GB2598572A

GB2598572A - Improved crash structure for a vehicle

Info

Publication number: GB2598572A
Application number: GB2013749.3A
Authority: GB
Inventors: John Syvret Andrew; Lidgard Brian; Green Piers
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2020-09-02
Filing date: 2020-09-02
Publication date: 2022-03-09
Also published as: GB202013749D0

Abstract

A crash structure 300, for a vehicle having a vehicle body, has a left-side and a right-side energy absorber 311, 312, 321, 322, a bumper beam 323 coupled to leading ends of the energy absorbers and two cross-members 313 which cross each other and couple the energy absorbers. Energy absorbers 311, 312, 321, 322 support loading in a driving direction during a crash. Outer ends of bumper beam 323 extend outboard of the leading end of energy absorbers 311, 312, 321, 322. Crash structure 300 also has at least one pusher 401, 402, between an outer end of bumper beam 323 and an outboard side of an energy absorber, 311, 312, 321,322, to couple a load in the driving direction, on an outer end of bumper beam 323, to a cross-member 313.

Description

Improved crash structure for a vehicle

TECHNICAL FIELD

The present disclosure relates to a crash structure for a vehicle having a vehicle body. The present disclosure further relates to a vehicle comprising such a crash structure.

BACKGROUND

In most vehicles the loads in the X-direction (where the X-direction corresponds to the front -rear axis of the vehicle) sustained during a crash event are absorbed primarily by longitudinal structural elements which are connected to a laterally extending bumper beam at the front or rear end of the vehicle. The longitudinal structural elements, typically in the form of two parallel longitudinal energy absorbers, can absorb much of the crash energy by crumpling and are typically connected to or integral with the vehicle body. Also connected to or integral with the vehicle body is a load-bearing suspension structure carrying the wheels, suspension, and other structural parts of the drivetrain.

The longitudinal structural elements are arranged to absorb the crash energy in the event of a full-frontal collision, especially where the impact is centred near the front centre of the vehicle and where the object the vehicle impacts spans substantially the full width of the vehicle. In an off-centre or otherwise offset collision, one of the longitudinal energy absorbers will receive a larger proportion of the total load than the other, which may lead to more damage to the car. Often, diagonal cross beams are provided between the parallel longitudinal beams for redistributing some of the load in an off-centre or otherwise offset collision.

The longitudinal energy absorbers are provided between the front wheels of the car. If the impact is further off-centre or otherwise offset, laterally outside of the longitudinal energy absorbers, the commonly used longitudinal crash structures are typically capable of absorbing less of the total crash energy. In a small offset or narrow overlap type collision, the outer end of the bumper beam is typically bent rearward while the trajectory of the car is deflected to the side, away from the object impacted by the vehicle. If the object hits the front wheel directly, it may lead to serious damage to the suspension structure and correspondingly increased cost and complexity of subsequent repair.

It is an aim of the present invention to address one or more of the disadvantages associated with prior art. More specifically, it is an aim of the invention to improve the capability of a vehicle crash structure to deal with small offset or narrow overlap type collisions.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a crash structure for a vehicle and a vehicle comprising such a crash structure.

According to an aspect of the present invention there is provided a crash structure for a vehicle having a vehicle body. The crash structure comprises a left-side and a right-side energy absorber, a bumper beam and two cross-members. The left-side and right-side energy absorbers are both configured to support loading in a driving direction during a crash event.

The bumper beam extends generally perpendicular to the driving direction and is coupled to a leading end of the left-side and the right-side energy absorber. Respective outer ends of the bumper beam extend outboard of the leading end of the left-side and the right-side energy absorber. The two cross-members cross each other and couple the left-side energy absorber to the right-side energy absorber in order to transfer loads therebetween. The crash structure further comprises at least one pusher member, provided between a respective outer end of the bumper beam and an outboard side of the left-side or the right-side energy absorber for coupling a load in the driving direction, on the respective outer end of the bumper beam, to one of the two cross-members.

In the event of a small offset rigid barrier collision, the outer end of the bumper beam will not, as in the prior art, simply fold around the energy absorber to allow the barrier to hit the wheel. Instead the impact on the outer end of the bumper beam is transferred to the bumper-facing end of the pusher member, and through the pusher member to the closest cross-member.

That cross-member, through its connection to the energy absorbers, especially the one at the opposite side of the car, ensures that a large portion of the crash energy is absorbed by the longitudinal crash structure. In addition thereto, the transfer of momentum onto the cross-member can help to deflect the trajectory of the vehicle and avoid the wheel from hitting the barrier directly. Preferably, the at least one pusher member comprises a left-side pusher member and a right-side pusher member.

In the event of a smaller impact, this may avoid the wheel and the suspension structure to be damaged, resulting in an easier and less costly repair. With a more severe impact, the crash energy absorbing capacity of the longitudinal crash structure may offer enhanced passenger protection. With the current invention, it is possible to divert a large portion of the collision impact that otherwise would have hit the suspension structure to the longitudinal crash structure. While the suspension structure is designed to be stiff in order to improve the driving characteristics of the vehicle, the longitudinal crash structure is designed to crumple during a collision and to thereby absorb much of the crash energy.

For optimal transmission of the collision impact, the pusher member may be integrally formed with the one of the two cross-members. Alternatively, an absorber-facing end of the at least one pusher member is connected to the outboard side of the left-side or the right-side energy absorber. This connection may, for example, be achieved using threaded fasteners or welding. The energy absorber, often a hollow light-weight beam, for example made of aluminium, may comprise a rigid element in the region where the pusher member is connected to the energy absorber. With such a rigid element the pusher member can transfer load to the nearby cross-member without the energy absorber first needing to be deformed and crumpled.

Optionally, a gap is provided between the bumper beam and a bumper-facing end of the at least one pusher member. In low energy impact collisions, the gap may allow the bumper beam to bend slightly, without the longitudinal crash structure being damaged. As a result, only the bumper beam may need to be repaired or replaced.

According to a further aspect of the invention, a vehicle is provided comprising a crash structure as described above.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows an exploded view of part of a vehicle body, a load bearing suspension structure, and crash structure according to the invention; Figure 2 shows a perspective view of part of the vehicle body, the load bearing suspension structure, and the crash structure of Figure 1; Figure 3 shows a more detailed perspective view of the crash structure shown in Figure 2, with a minor crash structure separated from a major crash structure; Figure 4 shows an enlarged perspective view of part of a vehicle body and a load bearing suspension structure shown in Figures 1 and 2; Figures 5a schematically shows a side view of a crash structure according to the invention, before a crash; Figures 5b schematically shows a side view of the crash structure of Figure 5a, after a low speed crash; Figure Sc schematically shows a side view of the crash structure of Figures 5a and 5b, after a high speed crash; Figure 6 schematically shows a top view of a crash structure according to the invention; Figures 7a and 7b schematically show how the load bearing suspension structure and the crash structure may be mounted to the vehicle body; and Figures 8a, 8b and 8c respectively show a load bearing suspension structure for use with the invention in a perspective front view, a perspective rear view and a side view.

DETAILED DESCRIPTION

In the following and with reference to the drawings a new and innovative crash structure for a vehicle will be described. Multiple aspects of this new crash structure are considered to bring important technical advantages, either when used on their own or in combination. Thus, even where particular aspects of the invention are discussed in combination, it is noted that the scope of this application is defined by the claims. Further, the invention will be discussed in relation to the front end of a vehicle, but all the claimed inventions are equally applicable to the rear end of the vehicle too.

Figure 1 shows an exploded view of part of a vehicle body 100 and crash structure 300 according to the invention. In addition thereto, the figure shows a load-bearing suspension structure 200 configured to carry the wheels, suspension, and other structural parts of the drivetrain. The suspension structure 200 and the crash structure 300 are provided as separate modules that can be assembled separately from the vehicle body 100. Different versions of the crash structure 300 or the suspension structure 200 may be added for different type of vehicles. The pre-assembled modules can then later be bolted, or otherwise mounted, to a matching vehicle body 100. Such a modular construction leads to easy and efficient assembly of a variety of different versions of the same vehicle model. In addition thereto, the modular setup makes it a lot easier to replace only the damaged module or modules when the vehicle is involved in a collision event. As will be discussed below, each module may comprise multiple modules itself for further enhancing this technical advantage.

In a preferred embodiment, the crash structure 300 and the suspension structure 200 are independently mounted to the vehicle body 100 and configured in such a way that they are structurally decoupled. When structurally decoupled, the chance of a collision damaging only the crash structure 300 and not the suspension structure 200 is increased.

Figure 2 shows a perspective view of part of the same vehicle body 100 and crash structure 300 of Figure 1 in an assembled state. However, compared to Figure 1, some extra parts and detail are shown. Most notably, the crash structure 300 is now shown to comprise a minor crash structure 320 in addition to the major crash structure 310 already shown in Figure 1. The minor crash structure 320 is a separate module mounted to the front end of the major crash structure 310. It is designed to deform and absorb the crash energy in a relatively low speed frontal impact, preferably without deforming of damaging the major crash structure 310. When only the minor crash structure 320 is damaged, it can easily be unmounted and replaced by a new one.

Figure 3 shows a more detailed perspective view of the crash structure 300 shown in Figure 2, with the minor crash structure 320 separated from the major crash structure 310. The major crash structure 310 comprises a right-side longitudinal energy absorber 311 and a left-side longitudinal energy absorber 312 for absorbing a large portion of the crash energy in a frontal collision. Both longitudinal energy absorbers 311, 312 comprise an upper and lower longitudinal beam. Preferably, the longitudinal beams are hollow light-weight beams, for example made of aluminium. The longitudinal beams are designed such that they will crumple in a predetermined manner under the load of a frontal collision, while absorbing as much of the crash energy as possible.

The major crash structure 310 further comprises a set of diagonal crossbeams 313 connecting the left-side and right-side energy absorbers 312, 311 for redistributing some of the load in an off-centre or otherwise offset impact. At the front ends of the energy absorbers, mounting plates 330 are provided for mounting the minor crash structure 320 thereto. The minor crash structure 320 comprises a minor longitudinal energy absorber 321 at the left side and a minor longitudinal energy absorber 322 at the right side. At their front ends, the left and right minor energy absorbers 322, 321 are coupled via a laterally extending upper bumper beam 323 and lower bumper beam 324. In other embodiments, a different number of bumper beams may be used. Respective outer ends of the bumper beams 323, 324 extend outboard of the leading end of the left-side and the right-side minor longitudinal energy absorbers 322, 321. The bumper beams 323, 324 can significantly contribute to passing on the crash impact to the minor longitudinal energy absorbers 321, 322. This is especially useful in the event of an offset collision or when the vehicle collides with a relatively narrow object that is not directly in front of one of the longitudinal energy absorbers 321, 322.

The minor crash structure 320 is designed to be mounted to the major crash structure 310. Preferably, the minor crash structure 320 is mounted in a position wherein the minor longitudinal energy absorbers 321, 322 each share a longitudinal axis with one of the major longitudinal energy absorbers 311, 312. In a larger collision, this shared longitudinal axis will help to transfer the crash energy from each minor longitudinal energy absorber 321, 322 to the respective major longitudinal energy absorber 311, 312, such that as much energy as possible is absorbed by the energy absorbers 311, 312, 321, 322. As a result, the passengers and the more structural parts of the vehicle, such as the vehicle body 100 and parts of the drivetrain, are better protected during a collision. In this example, the minor crash structure 320 is mounted to the mounting plates 330 at the front ends of the major longitudinal energy absorbers 311, 312. Similar mounting plates 330 may be provided at the opposing ends of the minor longitudinal energy absorbers 321, 322. For example, the minor longitudinal energy absorbers 321, 322 may be secured to the mounting plates using threaded fasteners that go through mounting holes 335 in the mounting plates 330.

The relative longitudinal lengths of the minor and major longitudinal energy absorbers may be adjusted to suit a given vehicle application, for example, the major longitudinal energy absorbers 311, 312 may extend from the vehicle body to a point substantially in line with the leading faces of the front wheels 500 and the minor longitudinal energy absorbers 321, 322 may be configured to extend from the major longitudinal energy absorbers 311, 312 to the front bumper 323 adjacent to a leading edge of the vehicle. Alternatively, the major longitudinal energy absorbers 311, 312 may only extend from the vehicle body to a point substantially in line with a central wheel axis 550 about which the front wheels 500 rotate. The former arrangement benefits from a lower cost of repair for a given range of impact speeds, whereas the latter arrangement may benefit from simpler packaging and assembly along with reduced mass extending forward of the front axle.

Optionally, the longitudinal crash structure 300 further comprises some of the front-end hardware, such as vehicle lighting, a grille, bumper fascia, vehicle body panels, or a license plate holder. This makes it possible to pre-assemble the longitudinal crash structure 300 together with the main front-end hardware at a location separate from the main assembly line. Different versions of the front-end hardware may be added for different type of vehicles. The pre-assembled front modules can then later be bolted, or otherwise mounted, to a matching vehicle body 100. Such a modular construction leads to easy and efficient assembly of a variety of different versions of the same vehicle model.

Figure 4 shows an enlarged perspective view of part of the vehicle body 100 shown in Figures 1 and 2. For this figure, a cross section is made at the front end of the vehicle body 100. As a result, portions of the rear ends of the suspension structure 200 and the major crash structure 310 are visible too. At the front end of the vehicle body 100, laterally inside the suspension structure 200, two mounting plates 130 with mounting holes 135 may be provided. The mounting plates 130 are configured for receiving the major crash structure 310 that is to be mounted to the vehicle body 100, for example using threaded fasteners. Similar mounting plates 130 may be provided in other positions where the major crash structure 310 connects with the vehicle body 100, for example as shown just above the front left wheel arch.

Figures 5a, 5b and 5c schematically show a side view of a crash structure 300 according to the invention, before and after a frontal impact. Figure 5a shows the crash structure 300 and part of the vehicle body 100 and the suspension structure 200, just before the bumper beam 323 contacts an obstacle 600 in front of the vehicle. As can be seen, the bumper beam 323 is mounted to the minor longitudinal energy absorbers 322 of the minor crash structure 320. The minor longitudinal energy absorbers 322 are mounted to the major longitudinal energy absorbers 312, for example in a manner as described above with reference to Figure 3. The major longitudinal energy absorber 312 is connected to the vehicle body 100 at a position that is behind the central wheel axis 550 of the front wheel 500.

Figures 5b schematically shows a side view of the crash structure 300 of Figure 5a, after a low speed crash. When colliding with the obstacle 600 with the bumper beam 323, the bumper beam 323 and the minor longitudinal energy absorbers 322 start absorbing some of the crash energy. Because the major longitudinal energy absorbers 312 are stiffer than the minor longitudinal energy absorbers 322, the minor ones can crumple and deform significantly, without the major ones being damaged or deformed. If a modular crash structure 300 as described above with reference to Figure 3 is used, the minor crash structure 320 can easily be removed and replaced without needing to repair or replace the major crash structure 310.

Figure Sc schematically shows a side view of the crash structure 300 of Figures 5a and 5b, after a relatively high speed crash. When the vehicle does not come to a full stop at or before the point shown in Figure 5b, the major longitudinal energy absorbers 312 will start to deform and crumple too. As can be seen in the figure, the crumple zone of the crash structure extends beyond the wheel centre 550. If the obstacle 600 is between the front wheels 500 of vehicle, part of the wheels 500 may even move beyond the obstacle 600, without the vehicle body 100 being damaged or deformed. The major longitudinal energy absorber 312 can crumple behind the wheel centre 550. If a modular crash structure 300 as described is used, the major crash structure 320 can easily be removed and replaced without needing to repair the vehicle body 100. It will be appreciated that a low speed impact may be considered to be up to approximately 15km/h and a high speed impact may be considered to be in excess of 20km/h and potentially in excess of 30km/h.

Figure 6 schematically shows a top view of a crash structure 300 according to the invention. Many of the features shown in this figure have already been discussed above. In addition thereto, Figure 6 shows a right-side and a left-side pusher member 401, 402. These pusher members 401, 402 are particularly useful for minimising damage to the vehicle body 100 in the event of a collision with an object with only a small overlap with the vehicle, where the vehicle impact is off-centre and laterally outside of the longitudinal energy absorbers 321, 322. The pusher members 401, 402 are provided between the outer ends of the bumper beam 323 and the outboard side of the respective energy absorbers. The pusher members 401, 402 may couple to the minor longitudinal energy absorbers 321, 322, to the major longitudinal energy absorbers 311, 312 or to both. Via the energy absorbers, the pusher members 401,402 couple a load in the driving direction, on the outer end of the bumper beam 323, to one of the two cross-members 313. As a result the outer end of the bumper beam 323 will not, as may otherwise be the case, simply fold around the minor energy absorber 321, 322 and allow the barrier 610 to contact and directly load the wheel 500. It will be appreciated that in this context, the wheel 500 may additionally include a pneumatic tyre, and that the tyre may be the first to be contacted by an object in an impact rather than the wheel it is mounted to. Instead the impact on the outer end of the bumper beam 323 is transferred, at least in part, to the bumper-facing end of the pusher member 401, 402, and through the pusher member 401, 402 to the closest cross-member 313. That cross-member 313, through its connection to the major longitudinal energy absorbers 311, 312 at the opposite side of the vehicle, ensures that a large portion of the crash energy is absorbed by the longitudinal crash structure 300. In addition thereto, the transfer of momentum from onto the cross-member 313 can help to deflect the trajectory of the vehicle and avoid the wheel 500 from hitting the barrier 610 directly.

For optimal transmission of the collision impact, the pusher member 401,402 may be integrally formed with the respective cross-member 313 and thus extend through the energy absorber.

Alternatively, an absorber-facing end of the pusher member 401, 402 is connected to the outboard side of the energy absorber. This connection may, for example, be achieved using threaded fasteners or welding. Other means of connection are useful. The energy absorber, often a light-weight hollow beam, for example made of aluminium, may comprise a rigid element 403 in the region where the pusher member 401, 402 is connected to the energy absorber. With such a rigid element 403 the pusher member 401, 402 can transfer load to the nearby cross-member 313 without the energy absorber first needing to be deformed and crumpled. The rigid element 403 may be of a similar material, shape and size (in cross-section) as the cross-member 313. The rigid element 403 may be tubular in cross section.

Optionally, as shown in Figure 6, a gap is provided between the bumper beam 323 and the bumper-facing end of the pusher members 401, 402. In very low impact collisions, the gap may allow the bumper beam 323 to bend slightly, without the longitudinal crash structure 300 being damaged. As a result, only the bumper beam 323 may need to be repaired or replaced.

Figures 7a and 7b schematically show how the load bearing suspension structure 200 and the crash structure 300 may be mounted to the vehicle body 100. In Figure 7a, a side view of the vehicle body 100, the load bearing suspension structure 200 and a crash structure 300 are shown. A vehicle body work 700 and the wheels 500 are superimposed onto the vehicle body 100. The crash structure 300 shown may, for example, be a single unitary crash structure or a modular crash structure with a major and minor longitudinal crash structure as described above.

As shown in Figure 7b, the vehicle body 100 is provided at its front face, with a plurality of rigid mounting points, with at least a pair arranged at inboard locations adjacent the vehicle floor, lower mounting points 160, and at least a pair arranged at outboard locations spaced apart from the floor, upper mounting points 150. These mounting points 150, 160 are configured to provide a suitably rigid structure to which the suspension structure 200 and the crash structure 300 may be mounted to directly so as to ensure they are decoupled form one another. It will be appreciated that both the suspension structure 200 and the crash structure 300 both comprise corresponding mounting formation with which to engage with the upper and lower mounting points, 150, 160. The mounting points 150, 160 for the suspension structure 200 and the crash structure may, for example, be combined onto joined mounting plates or each use their own mounting plates. For the decoupled modular structure described herein, it is preferred to locate the mounting points for the suspension structure 200 laterally inside the mounting points for the crash structure, such that the crash structure 300 can be sacrificially deformed while remaining outside and out of contact with the suspension structure 200. When, for example, looking at Figure 4, where some mounting points 130 for the crash structure 300 are already shown, additional mounting points 150, 160 for the load bearing suspension structure 200 may be provided at the front end of the vehicle body 100 and laterally inside the mounting points 130 for the crash structure 300. The different mounting points 130, 150, 160 are not necessarily all provided in the same vertical plane.

Figures 8a, 8b and 8c respectively show a load bearing suspension structure 200 for use with the invention in a perspective front view, a perspective rear view and a side view. The load bearing suspension structure 200 comprises a unitary suspension ring 210 or suspension torus 210 that provides the suspension structure 200 a high intrinsic stiffness that allows it to bear the lateral and torsional loads that are typically working on the suspension. The suspension ring 210 comprises two vertical struts 212 and an optional suspension structure panel 214 that both contribute to the stiffness of the suspension ring 210. The load bearing suspension structure 200 and the suspension ring 210 are substantially vertical structures, configured to bear lateral and torsional loads. However, the suspension ring 210 or the suspension structure 200 as a whole may be inclined relative to the vertical plane over a small angle of, for example, less than 5 or 10 degrees. Preferably, the panel 214, the struts 212 and the upper and lower beams of the suspension ring 210 are solidly welded together. In alternative embodiments, the suspension structure 200 may comprise a strong and stiff X-frame instead of the suspension ring 210. Combinations of such embodiments are also possible. For example, a suspension ring 210 may comprises a rigid X-frame instead of the suspension structure panel 214.

Due to the inherent stiffness of the suspension structure 200, various drive train and suspension components that are normally mounted directly to the vehicle body 100 may be pre-assembled to the suspension structure 200. In Figure 8a, for example, a wheel hub 510 is connected to the suspension ring 210 via a suspension spring and damper assembly 230. A brake control module 220 is centrally mounted on a bottom beam of the suspension ring. Hydraulic lines for controlling the brakes are also mounted to the suspension ring. In Figure 8b, looking at the rear side of the suspension structure panel 214, steering components 240 and a brake control linkage 224 are visible too. Additionally, two lower mounting units 260 are shown which are configured to be mounted to the corresponding mounting points 160 on the vehicle body 100.

In the example shown, the suspension structure 200 may be brought to the vehicle body 100 during assembly as a sub-assembly, with suspension components 230 including an anti-roll bar 222, brake components 220, 224 and steering components 240 pre-installed onto the suspension structure 200. The suspension structure 200 is positioned against and aligned with the upper and lower mounting points 150, 160 and is secured to the vehicle body 100 by means of threaded fasteners. Once the suspension structure 200 has been secured to the vehicle body 100, the crash structure 300 is brought to the vehicle body. Again, the crash structure 300 is brought as a sub-assembly, with vehicle components such as the bumper beam 323, a bumper fascia, and ducting pre-assembled to the crash structure 300. The crash structure 300 is then is positioned against and aligned with the upper and lower mounting points, 150, 160 and is also secured to the vehicle body 100 by means of threaded fasteners. It will be appreciated that other components may also be pre-assembled to the suspension structure 200 or crash structure 300 as may be desired.

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

CLAIMS1 A crash structure for a vehicle having a vehicle body comprising: a left-side and a right-side energy absorber, both configured to support loading in a driving direction during a crash event; a bumper beam, extending generally perpendicular to the driving direction and coupled to a leading end of the left-side and the right-side energy absorber, respective outer ends of the bumper beam extending outboard of the leading end of the left-side and the right-side energy absorber; two cross-members, crossing each other and coupling the left-side energy absorber to the right-side energy absorber in order to transfer loads therebetween; and at least one pusher member, provided between a respective outer end of the bumper beam and an outboard side of the left-side or the right-side energy absorber for coupling a load in the driving direction, on the respective outer end of the bumper beam, to one of the 15 two cross-members.
2. A crash structure according to claim 1, wherein the at least one pusher member comprises a left-side pusher member and a right-side pusher member.
3. A crash structure according to claim 1 or 2, wherein the at least one pusher member is integrally formed with the one of the two cross-members.
4. A crash structure according to any preceding claim, wherein an absorber-facing end of the at least one pusher member is connected to an outboard side of the left-side or the right-side energy absorber.
5. A crash structure according to claim 4, wherein the left-side or the right-side energy absorber comprises a rigid element in a region where the pusher member is connected to the energy absorber
6. A crash structure according to any preceding claim, wherein a gap is provided between the bumper beam and a bumper-facing end of the at least one pusher member.
7. A crash structure according to any preceding claim, wherein the left-side and the right-side energy absorber both comprise a compressible longitudinal beam.S. A vehicle comprising a crash structure according to any of the preceding claims.