Patent Description:
In the design of a frame portion of a vehicle, there is a compromise between weight and strength. An advantageous manner of obtaining a good compromise is to produce a frame portion from one or more metal plates, or metal alloy plates, formed into a requested shape, e.g. a hat profile.

In general, a frame portion of a vehicle is formed to have a certain rigidity since it may receive various impacts from the outside. At the same time, some frame portions should allow deformation for absorbing impacts, or absorbing energy from impacts, when receiving an overload, e.g. due to a collision with an external object, e.g. another vehicle or a stationary object, e.g. a tree. One example of a vehicle frame portion that should be allowed to deform for absorbing impacts while being rigid is the bumper beam structure, or the vehicle crash box attaching the bumper beam to the vehicle. <CIT> discloses a vehicle crash box corresponding to the preamble of claim <NUM>.

The inventor of the present invention has found drawbacks in conventional solutions for vehicle crash boxes. For example, the inventor of the present invention has found that some conventional solutions for vehicle crash boxes do not provide a sufficient control of the deformation of the vehicle crash box while providing sufficient resistance to high loads during a collision.

An object of the invention is to provide a solution which mitigates or solves drawbacks and problems of conventional solutions.

The above and further objects are solved by the subject matter of the independent claims. Further advantageous embodiments of the invention can be found in the dependent claims.

According to a first aspect of the invention, the above mentioned and other objects are achieved with a vehicle crash box for attaching a bumper beam to a vehicle, wherein the vehicle crash box is attachable to the vehicle, wherein the vehicle crash box comprises.

An advantage of the vehicle crash box according to the first aspect is that an improved control of the deformation of the vehicle crash box during a collision for absorbing impacts, or absorbing energy from impacts, is provided while at the same time a sufficient resistance to high loads during the collision is provided. An advantage of the vehicle crash box according to the first aspect is that an improved tailoring or design of the deformation behaviour of the vehicle crash box during a collision and/or of the deformation characteristics of the vehicle crash box is provided.

An advantage of the vehicle crash box according to the first aspect is that an improved control of the deformation of the vehicle crash box during a collision is provided while allowing (before any collision) a tubular member design having an essentially unchanged overall external width in the longitudinal direction or while allowing (before any collision) a tubular member design having the two lateral walls essentially in parallel to one another. An essentially unchanged overall external width of the tubular member in the longitudinal direction or having the two lateral walls essentially in parallel to one another (before any collision) may be advantageous for several configurations of a vehicle bumper structure including a bumper beam and one or more embodiments of the vehicle crash box according to the first aspect, for example for the design of the interface for the attachment of the tubular member to the bumper beam.

An advantage of the vehicle crash box according to the first aspect is that an improved control of the deformation of the vehicle crash box during a collision is provided while still allowing a broad range of configurations, i.e. many different kinds of designs, of the vehicle bumper structure including a bumper beam and one or more vehicle crash boxes according to the first aspect which still provide for sufficient resistance to high loads during a collision.

An advantage of the vehicle crash box according to the first aspect is that the performance of a vehicle bumper structure including one or more embodiments of the vehicle crash box according to the first aspect in collisions is improved, for example because the vehicle bumper structure and the vehicle crash box can be deformed in a more controlled and more predicted manner while still providing a vehicle bumper structure, which includes the vehicle crash box, which is sufficiently rigid and sufficiently resistance to high loads during a collision.

An advantage of the vehicle crash box according to the first aspect is that an improved vehicle crash box is provided. An advantage of the vehicle crash box according to the first aspect is that an improved vehicle bumper structure including one or more vehicle crash boxes is provided.

The vehicle crash box may be a vehicle crash box for a motor vehicle with a combustion engine, an electric vehicle having one or more electrical machines and one or more electric batteries, or a hybrid vehicle including both a combustion engine and one or more electrical machines. For example, the vehicle may be a car or a truck.

According to an advantageous embodiment of the vehicle crash box according to the first aspect, the tubular member forms a closed space, wherein the lateral side is located outside the closed space. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved. A "closed space" mentioned above also includes spaces which are substantially, or essentially, closed. For example, there may one or more minor through-holes in one or more longitudinal walls of the tubular member, and/or the ends of the tubular member may be at least partly open.

According to a further advantageous embodiment of the vehicle crash box according to the first aspect, the plurality of longitudinal walls comprises a top wall and a bottom wall, wherein the top wall and the bottom wall are opposite one another. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to another advantageous embodiment of the vehicle crash box according to the first aspect, the two lateral walls, the top wall and the bottom wall together form the tubular member. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to yet another advantageous embodiment of the vehicle crash box according to the first aspect, the top wall comprises two or more top sides spaced apart from one another in the longitudinal direction and aligned in the longitudinal direction, and
wherein the bottom wall comprises two or more bottom sides spaced apart from one another in the longitudinal direction and aligned in the longitudinal direction.

An advantage of this embodiment is that a further improved tailoring or design of the deformation behaviour of the vehicle crash box and/or of the deformation characteristics of the vehicle crash box is provided. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to still another advantageous embodiment of the vehicle crash box according to the first aspect, the tubular member forms a closed space,.

An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to an advantageous embodiment of the vehicle crash box according to the first aspect, the transverse extension of one of the two or more lateral sides of the lateral wall located closer to the interface than another one of the two or more lateral sides of the lateral wall located farther away from the interface exceeds the transverse extension of the lateral side of the lateral wall located farther away from the interface. An advantage of this embodiment is that a further improved control of the deformation of the vehicle crash box during a collision for absorbing impacts is provided while at the same time a sufficient resistance to high loads during a collision is provided. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to a further advantageous embodiment of the vehicle crash box according to the first aspect, the interface comprises two recesses for holding the bumper beam,
wherein one of the two lateral walls forms one of the two recesses while the other one of the two lateral walls forms the other one of the two recesses.

An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved. An advantage of this embodiment is that an improved interface for the attachment of the tubular member to the bumper beam is provided.

According to another advantageous embodiment of the vehicle crash box according to the first aspect, the lateral wall comprises three or more lateral sides spaced apart from one another in the longitudinal direction. An advantage of this embodiment is that a further improved tailoring or design of the deformation behaviour of the vehicle crash box and/or of the deformation characteristics of the vehicle crash box is provided. An advantage of this embodiment is that a further improved control of the deformation of the vehicle crash box during a collision for absorbing impacts is provided while at the same time a sufficient resistance to high loads during a collision is provided. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to yet another advantageous embodiment of the vehicle crash box according to the first aspect, the interface is configured for the attachment of the tubular member to a U-shaped member of the bumper beam, the U-shaped member having a U-shaped cross-section and being configured to open away from the tubular member in the longitudinal direction. An advantage of this embodiment is that the performance of a vehicle bumper structure including a bumper beam having a U-shaped member and one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to still another advantageous embodiment of the vehicle crash box according to the first aspect, the U-shaped member of the bumper beam has a convex side and a concave side, wherein the interface is configured for the attachment of the tubular member to the convex side of the U-shaped member. An advantage of this embodiment is that the performance of a vehicle bumper structure including a bumper beam having a U-shaped member and one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to an advantageous embodiment of the vehicle crash box according to the first aspect, wherein the longitudinal wall of the plurality of longitudinal walls is formed from a plate. This is an efficient way to produce the longitudinal wall.

According to a further advantageous embodiment of the vehicle crash box according to the first aspect, one or more of the tubular member and vehicle crash box comprises/comprise or consists/consist of a metal or a metal alloy. This is an efficient way to produce a strong tubular member or a strong vehicle crash box.

According to another advantageous embodiment of the vehicle crash box according to the first aspect, the transverse extension of the lateral side extends from a first concave corner of the lateral side to a second concave corner of the lateral side,
wherein the radii of the first concave corners of the two or more lateral sides of the lateral wall are different from one another.

An advantage of this embodiment is that a further improved tailoring or design of the deformation behaviour of the vehicle crash box and/or of the deformation characteristics of the vehicle crash box is provided. An advantage of this embodiment is that a further improved control of the deformation of the vehicle crash box during a collision for absorbing impacts is provided while at the same time a sufficient resistance to high loads during a collision is provided. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved. However, for alternative embodiments, the radii of the first concave corners of the two or more lateral sides of the lateral wall may be equal, or substantially equal.

According to yet another advantageous embodiment of the vehicle crash box according to the first aspect, the radii of the second concave corners of the two or more lateral sides of the lateral wall are different from one another. An advantage of this embodiment is that a further improved tailoring or design of the deformation behaviour of the vehicle crash box and/or of the deformation characteristics of the vehicle crash box is provided. An advantage of this embodiment is that a further improved control of the deformation of the vehicle crash box during a collision for absorbing impacts is provided while at the same time a sufficient resistance to high loads during a collision is provided. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved. However, for alternative embodiments, the radii of the second concave corners of the two or more lateral sides of the lateral wall may be equal, or substantially equal.

According to still another advantageous embodiment of the vehicle crash box according to the first aspect, the radii of the first concave corners of the two or more lateral sides of the lateral wall decrease in a direction toward the interface. An advantage of this embodiment is that a further improved control of the deformation of the vehicle crash box during a collision for absorbing impacts is provided while at the same time a sufficient resistance to high loads during a collision is provided. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved. However, for alternative embodiments, the radii of the first concave corners of the two or more lateral sides of the lateral wall may increase in a direction toward the interface.

According to an advantageous embodiment of the vehicle crash box according to the first aspect, the radii of the second concave corners of the two or more lateral sides of the lateral wall decrease in a direction toward the interface. An advantage of this embodiment is that a further improved control of the deformation of the vehicle crash box during a collision for absorbing impacts is provided while at the same time a sufficient resistance to high loads during a collision is provided. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved. However, for alternative embodiments, the radii of the second concave corners of the two or more lateral sides of the lateral wall may increase in a direction toward the interface.

According to a further advantageous embodiment of the vehicle crash box according to the first aspect, the radius of the first concave corner of one of the two or more lateral sides of the lateral wall located farther away from the interface than another one of the two or more lateral sides of the lateral wall located closer to the interface exceeds the radius of the first concave corner of the lateral side of the lateral wall located closer to the interface. An advantage of this embodiment is that a further improved control of the deformation of the vehicle crash box during a collision for absorbing impacts is provided while at the same time a sufficient resistance to high loads during a collision is provided. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to another advantageous embodiment of the vehicle crash box according to the first aspect, the radius of the second concave corner of one of the two or more lateral sides of the lateral wall located farther away from the interface than another one of the two or more lateral sides of the lateral wall located closer to the interface exceeds the radius of the second concave corner of the lateral side of the lateral wall located closer to the interface. An advantage of this embodiment is that a further improved control of the deformation of the vehicle crash box during a collision for absorbing impacts is provided while at the same time a sufficient resistance to high loads during a collision is provided. An advantage of this embodiment is that the performance of a vehicle bumper structure including one or more vehicle crash boxes according to this embodiment in collisions is further improved.

According to yet another advantageous embodiment of the vehicle crash box according to the first aspect, the tubular member forms a closed space, and
wherein one or more of the first and second concave corners opens/open away from the closed space.

The vehicle crash box structure may be a vehicle crash box structure for a motor vehicle with a combustion engine, an electric vehicle having one or more electrical machines and one or more electric batteries, or a hybrid vehicle including both a combustion engine and one or more electrical machines. For example, the vehicle may be a car or a truck.

According to a second aspect of the invention, the above mentioned and other objects are achieved with a vehicle bumper structure comprising a bumper beam and one or more vehicle crash boxes according to any one of the embodiments disclosed above.

Advantages of the vehicle bumper structure according to the second aspect correspond to advantages of the vehicle crash box according to the first aspect and its embodiments mentioned above or below and are thus not repeated here.

Advantages of the below-mentioned embodiments of the vehicle bumper structure according to the second aspect correspond to advantages of the embodiments of the vehicle crash box according to the first aspect mentioned above and are thus not repeated hereinbelow.

According to an advantageous embodiment of the vehicle bumper structure according to the second aspect, the bumper beam comprises a U-shaped member having a U-shaped cross-section, wherein the U-shaped member is configured to open away from the tubular member in the longitudinal direction.

The above-mentioned features and embodiments of the vehicle crash box, the vehicle crash box structure and the vehicle bumper structure may be combined in various possible ways providing further advantageous embodiments.

Further advantageous embodiments of the vehicle crash box, the vehicle crash box structure and the vehicle bumper structure according to the present invention and further advantages with the embodiments of the present invention emerge from the detailed description of embodiments.

Embodiments of the invention will now be illustrated, for exemplary purposes, in more detail by way of embodiments and with reference to the enclosed drawings, where similar references are used for similar parts, in which:.

With reference to <FIG> and <FIG>, two embodiments of the vehicle crash box 100a, 100b for attaching, or for the attachment of, a bumper beam <NUM> to a vehicle <NUM> (see <FIG>) according to the first aspect of the invention are schematically illustrated. Further, an embodiment of the vehicle bumper structure <NUM> according to the second aspect of the invention is schematically illustrated. The bumper beam <NUM> may be provided at the front of the vehicle <NUM> or at the rear of the vehicle <NUM>. For some embodiments, the bumper beam <NUM> may be referred to as a cross beam.

In <FIG>, one 100a of the two vehicle crash boxes 100a, 100b in <FIG> is schematically illustrated in further detail.

With reference to <FIG>, the vehicle crash box 100a is attachable to a vehicle <NUM>, for example a motor vehicle with a combustion engine, an electric vehicle having one or more electrical machines and one or more electric batteries, or a hybrid vehicle including both a combustion engine and one or more electrical machines. For example, the vehicle <NUM> may be a car or a truck. However, other types of vehicles are possible.

With reference to <FIG>, the vehicle crash box 100a includes a tubular member <NUM>. The tubular member <NUM> has a longitudinal extension <NUM> extending in a longitudinal direction <NUM>. Further, the vehicle crash box 100a includes an interface <NUM> for the attachment of the tubular member <NUM> to the bumper beam <NUM>. The attachment of the tubular member <NUM> to the bumper beam <NUM> may be provided by way of one or more welds, or by welding, or by way of any other means of attachment, for example an adhesive. For some embodiments, the tubular member <NUM> may be described to comprise the interface <NUM>. For some embodiments, the bumper beam <NUM> and/or the interface <NUM> may include a patch to which the tubular member <NUM> and/or the crash box is 100a attachable.

With reference to <FIG>, the tubular member <NUM> includes a plurality of longitudinal walls 110a-d. Each longitudinal wall 110a-d of the plurality of longitudinal walls 110a-d has a longitudinal extension 112a-d extending in the longitudinal direction <NUM>. The plurality of longitudinal walls 110a-d includes two lateral walls 110a-b opposite one another. The lateral wall 110a-b includes two or more lateral sides 114a-c, 116a-c spaced apart, or separated, from one another in the longitudinal direction <NUM>, for example three or more lateral sides 114a-c, 116a-c spaced apart from one another in the longitudinal direction <NUM>. With reference to <FIG>, for example, the two or more lateral sides 114a-c, 116a-c may be spaced apart from one another by way of one or more recesses 115a-b; 117a-b. For some embodiments, when the vehicle crash box 100a is mounted to a vehicle <NUM>, the lateral side 114a-c, 116a-c may be referred to as a substantially vertical side. The lateral side 114a-c, 116a-c has a longitudinal extension 118a-c, 120a-c extending in the longitudinal direction <NUM>. The lateral side 114a-c, 116a-c has a transverse extension 122a-c, 124a-c extending in a direction <NUM> transverse to the longitudinal direction <NUM>. The two or more lateral sides 114a-c, 116a-c of the lateral wall 110a-b, i.e. the two or more lateral sides 114a-c, 116a-c of the same lateral wall 110a-b, are aligned in the longitudinal direction <NUM>.

With reference to <FIG>, for some embodiments, the tubular member <NUM> may be described as an overall "straight", or a substantially "straight", tubular member, since the longitudinal walls 110a-d have a longitudinal extension 112a-d extending in the longitudinal direction <NUM>, and since the lateral sides 114a-c, 116a-c of the same lateral wall 110a-b are aligned in the longitudinal direction <NUM>. Thus, the shape of the tubular member <NUM> may be described as a non-pyramidical shape and/or a non-conical shape. The tubular member <NUM> may be described to be not shaped as a truncated cone and/or not shaped as a frustum.

With reference to <FIG>, <FIG> and <FIG>, the transverse extensions 122a-c, 124a-c of the two or more lateral sides of the lateral wall 110a-b, i.e. the transverse extensions 122a-c, 124a-c of the two or more lateral sides 114a-c, 116a-c of the same lateral wall 110a-b, decrease, or are reduced, in a direction <NUM> away from the interface <NUM>. For some embodiments, it may be described that the lengths of the transverse extensions 122a-c, 124a-c of the two or more lateral sides 114a-c, 116a-c of the same lateral wall decrease, or are reduced, in the direction <NUM> away from the interface <NUM>. It is to be understood that the above-mentioned decrease of the transverse extensions 122a-c, 124a-c is an intended decrease and not a decrease, or a variation, simply because of manufacturing tolerances related to, or resulting from, the manufacturing of the tubular member <NUM> and/or of the vehicle crash box 100a.

With reference to <FIG>, for some embodiments, it may be defined that the tubular member <NUM> forms, or defines, a closed space <NUM>. For some embodiments, it may be defined that the plurality of longitudinal walls 110a-d forms, or defines, the closed space <NUM>. For some embodiments, the closed space <NUM> may be described as a room or a compartment. A "closed space" <NUM> mentioned above also includes spaces which are substantially, or essentially, closed. For example, there may one or more minor through-holes in one or more longitudinal walls 110a-d of the tubular member <NUM>, and/or the ends of the tubular member <NUM> may be at least partially open. For some embodiments, it may be defined that the lateral side 114a-c, 116a-c is located outside the closed space <NUM>.

With reference to <FIG>, for some embodiments, the longitudinal wall 110a-d of the plurality of longitudinal walls 110a-d may be formed from a plate. However, the tubular member <NUM> may be produced in other ways. One or more of the tubular member <NUM> and vehicle crash box 100a may include or may consist of a metal or a metal alloy. However, other materials are also possible.

With reference to <FIG> and <FIG>, for some embodiments, the tubular member <NUM> may include two or more sections 102a, 102b, for example two or more longitudinal sections 102a, 102b. The two or more sections 102a, 102b may be lateral sections 102a, 102b. Each section 102a, 102b of the tubular member <NUM> may include one or more longitudinal walls 110a-d of the plurality of longitudinal walls 110a-d and/or include one or more portions of the one or more longitudinal walls 110a-d of the plurality of longitudinal walls 110a-d. In the illustrated embodiment, one 102a of the sections 102a, 102b of the tubular member <NUM> may be described as an outer section 102a, or a laterally outer section 102a. The other one 102b of the sections 102a, 102b of the tubular member <NUM> may be referred to as an inner section 102b, or a laterally inner section 102b. When the tubular member <NUM> is attached to the bumper beam <NUM>, it may be described that the laterally inner section 102b of the tubular member <NUM> of the vehicle crash box 100a is positioned closer to a middle section <NUM> of the bumper beam <NUM> in relation to the other section 102b. The two or more sections 102a, 102b may be joined, or attached, to one another, for example by way of welding, or by any other means of attachment, for example an adhesive. In the illustrated embodiment, the outer section 102a includes one 110b of the two lateral walls 110a-b while the inner section 102b includes the other one 110a of the two lateral walls 110a-b. Further, in the illustrated embodiment, each one of the outer and inner sections 102a-b includes portions of two other longitudinal walls 110c-d of the plurality of longitudinal walls 110a-d. In the illustrated embodiment, each section 102a, 102b of the tubular member <NUM> is substantially U-shaped.

With reference to <FIG>, for some embodiments, it may be defined that the plurality of longitudinal walls 110a-d includes a top wall 110c and a bottom wall 110d. The top wall 110c and the bottom wall 110d are opposite one another. For some embodiments, it may be defined that the two lateral walls 110a-b, the top wall 110c and the bottom wall 110d of the same vehicle crash box 100a together form the tubular member <NUM> of the vehicle crash box 100a.

With reference to <FIG>, for some embodiments, the top wall 110c may include two or more, for example three or more, top sides 132a-c spaced apart, or separated, from one another in the longitudinal direction <NUM> and aligned in the longitudinal direction <NUM>, and wherein the bottom wall 110d may include two or more, for example three or more, bottom sides 134a-c spaced apart from one another in the longitudinal direction <NUM> and aligned in the longitudinal direction <NUM>. For some embodiments, it may be defined that the top side 132a-c is located outside the closed space <NUM> and that the bottom side 134a-c is located outside the closed space <NUM>. For example, the two or more top sides 132a-c may be spaced apart from one another by way of one or more recesses. For example, the two or more bottom sides 134a-c may be spaced apart from one another by way of one or more recesses.

With reference to <FIG>, <FIG> and <FIG>, for some embodiments, it may be defined that the transverse extension 122a-b; 124a-b of one 114a-b; 116a-b of the two or more lateral sides 114a-c; 116a-c of the lateral wall 110a; 110b located closer to the interface <NUM> (i.e. the one lateral side 114a-b; 116a-b closer to the interface <NUM>) than another one 114b-c; 116b-c of the two or more lateral sides 114a-c; 116a-c of the lateral wall 110a; 110b located farther away from the interface <NUM> (i.e. the other one lateral side 114b-c; 116b-c farther away from the interface <NUM>) exceeds the transverse extension 122b-c; 124b-c of the lateral side 114b-c; 116b-c of the lateral wall 110a; 110b located farther away from the interface <NUM> (i.e. the transverse extension 122b-c; 124b-c of the other one lateral side 114b-c; 116b-c farther away from the interface <NUM>). It is to be understood that the above-mentioned difference between the transverse extension 122a-b; 124a-b of one 114a-b; 116a-b of the two or more lateral sides 114a-c; 116a-c of the lateral wall 110a; 110b located closer to the interface <NUM> than another one 114b-c; 116b-c of the two or more lateral sides 114a-c; 116a-c of the lateral wall 110a; 110b located farther away from the interface <NUM> and the transverse extension 122b-c; 124b-c of the lateral side 114b-c; 116b-c of the lateral wall 110a; 110b located farther away from the interface <NUM> is an intended difference and not a difference, or a variation, simply because of manufacturing tolerances related to, or resulting from, the manufacturing of the tubular member <NUM> and/or of the vehicle crash box 100a. For example, for some embodiments, the transverse extension 122a-b; 124a-b of one 114a-b; 116a-b of the two or more lateral sides 114a-c; 116a-c of the lateral wall 110a; 110b located closer to the interface <NUM> than another one 114b-c; 116b-c of the two or more lateral sides 114a-c; 116a-c of the lateral wall 110a; 110b located farther away from the interface <NUM> may exceed the transverse extension 122b-c; 124b-c of the lateral side 114b-c; 116b-c of the lateral wall 110a; 110b located farther away from the interface <NUM> by at least <NUM> to <NUM> percent, for example by at least <NUM> to <NUM> percent, such as by at least <NUM> percent.

With reference to <FIG>, <FIG> and <FIG>, for some embodiments and as illustrated in the shown embodiment, the transverse extension 122a; 124a of the one 114a; 116a of the two or more lateral sides 114a-c; 116a-c of the lateral wall 110a; 110b closest to the interface <NUM> in relation to the another ones 114b-c; 116b-c of the two or more lateral sides 114a-c; 116a-c of the lateral wall 110a; 110b may exceed the transverse extension 122b; 124b of a next following lateral side 114b; 116b of the lateral wall 110a; 110b in the direction <NUM> away from the interface <NUM>, for example by at least <NUM> to <NUM> percent, for example by at least <NUM> to <NUM> percent, such as by at least <NUM> percent. For some embodiments and as illustrated in the shown embodiment, the transverse extension 122b; 124b of said next following lateral sides 114b; 116b of the lateral wall 110a; 110b may exceed the transverse extension 122c; 124c of a next lateral side 114c; 116c of the lateral wall 110a; 110b following said next following lateral side 114b; 116b of the lateral wall 110a; 110b in the direction <NUM> away from the interface <NUM>, for example by at least <NUM> to <NUM> percent, for example by at least <NUM> to <NUM> percent, such as by at least <NUM> percent.

With reference to <FIG>, <FIG> and <FIG>, for some embodiments, the interface <NUM> may comprise, or may form, two recesses 136a-b for holding the bumper beam <NUM>. One 110a of the two lateral walls 110a-b may form one 136a of the two recesses 136a-b while the other one 110b of the two lateral walls 110a-b may form the other one 126b of the two recesses 136a-b. For some embodiments, the interface <NUM> may be configured for the attachment of the tubular member <NUM> to a U-shaped member <NUM> of the bumper beam <NUM>, wherein the U-shaped member <NUM> has a U-shaped cross-section and is configured to open away from the tubular member <NUM> in the longitudinal direction <NUM>. For some embodiments, the U-shaped member <NUM> of the bumper beam <NUM> may have a convex side <NUM> and a concave side <NUM>. The interface <NUM> may be configured for the attachment of the tubular member <NUM> to the convex side <NUM> of the U-shaped member <NUM>. For some embodiments, the U-shaped member <NUM> may be referred to as a U-shaped cross member.

With reference to <FIG>, and as mentioned above, an embodiment of the vehicle bumper structure <NUM> according to the second aspect of the invention is schematically illustrated. The vehicle bumper structure <NUM> includes a bumper beam <NUM> according any one of the embodiments disclose above or below. The vehicle bumper structure <NUM> includes one or more vehicle crash boxes 100a, 100b, for example two vehicle crash boxes 100a, 100b, according to any one of the embodiments disclose above or below. For some embodiments of the vehicle bumper structure <NUM>, the one or more vehicle crash boxes 100a, 100b may be defined to be attached to the bumper beam <NUM>, for example via the above-mentioned interface <NUM> or interfaces <NUM>. For some embodiments of the vehicle bumper structure <NUM> and as mentioned above, the bumper beam <NUM> may include a U-shaped member <NUM> having a U-shaped cross-section and being configured to open away from the tubular member <NUM> in the longitudinal direction <NUM>.

With reference to <FIG> and <FIG>, an embodiment of a vehicle crash box structure <NUM> for attaching, or for the attachment of, a bumper beam <NUM> to a vehicle <NUM> according to aspects of the invention is schematically illustrated. Several features of the the vehicle crash box structure <NUM> of <FIG> and <FIG> may correspond to features of the vehicle crash box 100a, 110b of <FIG> and are thus not described in further detail here to avoid repetition. The vehicle crash box structure <NUM> of <FIG> and <FIG> is attachable to a vehicle <NUM>. The vehicle crash box structure <NUM> includes a tubular member <NUM> having a longitudinal extension <NUM> extending in a longitudinal direction <NUM>. The vehicle crash box structure <NUM> includes an interface <NUM> for the attachment of the tubular member <NUM> to the bumper beam <NUM>. The tubular member <NUM> includes a plurality of longitudinal walls 410a-d having a longitudinal extension 412a-d extending in the longitudinal direction <NUM>. The plurality of longitudinal walls 410a-d includes two lateral walls 410a-b opposite one another. The lateral wall 410a-b includes two or more, for example three or more, lateral sides 414a-c spaced apart from one another in the longitudinal direction <NUM>, for example spaced apart by way of one or more recesses. The lateral side 414a-c has a longitudinal extension 418a-c extending in the longitudinal direction <NUM>. The lateral side 414a-c has a transverse extension 422a-c extending in a direction <NUM> transverse to the longitudinal direction <NUM>. The transverse extension 422a-c of the lateral side 414a-c extends from a first concave corner 438a-c of the lateral side 414a-c to a second concave corner 440a-c of the lateral side 414a-c. The radii r<NUM>a-c of the first concave corners 438a-c of the two or more lateral sides 414a-c of the lateral wall 410a, i.e. of the same lateral wall 410a, are different from one another.

With reference to <FIG> and <FIG>, for some embodiments, the radii r<NUM>a-c of the second concave corners 440a-c of the two or more lateral sides 414a-c of the lateral wall 410a, i.e. of the same lateral wall 410a, are different from one another. For some embodiments, each one 438a-c, 440a-c of the first and second concave corners 438a-c, 440a-c may be described to have a longitudinal extension extending in the longitudinal direction <NUM>, or substantially extending in the longitudinal direction <NUM>.

With reference to <FIG> and <FIG>, for some embodiments, the radii r<NUM>a-c of the first concave corners 438a-c of the two or more lateral sides 414a-c of the lateral wall 410a, i.e. of the same lateral wall 410a, decrease, or are reduced, in a direction <NUM> toward the interface <NUM>. For some embodiments, the radii r<NUM>a-c of the second concave corners 440a-c of the two or more lateral sides 414a-c of the lateral wall 410a, i.e. of the same lateral wall 410a, decrease, or are reduced, in a direction <NUM> toward the interface <NUM>. For some embodiments, it may be defined that the radii r<NUM>a-c of the first concave corners 438a-c of the two or more lateral sides 414a-c of the lateral wall 410a, i.e. of the same lateral wall 410a, increase in a direction <NUM> away from the interface <NUM>. For some embodiments, it may be defined that the radii r<NUM>a-c of the second concave corners 440a-c of the two or more lateral sides 414a-c of the lateral wall 410a, i.e. of the same lateral wall 410a, increase in a direction <NUM> away from the interface <NUM>.

With reference to <FIG> and <FIG>, for some embodiments, the radius r<NUM>b-c of the first concave corner 438b-c of one 414b-c of the two or more lateral sides 414a-c of the lateral wall 410a located farther away from the interface <NUM> (i.e. the one lateral side 414b-c located farther away from the interface <NUM>) than another one 414a-b of the two or more lateral sides 414a-c of the lateral wall 410a located closer to the interface <NUM> (i.e. the other one lateral side 414a-b located closer to the interface <NUM>) may exceed the radius r<NUM>a-b of the first concave corner 438a-b of the lateral side 414a-b of the lateral wall 410a located closer to the interface <NUM> (i.e. the one lateral side 414a-b located closer to the interface <NUM>). It is to be understood that the above-mentioned difference between the radius r<NUM>b-c of the first concave corner 438b-c of one 414b-c of the two or more lateral sides 414a-c of the lateral wall 410a located farther away from the interface <NUM> than another one 414a-b of the two or more lateral sides 414a-c of the lateral wall 410a located closer to the interface <NUM> and the radius r<NUM>a-b of the first concave corner 438a-b of the lateral side 414a-b of the lateral wall 410a located closer to the interface <NUM> is an intended difference and not a difference, or a variation, simply because of manufacturing tolerances related to, or resulting from, the manufacturing of the tubular member <NUM> and/or of the vehicle crash box structure <NUM>. For example, for some embodiments, the radius r<NUM>b-c of the first concave corner 438b-c of one 414b-c of the two or more lateral sides 414a-c of the lateral wall 410a located farther away from the interface <NUM> than another one 414a-b of the two or more lateral sides 414a-c of the lateral wall 410a located closer to the interface <NUM> may exceed the radius r<NUM>a-b of the first concave corner 438a-b of the lateral side 414a-b of the lateral wall 410a located closer to the interface <NUM> by at least <NUM> to <NUM> percent, for example by at least <NUM> to <NUM> percent, such as by at least <NUM> percent.

With reference to <FIG> and <FIG>, for some embodiments and as illustrated in the shown embodiment, the radius r<NUM>c of the first concave corner 438c of the one 414c of the two or more lateral sides 414a-c of the lateral wall 410a farthest away from the interface <NUM> in relation to the other ones 414a-b of the two or more lateral sides 414a-c of the lateral wall 410a may exceed the radius r<NUM>b of the first concave corner 438b of a next following lateral side 414b of the lateral wall 410a in the direction <NUM> toward the interface <NUM>, for example by at least <NUM> to <NUM> percent, for example by at least <NUM> to <NUM> percent, such as by at least <NUM> percent. For some embodiments and as illustrated in the shown embodiment, the radius r<NUM>b of the first concave corner 438b of said next following lateral sides 414b of the lateral wall 410a may exceed the radius r<NUM>a of the first concave corner 438a of a next lateral side 414a of the lateral wall 410a following said next following lateral side 414b of the lateral wall 410a in the direction <NUM> toward the interface <NUM>, for example by at least <NUM> to <NUM> percent, for example by at least <NUM> to <NUM> percent, such as by at least <NUM> percent.

With reference to <FIG> and <FIG>, for some embodiments, the radius r<NUM>b-c of the second concave corner 440b-c of one 414b-c of the two or more lateral sides 414a-c of the lateral wall 410a located farther away from the interface <NUM> (i.e. the one lateral side 414b-c located farther away from the interface <NUM>) than another one 414a-b of the two or more lateral sides 414a-c of the lateral wall 410a located closer to the interface (i.e. the other one lateral side 414a-b located closer to the interface <NUM>) may exceed the radius r<NUM>a-b of the second concave corner 440a-b of the lateral side 414a-b of the lateral wall 410a located closer to the interface <NUM> (i.e. the other one lateral side 414a-b located closer to the interface <NUM>). It is to be understood that the above-mentioned difference between the radius r<NUM>b-c of the second concave corner 440b-c of one 414b-c of the two or more lateral sides 414a-c of the lateral wall 410a located farther away from the interface <NUM> than another one 414a-b of the two or more lateral sides 414a-c of the lateral wall 410a located closer to the interface and the radius r<NUM>a-b of the second concave corner 440a-b of the lateral side 414a-b of the lateral wall 410a located closer to the interface <NUM> is an intended difference and not a difference, or a variation, simply because of manufacturing tolerances related to, or resulting from, the manufacturing of the tubular member <NUM> and/or of the vehicle crash box structure <NUM>. For example, for some embodiments, the radius r<NUM>b-c of the second concave corner 440b-c of one 414b-c of the two or more lateral sides 414a-c of the lateral wall 410a located farther away from the interface <NUM> than another one 414a-b of the two or more lateral sides 414a-c of the lateral wall 410a located closer to the interface may exceed the radius r<NUM>a-b of the second concave corner 440a-b of the lateral side 414a-b of the lateral wall 410a located closer to the interface <NUM> by at least <NUM> to <NUM> percent, for example by at least <NUM> to <NUM> percent, such as by at least <NUM> percent.

With reference to <FIG> and <FIG>, for some embodiments and as illustrated in the shown embodiment, the radius r<NUM>c of the second concave corner 440c of the one 414c of the two or more lateral sides 414c of the lateral wall 410a farthest away from the interface <NUM> in relation to the other ones 414a-b of the two or more lateral sides 414a-c of the lateral wall 410a may exceed the radius r<NUM>b of the second concave corner 440b of a next following lateral side 414b of the lateral wall 410a in the direction <NUM> toward the interface <NUM>, for example by at least <NUM> to <NUM> percent, for example by at least <NUM> to <NUM> percent, such as by at least <NUM> percent. For some embodiments and as illustrated in the shown embodiment, the radius r<NUM>b of the second concave corner 440b of said next following lateral sides 414b of the lateral wall 410a may exceed the radius r<NUM>a of the second concave corner 440a of a next lateral side 414a of the lateral wall 410a following said next following lateral side 414b of the lateral wall 410a in the direction <NUM> toward the interface <NUM>, for example by at least <NUM> to <NUM> percent, for example by at least <NUM> to <NUM> percent, such as by at least <NUM> percent.

With reference to <FIG> and <FIG>, for some embodiments, it may be defined that the tubular member <NUM> forms a closed space <NUM>. One or more of the first and second concave corners 438a-b, 440a-b may open away from, or may be located outside, the closed space <NUM>.

With reference to <FIG> and <FIG>, for some embodiments, the two or more lateral sides 414a-c of the lateral wall 410a, 410b, i.e. the two or more lateral sides 414a-c of the same lateral wall 410a, 410b, may be aligned in the longitudinal direction <NUM>. For some embodiments, it may be defined that the lateral side 414a-c is located outside the closed space <NUM>. For some embodiments, it may be defined that the plurality of longitudinal walls 410a-d includes a top wall 410c and a bottom wall 410d, wherein the top wall 410c and the bottom wall 410d are opposite one another. For some embodiments, it may be defined that the two lateral walls 410a-b, the top wall 410c and the bottom wall 410d together form the tubular member <NUM>.

With reference to <FIG> and <FIG>, for some embodiments, the top wall 410c may include two or more top sides 432a-c spaced apart from one another in the longitudinal direction <NUM> and aligned in the longitudinal direction <NUM>. For some embodiments, the bottom wall 410d may include two or more bottom sides 434a-c spaced apart from one another in the longitudinal direction <NUM> and aligned in the longitudinal direction <NUM>. For some embodiments, it may be defined that the top side 432a-c is located outside the closed space <NUM> and that the bottom side 434a-c is located outside the closed space <NUM>.

With reference to <FIG> and <FIG>, for some embodiments, the transverse extension 422a-c of one 414a-b of the two or more lateral sides 414a-c of the lateral wall 410a located closer to the interface <NUM> (i.e. the one lateral side 414a-b closer to the interface <NUM>) than another one 414b-c of the two or more lateral sides 414a-c of the lateral wall 410a located farther away from the interface <NUM> (i.e. the other one lateral side 414b-c farther away from the interface <NUM>) may exceed the transverse extension 422b-c of the lateral side 414b-c of the lateral wall 410a located farther away from the interface <NUM> (i.e. the transverse extension 422b-c of the other one lateral side 414b-c farther away from the interface <NUM>).

With reference to <FIG> and <FIG>, for some embodiments, the interface <NUM> may include, or form, two recesses 436a-b for holding the bumper beam <NUM>, wherein one 410a of the two lateral walls 410a-b forms one 436a of the two recesses 436a-b while the other one 410b of the two lateral walls 410a-b forms the other one 436b of the two recesses 436a-b. For some embodiments, the interface <NUM> may be configured for the attachment of the tubular member <NUM> to a U-shaped member <NUM> of the bumper beam <NUM>, the U-shaped member <NUM> having a U-shaped cross-section and being configured to open away from the tubular member <NUM> in the longitudinal direction <NUM>. For some embodiments, the interface <NUM> may be configured for the attachment of the tubular member <NUM> to the convex side <NUM> of the U-shaped member <NUM>.

With reference to <FIG> and <FIG>, for some embodiments, the longitudinal wall 410a-d of the plurality of longitudinal walls 410a-d may be formed from a plate. One or more of the tubular member <NUM> and vehicle crash box structure <NUM> may include or may consist of a metal or a metal alloy. However, other materials are also possible.

With reference to <FIG> and <FIG>, although the features regarding the radii r<NUM>a-c, r<NUM>a-c of the first and second concave corners 438a-c, 440a-c are illustrated for one 410a of the two lateral walls 410a-b in <FIG> and <FIG>, it is to be understood that corresponding features may apply to the other one 410b of the two lateral walls 410a-b in a corresponding manner.

With reference to <FIG>, for some embodiments of the vehicle crash box 100a, 100b according to the first aspect of the invention, one or more features of the vehicle crash box structure <NUM> according to aspects of the invention disclosed above in connection with <FIG> and <FIG> may be applied to, or may be included in, embodiments of the vehicle crash box 100a, 100b according to the first aspect of the invention, for example the embodiments of the vehicle crash box 100a, 100b disclosed above in connection with <FIG>.

With reference to <FIG>, for some embodiments of the vehicle bumper structure <NUM> according to the second aspect of the invention, one or more of the vehicle crash boxes 100a, 100b illustrated in <FIG> may be replaced by one or more of the vehicle crash box structures <NUM> illustrated in <FIG> and <FIG>.

The features of the different embodiments of the vehicle crash box 100a, 100b, the vehicle crash box structure <NUM> and the vehicle bumper structure <NUM> disclosed above may be combined in various possible ways providing further advantageous embodiments.

Claim 1:
A vehicle crash box (100a, 100b) for attaching a bumper beam (<NUM>) to a vehicle (<NUM>), wherein the vehicle crash box (100a, 100b) is attachable to the vehicle (<NUM>), wherein the vehicle crash box (100a) comprises
a tubular member (<NUM>) having a longitudinal extension (<NUM>) extending in a longitudinal direction (<NUM>), and
an interface (<NUM>) for the attachment of the tubular member (<NUM>) to the bumper beam (<NUM>),
wherein the tubular member (<NUM>) comprises a plurality of longitudinal walls (110a-d) having a longitudinal extension (112a-d) extending in the longitudinal direction (<NUM>),
wherein the plurality of longitudinal walls (110a-d) comprises two lateral walls (110a-b) opposite one another,
wherein the lateral wall (110a; 110b) comprises two or more lateral sides (114a-c; 116a-c) spaced apart from one another in the longitudinal direction (<NUM>),
wherein the lateral side (114a-c; 116a-c) has a longitudinal extension (118a-c; 120a-c) extending in the longitudinal direction (<NUM>),
wherein the lateral side (114a-c; 116a-c) has a transverse extension (122a-c; 124a-c) extending in a direction (<NUM>) transverse to the longitudinal direction (<NUM>),
wherein the two or more lateral sides (114a-c; 116a-c) of the lateral wall are aligned in the longitudinal direction (<NUM>),
characterized in that
the transverse extensions (122a-c; 124a-c) of the two or more lateral sides (114a-c; 116a-c) of the lateral wall (110a; 110b) decrease in a direction (<NUM>) away from the interface (<NUM>).