thereby. 
     Generic, or type-specific energy absorption devices are also known and used to bridge the offset between the bumper, or a cross-member of the bumper, and the longitudinal beam of the chassis. More compact and lighter bumpers, in particular their cross-members, may thus be used for a weight reduction. However, tests have shown that accident forces are not conducted straight enough through such energy absorption devices, which amounts to poor energy absorption. 
     SUMMARY OF THE INVENTION 
     The present invention is based on the object of improving an energy absorption device according to the species in the simplest possible way so that energy may be dissipated well, but nonetheless forces are introduced diagonally into the energy absorption device. 
     The auxiliary profile stabilizes the main profile of the energy absorption device and particularly counteracts an undesired buckling of the energy absorption device. In this way, the energy absorption device remains stable for the absorption and transmission of forces in spite of forces being introduced diagonally or even transversely. This means that in spite of the diagonally introduced forces, good efficiency of the energy absorption is achieved. In particular in the event of an offset between support structure and bumper, compact and light bumpers are usable. If bumpers are implemented having crossbeams, the crossbeam may be implemented as light and compact. 
     If the bumper is situated offset to the support structure and the energy absorption device bridges the offset, the auxiliary profile may advantageously stabilize a cross-sectional section of the main profile, which is situated in front in the offset direction. A cross-sectional section of the main profile, which is especially endangered by buckling, is stabilized in this way. 
     The cross-sectional section may preferably be a lower cross-sectional section of the main profile in relation to the vehicle. Pivoting of the bumper downward in the event of an accident is thus counteracted and the forces are absorbed well. 
     The auxiliary profile may preferably stabilize an approximately horizontal lateral cross-sectional section of the main profile in relation to the vehicle. A cross-sectional section of the main profile is thus stabilized, which is situated in front in the direction of a transverse component of an accident force, i.e., a cross-sectional section of the main profile which is endangered by buckling by the transverse component of the accident force is stabilized. Energy may thus be absorbed efficiently even in the event of a diagonal frontal impact using the energy absorption device. 
     The lateral cross-sectional section may especially favorably be an outer cross-sectional section in relation to a longitudinal central direction of the vehicle. This has an especially good stabilizing effect in the event of accident forces which displace the bumper in the cited outward direction. 
     The auxiliary profile may especially advantageously have an essentially arched cross-section. This provides it with good rigidity against undesired buckling. 
     The cross-section of the auxiliary profile may especially favorably implement an essentially convex contour with an area of the cross-section of the main profile. The auxiliary profile and the area of the cross-section of the main profile thus have good rigidity against buckling and supplement one another mutually. 
     The cross-section of the auxiliary profile may advantageously have chamfers. The chamfers have a stabilizing effect against undesired buckling. 
     The auxiliary profile may preferably be situated in the interior of the main profile. The energy absorption device may thus be implemented in a space-saving way and nonetheless has good stability and good energy absorption capability. 
     The auxiliary profile may preferably taper in the direction toward the support structure of the vehicle. The energy absorption device is thus more strongly stabilized on the side of the bumper against undesired buckling in the offset direction than on the side of the support structure of the vehicle. 
     The height of the cross-section of the auxiliary profile may especially advantageously decrease in the direction toward the support structure of the vehicle. In this way, the auxiliary profile has a greater stabilizing effect against undesired buckling in the direction of its height on the side of the bumper than on the side of the support structure of the vehicle. 
     The auxiliary profile may advantageously taper in the direction toward the bumper. In this way, the energy absorption device is more strongly stabilized against undesired buckling in the direction of the transverse component of the accident force on the side of the support structure than on the side of the bumper. 
     The height of the cross-section of the auxiliary profile may preferably decrease in the direction toward the bumper. The auxiliary profile thus has a greater stabilizing effect against undesired buckling in the direction of its height on the side of the support structure than on the side of the bumper. 
     If the bumper is situated offset to the support structure and the energy absorption device bridges the offset, the auxiliary profile may especially favorably have an inclination in relation to a longitudinal direction of the support structure, which is opposite to the direction of the offset. The forces introduced from the bumper may thus be conducted through the energy absorption device having a stronger component parallel to the longitudinal direction of the support structure in spite of the offset. 
     If the bumper is situated offset to the support structure and the energy absorption device bridges the offset, the auxiliary profile may preferably have a profile back which is inclined opposite to the direction of the offset in relation to the longitudinal direction of the support structure. In this way, forces may be conducted at an angle through the profile back and at least partially compensate for the angularity of forces which are conducted through the main profile. The sum of the forces conducted through the energy absorption device thus approaches the longitudinal direction of the support structure better in its direction. 
     The auxiliary profile may especially advantageously be laterally inclined horizontally in relation to a longitudinal direction of the support structure. The auxiliary profile is thus inclined corresponding to a transverse component of an accident force to be expected and has an especially good stabilizing effect against undesired buckling in relation to the transverse component. 
     The auxiliary profile may especially favorably have a profile back which is laterally inclined horizontally in relation to a longitudinal direction of the support structure. In this way, the profile back is inclined corresponding to a transverse component of an accident force to be expected and applies a good stabilization component against undesired buckling in relation to the transverse component. 
     Advantageously, at least two auxiliary profiles spaced from each other are provided. The energy absorption device is stabilized even better against undesirable buckling when a plurality of auxiliary profiles is used. The spacing between the auxiliary profiles allows for their unimpeded deformation during an accident. 
     The auxiliary profile may especially preferably be fastened to the main profile over a greater length in an area on the support structure side than in an area on the bumper side. The shorter fastening length in the area on the bumper side makes a deformation of the auxiliary profile and the main profile easier here. The greater fastening length in the area on the support structure side increases the resistances of the auxiliary profile and the main profile to deformation here. The force applied to the support structure may be kept at an essentially constant level. 
     A transition area may preferably be provided, in which the auxiliary profile is fastened to the main profile over a shorter length than in the area on the support structure side and over a greater length than in the area on the bumper side. In the transition area, the auxiliary profile and the main profile have a moderate resistance against deformation viewed overall, compared to the areas on the support structure and bumper sides. This contributes well to keeping the force applied to the support structure at a constant level. 
     The auxiliary profile may advantageously be fastened to the main profile over approximately 30% to 45% of its length in the area on the support structure side, preferably over approximately 40% of its length. In this way, the auxiliary profile and the main profile have an increased resistance to deformation in a good area, i.e., a good area which first deforms at higher forces. 
     The auxiliary profile may especially preferably be fastened to the main profile over approximately 3% to 10% of its length, preferably over approximately 5% of its length, in the area on the bumper side. The auxiliary profile and the main profile thus have a good area in which the resistance to deformation is lower, i.e., which already absorbs energy at lower forces, because auxiliary profile and main profile may fold freely in a good area. 
     The auxiliary profile may advantageously be fastened to the main profile over approximately 5% to 15% of its length, preferably over approximately 10% of its length, in the transition area. The auxiliary profile and the main profile thus have a good area of moderate resistance to deformation viewed overall, i.e., a good area in which energy is only absorbed at a later point in time. 
     The auxiliary profile may favorably have a greater material strength on the support structure side than on the bumper side. The auxiliary profile has a higher resistance to deformation on the support structure side than on the bumper side. 
     The auxiliary profile may preferably have at least two material parts of different material thicknesses. The auxiliary profile thus has a different resistance to deformation in each material part. 
     The auxiliary profile may advantageously have a material part which has a material thickness varied by rolling. The provision of the areas of different material thicknesses may thus be performed for many workpieces in an efficient process. 
     The material of the auxiliary profile may advantageously have a higher strength on the support structure side than on the bumper side. The auxiliary profile thus has a lower resistance on the bumper side than on the support structure side. 
     The auxiliary profile may especially expediently have at least one longitudinal bead extending in its longitudinal direction, preferably in the area proximal to the support structure. In the area of the longitudinal bead, the auxiliary profile has a higher resistance to deformation in its longitudinal direction. 
     The auxiliary profile may especially preferably have at least one transverse bead extending transversely to its longitudinal direction, preferably in the area close to the bumper. The auxiliary profile may be folded more easily in its longitudinal direction in the area of the transverse bead. The transverse bead defines an area for intentional folding deformation, the energy absorption device as a whole remaining stabilized against undesired buckling. 
     If the bumper is situated offset to the support structure and the energy absorption device bridges the offset, a first cross-sectional section of the main profile which is situated in front in the offset direction may preferably have a higher deformation resistance than a second cross-sectional section of the main profile which is situated behind the first cross-sectional section in the offset direction. In this way, a cross-sectional section of the main profile, which is endangered by buckling by the structural offset, is stabilized. 
     A first cross-sectional section of the main profile which is located on a first horizontal side of the energy absorption device in relation to the vehicle may advantageously have a higher deformation resistance than a second cross-sectional section of the main profile which is located on the second horizontal side of the energy absorption device in relation to the vehicle. The anterior cross-sectional section of the main profile in the direction of a transverse component of an accident force is thus stabilized against undesired buckling. 
     The first cross-sectional section may preferably have a greater material thickness than the second cross-sectional section. The first cross-sectional section thus has a higher resistance to deformation than a second cross-sectional section. 
     The material of the first cross-sectional section may preferably have a greater material thickness than the second cross-sectional section. The first cross-sectional section thus has a higher resistance to deformation than the second cross-sectional section. 
     The material of the first cross-sectional section may advantageously have a higher strength than the material of the second cross-sectional section. The second cross-sectional section thus has a lower resistance to deformation than the first cross-sectional section. 
     More chamfers may advantageously be provided on the first cross-sectional section than on the second cross-sectional section. The first cross-sectional section thus has a higher resistance to deformation than the second cross-sectional section. 
     The main profile in the intermediate profile may especially preferably be produced from sheet-metal-type material and/or sheet-metal-type profiles. The energy absorption device may thus be implemented having low weight and a high level of design freedom. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       An embodiment of the invention is shown in the drawing and described hereafter. In the figures: 
         FIG. 1  shows a perspective view of energy absorption devices of a first embodiment of the invention between a crossbeam of a bumper and support structures of a vehicle, 
         FIG. 2  shows a perspective illustration of one of the energy absorption devices according to the invention from  FIG. 1 , 
         FIG. 3  shows a perspective illustration of a part of the energy absorption device from  FIG. 2 , 
         FIG. 4  shows a schematic sectional view of the energy absorption device between the bumper and one of the support structures according to the first embodiment, 
         FIG. 5  shows a schematic sectional illustration having alternative orientations of an auxiliary profile of the energy absorption device, 
         FIG. 6  essentially shows a top view of the part of the energy absorption device from  FIG. 3 , 
         FIG. 7  shows, partially and individually, two cross-sectional views of a main profile and an auxiliary profile of the energy absorption device, 
         FIG. 8  shows a side view of the energy absorption device according to  FIG. 1 , 
         FIG. 9  shows a sectional view of the energy absorption device along a line IX-IX in  FIG. 8 , 
         FIG. 10  shows a sectional view of the energy absorption device along a line X-X in  FIG. 8 , 
         FIG. 11  shows a force-distance diagram of the energy absorption device, 
         FIG. 12  shows a perspective view of energy absorption devices of a second embodiment of the invention between a crossbeam of a bumper and support structures of a vehicle, 
         FIG. 13  shows a perspective illustration of one of the energy absorption devices according to the invention from  FIG. 12 , 
         FIG. 14  shows a perspective illustration of a part of the energy absorption device from  FIG. 13 , 
         FIG. 15  shows a cross-sectional view of the energy absorption device from  FIG. 13 , 
         FIG. 16  shows a cross-sectional view of an alternative design of the cross-sectional profile of the energy absorption device, 
         FIG. 17  shows a partial frontal view of the configuration from  FIG. 12 , 
         FIG. 18  shows a schematic sectional view of the energy absorption device between the bumper and one of the support structures along a line XVIII-XVIII in  FIG. 17 , 
         FIG. 19  shows a schematic sectional view of the energy absorption device between the bumper and one of the support structures along a line XIX-XIX in  FIG. 17 , 
         FIG. 20   a  shows a side cross-sectional view of an energy absorption device including an auxiliary profile having uniform thickness along a length thereof, 
         FIG. 20   b  shows a side cross-sectional view of an energy absorption device including an auxiliary profile having a continuously variable thickness along a length thereof, 
         FIG. 20   c  shows a side cross-sectional view of an energy absorption device including a two-piece auxiliary profile having a step-wise non-uniform thickness along a length thereof, and, 
         FIG. 20   d  shows a side cross-sectional view of an energy absorption device including an auxiliary profile having variable material strength along a length thereof. 
     
    
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
     In the following description, same reference numerals are used for analogous elements. 
       FIGS. 1-11  relate to a first embodiment of the invention. 
       FIG. 1  shows partly a body configuration of a vehicle. It shows support structures  4 ,  5 , energy absorption devices attached to the structures  4 ,  5 , and a bumper, only a crossbeam  3  of the bumper being shown. The energy absorption devices, the subject of the invention, are disposed symmetrically between the respective support structure and the bumper, i.e. the crossbeam. Thus, the crossbeam connects both energy absorption devices  1 ,  2 . In the present embodiment, the support structures constitute beams of a chassis or platform of a vehicle. 
     The bumper, i.e. the crossbeam  3 , is disposed at an offset (direction indicated by arrow  11 ) to the support structures  4 ,  5 . The offset is bridged by the respective energy absorption devices which are fastened, preferably removably, to the corresponding support structures via respective flanges  6 ,  7 . 
     In the present embodiment, the offset is vertical. A horizontal offset is an additional or alternative possibility. 
       FIG. 2  shows a perspective view of the left energy absorption device  1  of  FIG. 1 . The device has a deformable main profile  8  which is hollow in cross-section and which supports the bumper via the crossbeam  3 . The main profile may have a closed or open hollow-body structure. 
     The main profile  8  has a first cross-sectional segment  9  and a second cross-sectional segment  10 . In relation to the direction of the offset  11 , the first segment  9  is anterior and the second segment  10  is disposed behind it. In the present embodiment, relative to the vehicle, the first segment  9  is the lower segment and the second segment  10  is the upper segment. 
     In the instant embodiment, the two segments are shell-type structures which are interconnected by joints, e.g. welding joints, and share an inner space. However, it is also feasible to provide a one-piece main profile part. 
     The energy absorption device comprises at least one deformable auxiliary profile  12  which is disposed in a sectional area of the main profile  8 . The auxiliary profile can be disposed inside or outside of the main profile  8  and extends in the longitudinal direction of the main profile and stabilizes the main profile against an undesired buckling. Thus, despite the offset between the support structure and the crossbeam, accident forces acting essentially parallel to the longitudinal axis of the support structure can be well accommodated, absorbed and conveyed toward the support structure, wherein the energy absorption capability of the absorption device  1  can be well utilized. The auxiliary profile has a shell structure. 
     Both cross-sectional segments  9 ,  10  and the auxiliary profile  12  are shaped of sheet metal and/or sheet metal profiles which can be further reshaped if necessary. 
     The auxiliary profile  12  can be disposed at the first and/or the second cross-sectional segment  9 ,  10 . In the present embodiment, the profile  12  is mounted on the first segment  9  and serves to stabilize the segment  9  against undesired buckling. 
     As shown in  FIGS. 2 and 3 , the auxiliary profile has essentially an arched contour which, in this embodiment, resembles letter U or C. Further, the cross-section of the auxiliary profile has chamfers  59  which serve to further stabilize the profile  12  against undesirable buckling. 
     The auxiliary profile  12  forms an essentially convex contour with an area of the cross-section of the first or the second segments  9 ,  10 —in this embodiment, of the first segment  9 . As a result, the rigidity of the auxiliary profile  12  and the rigidity of the first sectional segment  9  complement each other well. 
     The auxiliary intermediate profile  12  extends essentially over the entire length of the first cross-sectional segment  9 . As can be seen in  FIGS. 2 and 3 , the auxiliary profile  12  is inclined relative to the main profile  8 . The end  51  of the profile  12 , on the bumper side, is disposed approximately in the middle of the main profile  8  relative to the offset direction  11 . The other end  52  of the profile  12 , on the support structure side, is disposed as anterior in the main profile relative to the direction  11 . The end  51  is disposed in the area of an opening  16  of the first segment  9 , i.e. in a posterior area of the first segment  9  relative to the direction  11 . The end  52  on the side of the support structure is disposed in the area of the floor  17  of the first segment  9 , i.e. anterior in the offset direction  11 . 
     The auxiliary profile  12  extends continuously between the bumper-side end  51  and the opposite end  52 . However, the profile  12  can also be discontinuous, e.g. fragmented. 
     As can be further seen in  FIG. 4 , the auxiliary profile  12  has a slope (inclination) relative to a longitudinal axis of the support structure, the slope being opposite to the direction  11 . A longitudinal center line  18  of the auxiliary profile  12  extends towards the cross-beam  3  convergently with a longitudinal central line  19  of the support structure  4 , which means that the two lines define a corresponding angle relative to the direction  11 . In the direction towards the crossbeam  3 , the line  18  extends divergently from a center line  20  of the crossbeam  3  and the two lines form a corresponding angle with relation to the direction  11 . 
     However, it is also feasible to arrange the profile  12  in parallel to the longitudinal axis of the support structure and/or the crossbeam, thus causing the longitudinal center line  18  of the auxiliary profile  12  to extend parallel to the longitudinal center line  19  of the support structure and/or of the center line  20  of the crossbeam  3 . This is illustrated in  FIG. 5  where line  218  represents a longitudinal center line of the profile  12 . 
     Equally advantageously, the auxiliary profile can be disposed at a greater inclination regarding longitudinal direction of the support structure  4 . This is illustrated in  FIG. 5  where line  118  represents a longitudinal center line of the profile  12 . 
     Reference is made again to  FIG. 4 . The auxiliary profile  12  has an upper surface  21  which is also inclined opposite to the offset direction  11  in relation to the longitudinal axis of the support structure  4 . The upper surface  21  extends toward the crossbeam  3  convergently with the center line  19  of the support structure  4 . The slope of the surface  21  is stronger than inclination of the center line  18  of the auxiliary profile  12 . 
     The profile  12  has chamfers  53 ,  54  of which only one is shown in  FIG. 4 , the chamfers leading in the offset direction  11 . The chamfer  54  shown here extends, relative to the offset direction  11 , approximately parallel to the longitudinal center line  19  of the support structure  4  and the center line  20  of the crossbeam  3 . 
     The auxiliary profile  12  tapers in a direction towards the support structure  4 . The height of the cross-section of the profile  12  decreases towards the structure  4  as seen in  FIG. 4 . The width of the profile  12  also decreases, as shown in  FIG. 6 . 
     An embodiment in which the auxiliary profile essentially maintains its width and/or height over the length of the profile is also feasible. It is also possible to design a version in which the width and/or height of the auxiliary profile  12  increases in the direction toward the support structure  4 . 
       FIG. 4  shows further welded bonds  55 ,  56 ,  57 ,  58 , which serve to fasten the second segment  10 , the auxiliary profile  12  and the first segment  9  to the crossbeam  3 . It can also be seen in  FIG. 4  that the auxiliary profile  12  extends toward the support structure up to an area of a flange  6 . The profile  12  is welded to the flange  6  or is supported freely thereby as shown in  FIG. 4 . Referring also to  FIG. 20   a , shown is a side cross-sectional view of a specific variant of the embodiment that is depicted in  FIG. 4 , in which the material of the auxiliary profile  12  is of uniform thickness. 
     Turning now to  FIG. 6 , the auxiliary profile  12  is fastened to the main profile  8 , i.e. to the first cross-sectional segment  9 , over a greater length on the support-structure side than on the bumper side. In this embodiment of the invention, a transition area  15  of the profile  12  is defined between an area  14  on the support-structure side and an area  13  on the bumper side of the auxiliary profile, and the auxiliary profile  12  is fastened to the main profile  8  over a shorter length in the transition area  15  than in the area  14 , and over a greater length than in the area  13 . 
     This arrangement of the fastening joints results in the auxiliary profile  12  folding successively from the crossbeam  3  up to the support structure  4 , whereby the level of force applied to the support structure  4  remains essentially constant. 
     Since the auxiliary profile  12  is fastened to the main profile, i.e. to the first segment  9 , to a smallest degree in the bumper-side area  13 , the profile  12  can fold most freely in that area in the event of a deformation. The deformation resistance is thus lowest in the area  13  in relation to the fastening. In the area  14 , on the support-structure side, the deformation resistance is highest in relation to the fastening because the auxiliary profile  12  is fixed in area  14  over the largest area. In the transition area  15 , the deformation resistance relative to the fastening is between that of the area  14  and that of the area  13 . 
     As shown in  FIG. 6 , welded bonds  22  are provided on both sides of the auxiliary profile  12  on the support-structure side. The bonds  22  fasten the profile  12  to the main profile  8 , i.e. to the first segment  9 , over approximately 30% to 45% of the auxiliary profile&#39;s length, preferably over approximately 40% of the auxiliary profile&#39;s length. Welded bonds  23 , provided on both sides of the profile  12  on the bumper side, fasten the profile  12  to the main profile  8 , i.e. to the first segment  9 , over approximately 3% to 10% of the auxiliary profile&#39;s length, e.g. 5 to 20 mm, preferably over approx. 5% of the auxiliary profile&#39;s length, e.g. 10 mm. Central welded bonds  24 , provided on both sides of the profile  12  in the transition area, fasten the profile  12  to the main profile  8 , i.e. to the first segment  9 , over approximately 5% to 15% of the auxiliary profile&#39;s length, e.g. 10 to 30 mm, preferably over approx. 10% of the auxiliary profile&#39;s length, e.g. 20 mm. 
     The fastening joints i.e. the welded joints  22 ,  22 ;  23 ,  23 ;  24 ,  24 , can be effected as continuous joints or interrupted joints e.g. spot welds. 
     The fastening joints i.e. the welded joints  22 ,  22 ;  23 ,  23 ;  24 ,  24 , extend essentially in the longitudinal direction, or along the length, of the auxiliary profile  12 . This promotes a good folding of the profile  12  (during an accident), which contributes to a uniform level of a force applied to the support structure. During the folding, the folds extend essentially transversely to the longitudinal direction of the auxiliary profile  12 . 
     Spacings  25 ,  25  are provided between the welded joints  22 ,  22  on the support-structure side and the middle welded joints  24 ,  24  respectively. The spacings  25 ,  25  extend each over approximately 5% to 15% of the length of the auxiliary profile  12 , e.g. 15 to 30 mm, preferably over approximately 10% of the auxiliary profile&#39;s length, e.g. 20 mm. Spacings  26 ,  26  are provided between welded joints  23 ,  23  on the bumper side and the middle welded joints  24 ,  24  respectively. The spacings  26 ,  26  extend each over approximately 30% to 45% of the length of the auxiliary profile  12 , preferably over approximately 30% to 40% of the auxiliary profile&#39;s length ( FIG. 6 ). The left-hand spacing  26  in  FIG. 6  is shown as shorter than the right-hand spacing  26 . 
     It is feasible to provide still more spacings and/or welded joints for the above-described arrangement. 
     As shown in  FIG. 6 , a spacing is also provided between each welded joint  23 ,  23  on the bumper side and an end  27  of the auxiliary profile  12  on the bumper side. On the other hand, the welded joints  22 ,  22  on the support-structure side extend up to an end  28  of the auxiliary profile  12  on the support-structure side. 
     In the area of the above-mentioned spacings, the auxiliary profile can fold freely relative, to the first segment  9  upon deformation. 
     When selecting the length of the joints, e.g. welded joints, and of the spacings, consideration is given to the total length of the energy absorption device, the cross section of the energy absorption device, the thickness of the material, the strength of the material and the forces likely to be transmitted. 
     The energy absorption device of the invention may comprise a plurality of auxiliary profiles. The profiles are preferably spaced from each other to enable their deformation independently from each other. Despite the spacing, the auxiliary profiles can be fastened jointly to the main profile, e.g. welded together to the main profile with the lateral edges of the auxiliary profiles situated one above another. 
     The material of the auxiliary profile  12  may have a greater thickness on the support-structure side than on the bumper side. The greater thickness affords a greater deformation resistance on the support-structure side than on the bumper side. As is shown in  FIG. 20   c , the auxiliary profile  12  may be constructed from at least two pieces of different thickness. The pieces may be welded together. 
     As is shown in  FIG. 20   b , it is also possible to make the auxiliary profile  12  as a one-piece part the thickness of which is varied through rolling. The variation of thickness can be stepless, or progressive, which results in a progressive variation of deformation resistance. The thickness can be varied flexibly during rolling, in particular with regard to the placing of specific thicknesses. 
     As is shown in  FIG. 20   d , the material of the auxiliary profile  12  may have a greater strength on the support-structure side (depicted using dense stippling) than on the bumper side (depicted using less dense stippling). This is another possibility to provide the auxiliary profile  12  with a greater deformation resistance on the support-structure side. 
     The above-mentioned different thicknesses and strengths of the material of the profiles can be implemented by using so-called tailored blanks, either welded or rolled. 
     As shown in  FIG. 7 , the auxiliary profile  12  has a longitudinal bead  29  which is disposed in an area  14  of the profile on the support-structure side and extends approximately in a longitudinal direction of the profile  12 . The bead  29  is formed in the upper surface  21  of the profile  12  as a depression (recess) in the surface, the depression extending toward the inner space of the profile  12 . The bead  29  increases the resistance of the auxiliary profile  12  against deformation in a longitudinal direction of the profile  12 . 
     In the area  13  on the bumper side, the auxiliary profile  12  has two transverse beads  30 ,  31  which extend approximately transversely to the longitudinal direction of the profile  12 . The beads  30 ,  31  are formed as depressions (recesses) in the profile  12 , the depressions extending toward the inner space of the profile  12 . Alternatively, three or four beads can be provided in the area  13 . 
     The auxiliary profile  12  has a transition area  15  in which there is provided a transverse bead  32  which extends approximately transversely to the longitudinal direction of the profile  12 , the bead  32  in this embodiment being formed by embossing directed away from the inner space of the profile  12 . The spacing between the bead  32  and the adjacent transverse bead  30  in the area  13  on the bumper side is greater, in this embodiment, than the interspacing between the transverse beads  30  and  31 . 
     The transverse beads  30 ,  31 ,  32  serve to decrease the resistance of the auxiliary profile  12  to a deformation in the longitudinal direction of the profile  12 , and thereby the beads facilitate a desired folding of the profile  12 . 
     With the above-described features which may also be utilized partly or individually, the auxiliary profile is provided with a lower deformation resistance in the direction toward the bumper than in the direction toward the support structure. These measures can also be applied to the first segment  9  and the second segment  10  of the main profile  8 , also partly or individually. The segment  9  and/or segment  10  may also have a greater thickness on the support-structure side than on the bumper side, can be made of a material of a greater strength on the support-structure side than on the bumper side, may have at least one longitudinal bead and/or have at least one transverse bead, as described above for the auxiliary profile  12 . 
     By way of example,  FIG. 7  shows the first segment  9  and the second segment  10  with beads. The first segment  9  has transverse beads extending approximately transversely to the longitudinal direction of the segment  9  in an area which approximately corresponds to the transition area  15  of the auxiliary profile  12 . A first transverse bead  33  is formed in the floor  17  of the first segment  9  and, in this embodiment, protrudes upward, elevated toward the interior of the segment  9 . A second transverse bead  35 , adjacent the first bead  33 , is formed in a side wall  34  of the first segment  9 , and also protrudes toward the interior of the segment  9 . 
     The first segment  9  has a bead  37  situated at the bumper-side end of the segment  9 . The bead  37  extends approximately transversely or diagonally to the longitudinal direction of the segment  9  and is essentially parallel to the edge  38  of the bumper-side end  36  of the segment  9 . In this embodiment, the bead  37  is depressed away from the interior of the first segment  9 . 
     In an area which corresponds to the area  14  of the auxiliary profile  12  on the support-structure side, the first segment  9  has a longitudinal bead  39  which is formed in the floor  17  of the segment  9  and extends in the longitudinal direction of the segment  9 . In this embodiment, the bead  39  is formed by a protrusion raised toward the interior of the first segment  9 . 
     The second cross-sectional segment  10  has a first transverse bead  41  in its upper surface  40 , the bead  41  disposed correspondingly to the first transverse bead  33  of the first segment  9 . The bead  41  in this embodiment is raised toward the inner space of the second segment  10 . Adjacent to the first bead  41 , a second transverse bead  43  is formed in a side wall  42  of the second segment  10  correspondingly to the second transverse bead  35  of the first segment  9 . 
     From the first transverse bead  41  of the second segment  10 , the profile of the upper surface  40  extends into a third transverse bead  44  which protrudes in the opposite direction to the first transverse bead  41 . The longitudinal position at which the first transverse bead  41  extends into the third transverse bead  44  corresponds in this embodiment to the longitudinal position of the second transverse bead which is formed in the side wall  42 . 
     A bead  46  which extends approximately transversely to the longitudinal direction of the second segment  10  is formed in the upper surface of the segment  10  at the bumper-side end  45  of the segment  10 . In this embodiment, the bead  46  is depressed toward the interior of the second segment  10  and, as shown in  FIG. 7 , is disposed in the vicinity of the third transverse bead  44  of the second segment  10 . 
     The direction of convexity of the respective transverse beads determines the direction in which the desired folding of the profiles will occur. 
     The above-described measures are intended to provide the auxiliary profile and/or the first segment and/or the second segment with a lower deformation resistance on the bumper side than on the support-structure side. Owing to the contribution of each of the measures, the force exerted on the support structure  4  during deformation of the inventive energy absorption device remains relatively constant. 
     It is also feasible to provide a lower deformation resistance on the support-structure side and a higher deformation resistance on the bumper side. 
     The deformation resistance of the first segment and that of the second segment are not in symmetry. Overall, the first segment  9  of the main profile is designed to have a higher deformation resistance than the second segment  10 , particularly resistance against undesirable buckling. For example, in contrast to the second segment  10 , the first segment  9  has a longitudinal bead  39 . The first segment  9  may also have a greater thickness and/or greater strength of material and/or more chamfers than the second segment  10 . 
       FIGS. 9 and 10  represent cross-sectional views of the energy absorption device along the lines IX-IX and X-X of the side view of  FIG. 8 . A greater thickness of the material of the first segment  9  compared to that of the second segment  10  is illustrated schematically in  FIG. 9  and  FIG. 10 . 
     As shown also in  FIGS. 9 and 10 , the cross-sectional shapes of the first and second segment are significantly different. The cross-sectional profile of the first segment  9  has more chamfers  47  than the profile of the second segment  10 , although both profiles are essentially U-shaped or C-shaped. In the embodiment illustrated herein, the first segment  9  has six chamfers  47  while the second segment  10  has four chamfers  48 , whereby the first segment  9  is stiffer than the second segment  10  in this regard. 
       FIG. 11  shows a force-displacement diagram of the energy absorption device  1  of the invention. An ideal response  50  is represented by bold lines extending next to the curve  49  which shows the measurement result. The ideal plot  50  corresponds to 100% energy absorption efficiency. As can be inferred from the drawing, the energy absorption device  1  according to the invention produces an absorption efficiency of approximately 90%, which means that the device offers good absorption efficiency for non-axial loads. The force applied to the support structure remains essentially at the same level. 
     In the above embodiment, the bumper  3  is mounted at an offset relative to the support structure  4 ,  5  of the vehicle and the energy absorption device  1 ,  2  bridges the offset  11 . However, it is also feasible to employ the present invention by providing an energy absorption device which extends essentially in the longitudinal direction of the support structure  4 ,  5  of the vehicle. A lateral cross-sectional segment of the main profile can be stabilized using an auxiliary profile. This arrangement can enable a good absorption efficiency of forces acting at an angle to the longitudinal axis of the vehicle and/or to the longitudinal direction of the support structure. For example, good absorption is possible for forces acting at an angle of approximately 0 to 40°, particularly up to 30°. Despite the angularity of the forces, the energy absorption device maintains its firmness for the purpose of absorption and transmission of outside forces. 
       FIGS. 12 to 19  illustrate a second embodiment of the invention. The essential differences between the first and second embodiment are explained below. 
     In the second embodiment, the energy absorption devices  301 ,  302  extend essentially in the longitudinal direction of the support structures  4 ,  5 , i.e. of the longitudinal beams (girders) of the vehicle. Thus, the devices  301 ,  302  constitute extensions of the support structures  4 ,  5 . 
     The devices  301 ,  302  are essentially symmetrical to each other, therefore only the left-hand device  301  ( FIG. 12 ) will be described in detail hereinafter. 
     As will be seen in  FIGS. 12 and 13 , the device  301  has two cross-sectional segments  309 ,  310  which are situated laterally, in an approximately horizontal plane, with relation to the vehicle. The first segment  309 , i.e. the left segment in  FIG. 13 , is disposed outwardly relative to the longitudinal center axis  361  of the vehicle. The second, right-hand side segment  310  is disposed inwardly relative to the axis  361 . 
     An accident force  366  acting at an angle to the axis  361  and consisting of a transverse component  364  and a longitudinal component  365 , is represented in  FIG. 12 . 
     In the second embodiment of the invention, the first cross-sectional segment  309  is stabilized against undesirable buckling by the transverse component  364  of the accident force  366  with the aid of an auxiliary profile  312  shown in  FIG. 13 . This serves to stabilize the segment of the energy absorption device that is anterior in the direction of the transverse component  364  of the accident force  366 . 
     In other words, the auxiliary profile functions to stabilize the cross-sectional segment situated in front in the offset direction. In the second embodiment of the invention, the offset is reflected in the transverse component  364  of the accident force  366 , while in the first embodiment, a structural offset is provided. 
       FIGS. 13 and 14  explain the structure of the auxiliary profile  312  and its arrangement in the main profile  308  which is composed of a first segment  309  and a second segment  310 . The profile  312 , viewed in the longitudinal direction of the device  301 , extends at an angle to the first segment  309  i.e. is horizontal and laterally inclined in relation to the longitudinal direction of the support structure  4 . The lateral edges  353 ,  354  of the auxiliary profile  312  run at a greater angle in relation to the upper surface  367  (roof) of the first segment  309  than an upper surface  321  of the auxiliary profile  312 . The spacing between the upper surface  367  of the first segment  309  and the auxiliary profile  312 , in particular the upper surface  321  of the profile  312 , increases toward the support structure  4 . The auxiliary profile  312  and its upper surface  321  are thus laterally inclined, in a horizontal plane, in relation to the vehicle in the direction of the transverse component  364  of the expected accident force  366 . 
       FIG. 15  shows a cross-section of the energy absorption device approximately in the middle of the length of the device. The auxiliary profile  312  forms an essentially concave-convex contour with the first segment  309 . Another possibility, as shown in  FIG. 16 , is that the auxiliary profile  312  forms an essentially convex contour with the first segment  309 . 
     The measures taken in the first embodiment to design the deformation resistance and/or the deformation behaviour of the energy absorption device and/or its components are applicable by analogy in the second embodiment. Thus, for example, the first segment  309  in the second embodiment has also a higher deformation resistance than the second segment  310 . The anterior segment in the direction of the transverse component  364  of the accident force  366  is thus already stabilized against undesired budding in addition to the reinforcement by the auxiliary profile  312 . 
     As in the first embodiment of the invention, the first segment  309  has more chamfers than the second segment  310 . Specifically, the first segment  309  has four chamfers  347 , while the second segment  310  has two chamfers  348 . As can be seen in  FIG. 13 , in contrast to the first embodiment, the chamfers in the first segment  309  extend clearly divergently, away from each other, in the direction toward the support structure  304 . 
       FIG. 18  shows a schematic sectional view of the energy absorption device  301  along a line XVIII-XVIII of  FIG. 17 , the course of the sectional planes being indicated. As can be seen in  FIG. 18 , the absorption device tapers toward the bumper (i.e. the crossbeam  3 ) in a vertical direction. 
       FIG. 19  is a sectional view of the device  301  along a line XIX-XIX of  FIG. 17 , the course of the sectional planes being indicated. As shown in  FIG. 19 , the device  301  has essentially a uniform horizontal width in the direction toward the crossbeam  3 . 
     In the second embodiment of the invention, the first cross-sectional segment and the auxiliary profile are provided horizontally on the external side (externally in a horizontal plane). It is also possible to provide the section  309  and/or the auxiliary profile  312  on the internal side horizontally. The energy absorption device can thus be stabilized in particular against undesired buckling as a result of accident forces, in which the transverse component is directed opposite to the transverse component  364  shown in  FIG. 12 . 
     The device of the second embodiment affords a similar, satisfactory energy absorption efficiency as the device of the first embodiment, i.e. a similar efficiency as shown in  FIG. 11 . 
     It is also feasible to combine the features of the first and the second embodiments. This means that in the case of a structural offset between the support structure and the crossbeam of the bumper, additional stabilization can be provided against buckling resulting from accident forces acting at an angle to the device. 
     The devices of the invention are also applicable to vehicles where bumpers do not have crossbeams.