Abstract: A link rod for a motor vehicle, with a connecting rod (4) designed with an open profile that extends in an axial direction (x), which comprises a back (8) and two opposed sidepieces (9, 10) which are connected to one another by the back (8), extending away from the back so as to enclose an angle (a) of less than 180° between them. Two joints (2, 3) are connected to one another by the connecting rod (4), each joint comprises a joint housing (5) and an inner joint component (6) that is fitted and able to move in the housing and extends outwardly therefrom. The connecting rod (4) is embedded, at its respective axial ends, in one of the joint housings (5), and the sidepieces (9, 10) enclose an angle (?) of at least 90° between them.

Abstract: A longitudinal crash beam in an electric vehicle for reducing the effects of a vehicle collision. The crash beam initiates a self-collapsing process in the event of a vehicle collision which may be triggered by the application of a longitudinal force to a set of impressions positioned along the outside surface of the crash beam. The crash beam may include a top side, a right side, a bottom side, a left side, and a plurality of diagonal sides. An upper cross rib, a lower cross rib, and a center rib may extend between the various sides of the crash beam. Benefits of the crash beam include increased rigidity of the vehicle, increased absorption of energy, and increased linearization of energy.

Abstract: A rollover protective device (1) for a passenger vehicle has a supporting device (3) extending in the vertical elevation (2) when installed correctly. A crossbar (5) is fastened to the supporting device (3) and extends in a lateral direction (4) when installed correctly. The crossbar (5) is of beam-shaped design and is formed by a sheet metal construction (6) with a deformed front side and/or upper side (7, 8) and an inner supporting structure (9).

Abstract: A vehicle includes a door and an impact absorbing structure. The door has an interior panel. The impact absorbing structure is secured to an inner surface of the interior panel. The impact absorbing structure has a centrally located hub and a plurality of spokes extending radially outward from the hub toward a peripheral boundary of the interior panel.

Abstract: A vehicle energy absorption structure includes an energy absorption member made of fiber reinforced resin. At least part, in a thickness direction, of that wall extending in a load input direction of the energy absorption member is provided with a plurality of discontinuous portions discontinued from each other in the load input direction, the plurality of discontinuous portions being arranged along the load input direction.

Abstract: A bumper assembly includes a bumper beam, an extension, a crush can, and a bracket. The bumper beam extends longitudinally from a first end to a second end. The extension attaches to the first end of the bumper beam and has a segment parallel to the bumper beam and a leg extending transversely relative to the bumper beam. The crush can is attached to the segment. The bracket extends from the extension and is welded to the crush can.

Abstract: A vehicle body structure includes a frame impact absorbing part extending from the side of a left front side frame in the longitudinal direction of the vehicle body. The frame impact absorbing part includes first and second frame bending members that form a frame tubular body, upper and lower frame flanges projecting outward from the frame tubular body, upper and lower first fragile portions that divide the frame flanges in the longitudinal direction of the vehicle body, and a plurality of frame rigid portions formed at a rear end of the frame tubular body on the rear side of the vehicle body with respect to the first fragile portions.

Abstract: The invention relates to a lock for a door or flap, comprising a locking mechanism that consists of a rotary latch (1) and at least one pawl (2) for locking the rotary latch (1), the rotary latch (1) when in the detent position preferably initiating an opening moment in the pawl (2). The design of the rotary latch (1) is such that said latch is deformed under excessive stress in the locked state in such a way that an engagement between the pawl (2) and the rotary latch (1) is maintained or increases. A lock of this type will not open even under excessive stress.

Abstract: A crash structure for a vehicle includes a crash can having a plurality of indents and a support rail aligned longitudinally with the crash can. The support rail has an inboard surface region having a further indent to facilitate inward deformation of the crash structure, and an opposite surface region having a continuous surface opposite the further indent. A method of manufacturing a crash structure is also provided.

Abstract: A structural beam component for a vehicle comprises: a beam body that has an I-section for at least part of its length, the beam body having first and second sides opposite each other, wherein the I-section extends at least partially along the first and second sides; a crash rail attachment at one end of the beam body, the crash rail attachment providing a fore-aft backup structure for a crash rail in the vehicle; another attachment at an opposite end of the beam body, the other attachment connecting the structural beam component to a side sill of the vehicle; and first and second ribbing on the first and second sides, respectively.

Abstract: Aircraft cargo management systems comprising a support structure comprising a first rail and a second rail, the first rail arranged parallel to the second rail, wherein the first rail has a first exterior face and the second rail has a second exterior face, a wheel mounted on an axle, the axle mounted to the first exterior face and passing through the second exterior face, and a power drive unit (“PDU”) mounted to the axle and configured to rotate the axle about an axis are provided. PDUs comprising an electronic controller housed in a controller housing, a motor housed in a motor housing, and a first connecter mounted to the motor housing and a second connector mounted to the controller housing, the first connector configured to mate with the second connector and to conduct electricity between the motor and the electronic controller are also provided.

Abstract: In some embodiments, an energy absorber element can comprise: a first support wall and a second support wall, a crush wall joining the first and second support walls together to define a deformable zone; a connection mechanism configured to connect the first and/or second support wall to a vehicle. In one embodiment, a method for using an energy absorber element in a vehicle can comprise: detachably connecting an energy absorber element to a vehicle at a support location for a vehicle component, once the energy absorber element has absorbed energy, detaching the energy absorber element from the vehicle; and separately replacing the energy absorber element from the vehicle component. In some embodiments, the vehicle component is not replaced.

Abstract: An end treatment array for crash attenuation includes a transition barrier module formed of side walls, end walls, a top wall, and a bottom wall, wherein the module walls together define an enclosed interior space. The end treatment array further includes a containment impact sled having an axially extending frame. The frame has a width sufficient to contain the transition barrier module within the frame when in an assembled configuration, and has an axial length which is at least one-half the length of the transition barrier module. The frame defines an interior volume, the purpose of which is to contain a substantial portion of the transition barrier module in the assembled configuration, and to contain debris caused by destruction of the plastic barrier modules in a vehicular impact. The containment impact sled is attached to the transition barrier module.

Abstract: An end structure of a motor vehicle body has two longitudinal struts which extend along respective axes have respective ends, on which respective attachment plates are fitted; the attachment plates have respective walls, which are ring-shaped about longitudinal axes and defined frontally by respective faces having substantially vertical and flat resting zones; two supporting plates rest respectively on these resting zones and are fixed to the walls and to two buffering elements, which are substantially coaxial to the struts; the two attachment plates further have respective tabs, which are radiused to said walls at an inner annular perimeter thereof and end with respective edges, which are longitudinally aligned with the supporting plates.

Abstract: On at least one surface of a structural part, on all or part of a hollow section between outer and inner peripheral borders, is associated at least one cover sheet made of rigid metallic material. The at least one cover sheet is mechanically fixed with the edge of the peripheral borders of the structural part, and covers all or part of inner cavities formed on open sides of the part. The at least one cover sheet has a triple function: to increase the rigidity of the structural part, to absorb shock by deforming in a plane while remaining integral with the part, and to allow reduction of the mass of the structural part and optimization of the mass/performance ratio.

Abstract: A transportation unit for a cable transportation system has a chair with a bench; a safety frame movable between an open position and a closed position and having a front bar; and at least one safety barrier, which is fixed to the front bar, extends predominantly between the front bar and the bench when the safety frame is in the closed position, and has a support with an anchoring portion fixed to the front bar, and a projecting portion, which projects from the anchoring portion, is elastically flexible under stress oriented in given or designated directions, and is substantially rigid under stress oriented in other directions.

Abstract: A suspension arm includes an arm body having a longitudinal shape, a wheel-side attachment portion disposed at one end of the arm body, and a vehicle body-side attachment portion disposed at the other end of the arm body, and is mounted near a drive shaft to extend in a lateral direction of a vehicle, the arm body including an overlap portion that overlaps the drive shaft as viewed from a front in a longitudinal direction of a vehicle, a weak portion having lower strength than the overlap portion being provided between the overlap portion and the wheel-side attachment portion, the arm body having a hollow longitudinal shape, and portions on both sides of the weak portion being quenched by high frequency heating so as to have high strength, such that the weak portion is partially provided at an intermediate position between the overlap portion and the wheel-side attachment portion.

Abstract: A load transmission member includes an outside load transmission member attached to one face of a panel member; an inside load transmission member attached to a position corresponding to the outside load transmission member at the other face of the panel member, and a temporary attachment device provided on at least one of the outside load transmission member or the inside load transmission member for temporarily attaching to the panel member. A load is transmitted through the panel member from the outside load transmission member to the inside load transmission member.

Abstract: A roadside crash cushion (1), comprising: a guide rail (2) fixed to a road surface; a plurality of sliding supports (3), which slidably engage along the guide rail (2); a plurality of collapsible tubular elements (4) arranged horizontally one after another, which are supported by the plurality of sliding supports (3) and which each have a straight development axis and are fixed to the plurality of sliding supports (3). Each collapsible tubular element (4) of the plurality of collapsible tubular elements (4) exhibits a length and a transversal section that are in a reciprocal relation to one another such as to determine an irreversible deformation to compression of the collapsible tubular element (4) which determines the collapse thereof along the development axis thereof when the collapsible tubular element (4) is subjected to an axial force at least equal to a critical force.

Abstract: A hollow interconnecting member for connecting vehicular frame members is provided. The hollow interconnecting member is formed of a metal material and defines a centerline. The hollow interconnecting member comprises a first end and a second end. The centerline extends through the first end and the second end. A plurality of walls cooperate to define a continuous passageway that extends between the first end and the second end and defines a first opening and a second opening at the first end and the second end, respectively. The hollow interconnecting member is formed as an as-cast one-piece construction.

Abstract: A front end structure for a vehicle comprising a bumper, a crush can attaching the bumper to a frame rail, a sub-frame supporting an engine, and an impact spreading rail attached to a front transverse rail of the sub-frame. The impact spreading rail extends perpendicularly outboard relative to the frame rail and upward to a location vertically aligned with the bumper. The impact spreading rail is impacted after the bumper in a collision to spread collision deformation outside the frame rail.

Abstract: Provided are a car shock absorber, which is installed at a connection road exit junction of a road, such as a tunnel of the road, an underground entrance, and a freeway exit ramp, or at positions where car accidents are concerned, such as piers, abutments, and fronts of tollgates, so as to prevent damage of a car and casualties that may occur when the car collides with the car shock absorber, and a car shock absorbing device using the same. Damage of a car and casualties that may occur when the car collides with the car shock absorber and the car shock absorbing device, can be prevented, and even when the car collides with the car shock absorber and the car shock absorbing device, driving of another car is not disturbed so that the occurrence of an accident can be prevented.

Abstract: An impact absorber includes a energy absorbing member that is formed of a composite material obtained by reinforcing a resin with a fiber and absorbs impact energy by being crushed in a predetermined crush direction, and a pressing member that is disposed on the front side of the energy absorbing member and presses it in the crush direction to thereby crush the energy absorbing member. The energy absorbing member is configured by stacking, along a radial direction orthogonal to the crush direction, fiber layers having different elastic moduli to a load along the crush direction, and the front end portion of the energy absorbing member is inclined relative to a pressing surface of the pressing member such that the fiber layers are gradually brought into contact with the pressing member sequentially in ascending order of the elastic modulus as the energy absorbing member is pressed by the pressing member.

Abstract: A vehicle body rail for a motor vehicle, which is constructed of fiber-reinforced plastic and is designed as a vehicle body rail which absorbs energy in the event of a collision of the motor vehicle, includes a wall. The wall is provided with indentations and/or elevations such that, in the event of an application of a predetermined collision threshold load in a longitudinal direction of the vehicle body rail, a failure of the wall by fragmentation takes place in the area of the indentations and/or elevations.

Abstract: A vehicle front section structure includes a front side member that is formed with a front flange at a vehicle front-rear direction front end; a crash box that is joined to the front flange at a rear flange formed at a vehicle front-rear direction rear end; and a coupling member that is joined to a fender apron section at a vehicle rear end. The coupling member includes a joining plate formed at a vehicle front end side joined to the front flange in an interposed state between the front flange and the rear flange, with a front end side of a portion of the coupling member positioned at a vehicle width direction outer side of the front side member angled such that in plan view a rear side is separated further to the vehicle width direction outer side from the front side member than the vehicle front side.

Abstract: A ramp deflector mechanism (50) for attachment to a vehicle frame (20) has a metal housing (52) having a first wall or plate (54), a second wall or plate (56), a hinge (58) and an articulated third wall or plate (60); an inflatable member (70) situated in the housing (52); an inflator (72) operatively connected between the first wall or plate (54) and the inflatable member (70); and wherein the inflation of the inflation member (70) causes the articulated wall (60) to rotate outwardly to absorb crash energy and slow down the accident.

Abstract: Provided is a knee bolster which does not significantly increase the vehicle weight and whose plastic deformation starting load can be easily controlled to a desired value. A knee bolster becomes deformed when a load from a knee of a passenger is inputted and thus absorbs a shock applied to the knee. The knee bolster includes a low-load absorption unit having a load input surface to which the load from the knee is inputted and a high-load absorption unit disposed in a more distant position from the knee than the low-load absorption unit in an input direction of the load and having a higher plastic deformation starting load than a plastic deformation starting load of the low-load absorption unit. The low-load absorption unit and the high-load absorption unit are formed of a single hollow structure or different hollow structures.

Abstract: An apparatus for transferring spent nuclear fuel in the form of a cask having a cylindrical inner shell forming a cavity configured to receive a canister containing spent nuclear fuel, an intermediate shell disposed concentrically around and spaced apart from the inner shell and an outer shell disposed concentrically around and spaced apart from the intermediate shell. A bottom flange is affixed to bottoms of each of the shells, and a bottom lid is removably affixed to the bottom flange. A top flange is affixed to tops of each of the shells, and a top lid is seated on the top flange. An annulus for air flow may be formed between the inner shell and the canister; the bottom lid may include an impact zone including impact absorbing structure; and the top flange may have integrally formed trunnions.

Abstract: The invention concerns a vehicle body, in particular for electric motor vehicles, having a left-hand and a right-hand front region and at least one first longitudinal member extending in one of the front regions in the longitudinal direction, wherein in the front region at least one second longitudinal member is provided, which is arranged outside the horizontal plane of the first longitudinal member and the direction of extension of which extends angularly to the direction of extension of the first longitudinal member at least in horizontal projection. The invention also concerns the use of such a vehicle body for producing a motor vehicle without a combustion engine, in particular an electric motor vehicle.

Abstract: A motor vehicle has an engine compartment accommodating a powertrain and at least one strut, which is substantially parallel to an advancing longitudinal axis of the motor vehicle; the motor vehicle has a safety device configured so as to move the powertrain sideways during an impact, towards the side opposite to the one concerned by the impact; the safety device is provided with a beam having a first end, distanced from an end portion of the strut towards the outside of the engine compartment, and a second end fixed to the strut in a position which is horizontally beside the powertrain; the safety device is also provided with a restraining member fixed to the strut and having a protruding portion arranged behind a wall of the beam.

Abstract: A crash attenuator includes a frame having a first frame member and a second frame member rigidly connected with a hinge assembly in a pre-impact configuration. The first and second frames are hingedly connected with the hinge assembly in an impact configuration, wherein the hinge assembly comprises a living hinge when the hinge assembly is in the impact configuration. A method of using the crash attenuator is also provided.

Abstract: Dynamic load-absorbing materials suitable for use as cushion-type and armor-type materials, for example, of types that can be incorporated into protective gear, equipment, armor, vehicles, and various other structures, or used for the isolation and dissipation of vibratory loads, such as vibration isolators used to support avionic equipment. The impact-absorbing materials include a matrix material (22) and at least first and second sets of inclusions (which can be either included material or voids) (24) in the matrix material (22) that define a hierarchy of inclusions (24) in the matrix material (22). The inclusions (24) differ in size, quantity, shape and/or composition in a direction through the impact-absorbing material, the combination of which contributes to the ability of the material to exhibit at least one property that changes as the inclusions (24) are deformed under load.

Abstract: A shock absorber housing of a vehicle may include a shock absorber housing body formed in a shape of a box and in which an upper portion of a shock absorber is mounted by being inserted therein, and flanges formed along at least one of edges of the box-shaped shock absorber housing body and thus being coupled to a vehicle body, in which the shock absorber housing body includes a low strength portion and a high strength portion respectively having different strengths due to a thickness difference.

Abstract: A method of slowing an aircraft overrunning a runway, including paving an area immediately beyond the end of a runway with foamed glass bodies to define a bed, covering the bed with a layer of cementitious material to define a composite bed, and crushing at least a portion of the composite bed with an oncoming aircraft, wherein crushing the at least a portion of the composite bed removes kinetic energy from the oncoming aircraft to slow the oncoming aircraft. The composite bed is generally resistant to fire.

Abstract: A crash management system includes a main frame that is configured to define a vehicular passenger compartment and that includes a lower cross member generally extending along a transverse direction of the vehicle. A front sub-frame includes a pair of bent members. Each of the bent members includes a longitudinal portion that extends along a longitudinal direction of the vehicle and that is configured to support the suspension components. Each of the bent members also includes a bend portion that extends from the respective longitudinal portion at an angle and that is disposed between the respective longitudinal portion and the lower cross member of the main frame. The longitudinal and bend portions are configured such that each of the bend portions deform, and each of the longitudinal portions continue to extend substantially longitudinally, if the impact energy applied to the vehicle exceeds a first threshold.

Abstract: A vehicle crush rail includes: a body configured to be at least partially crushed along an axis between first and second ends thereof, the body having a cross section profile that comprises first, second and third cells that are substantially square, wherein at least one of the first, second and third cells extends from the first end to the second end, wherein the first, second and third cells have respective initiators arranged according to a crush pattern for the crush rail.

Abstract: An active bolster mounts at an interior trim surface of a passenger compartment. A plastic-molded front wall deploys to receive an impacting passenger in the passenger compartment. A plastic-molded back wall is joined around a substantially sealed perimeter with the front wall to form an inflatable bladder, wherein the back wall includes at least one substantially circumferential pleated baffle for unfolding during inflation of the bladder to deploy the front wall. An inflator delivers an inflation gas into the inflatable bladder in response to a crash event of the vehicle. An absorber member is disposed along the front wall in the bladder prior to inflation and is configured to deploy transversely to the front wall and into fixed abutment with the back wall upon inflation of the bladder to mechanically resist post-inflation movement of the front wall toward the back wall and to dissipate energy of the impacting passenger.

Abstract: A collision energy absorption apparatus and a vehicle front end structure including the apparatus. The apparatus is welded to a bumper beam and is laterally adjacent a longitudinally extending member disposed behind the bumper beam. The apparatus has a central body having a front edge attached to the bumper beam and a rear edge that is spaced from the bumper beam and the longitudinally extending member. Upper and lower triangular walls extend between the central body and the longitudinally extending member. A rib extends laterally outwardly from the central body.

Abstract: Provided is a cost effective apparatus that can be attached to a preexisting guardrail end terminal infrastructure to gradually decelerate a vehicle, after a collision, in a controlled manner to prevent the guardrail from impaling the vehicle and the projection of debris on the highway. The safety guardrail comprises a front plate having an anterior surface and posterior surface. One or more support plates are connected to the posterior surface of the front plate. The safety guardrail also comprises one or more four-walled non-linear diverters defining a path between an open anterior end and open posterior end, the one or more diverters connected to the one or more support plates. One or more guardrails having an anterior end and a posterior end, the anterior end of one or more guardrails located inside the path of the diverter. One or more posts are distributed in a first plane, the first post in the plane having a top part connected to the one or more diverters and the one or more support plates.

Abstract: An energy-absorbing support structure has an absorbing body including a fiber-reinforced plastics material. The latter is arranged between a support structure abutment component and a support structure impact-absorbing component. The absorbing body absorbs energy by deforming from a starting state into a deformed deformation state based on an impact-induced relative displacement of the support structure components, the energy being introduced into the support structure by an impact. The absorbing body is configured as a body which has already been predeformed in the starting state by energy absorption compared to an original state. During production of the support structure, the absorbing body is firstly produced in the original state, the latter is then predeformed into the starting state and finally the absorbing body is connected to the support structure components. The result is a support structure which absorbs energy in a predictable and defined manner upon an impact-induced introduction of energy.

Abstract: A vehicle interior part includes a main wall portion, a flange portion, a clip mount base, a protrusion, and a sealing member. The clip mount base includes a projecting wall and a base. The projecting wall projects from an opposed surface of the flange portion away from a distal end of the flange portion. The base projects from a distal end of the projecting wall. The protrusion protrudes from the opposed surface between the projecting wall and the distal end of the flange portion and has a first height on a first side closer to the distal end of the flange portion and a second height on a second side closer to the clip mount base. The first height is greater than the second height. The sealing member is disposed on the opposed surface between the protrusion and the distal end of the flange portion.

Abstract: A vehicle impact-absorbing member has a columnar wood member and a hollow cylindrical metal frame body covering side-surfaces of the wood member and is configured to axially receive a compression load caused by impact in the event of a collision in an axial direction of wood member. The frame body may have a square cylindrical shape. A ratio of an outer side in a hollow square cross-sectional surface of the frame body to a thickness of the frame body is set to a range of 9-12.

Abstract: An energy absorbing device having a shell comprising at least one external wall defining an internal area, wherein said internal area is further defined by one or more interior wall(s) spanning across at least a portion of said internal area, between opposing sections of said external wall(s).

Abstract: A crash box includes a body portion extending from a top edge to a bottom edge along a global z-axis (A) and having a pair of side walls disposed in spaced relationship to one another. At least one x-shaped reinforcing web extends between the side walls along a plane (P) disposed transverse to the axis (A). An extension portion is integral with the body portion and extends outwardly from one of the side walls and is disposed along the plane (P). A flange plate is also integral with the body portion and defines at least one flange plate attachment hole for securing the crash box to a frame of a vehicle.

Abstract: Apparatus for absorbing energy when impacted by a vehicle includes a backstop structure, a track extending to the backstop structure, a plurality of collapsible tubes supported by spaced independently movable supports on the track, and stabilizer structure stabilizing the supports in three planes during movement of the supports on the track and collapse of the tubes.

Abstract: The invention relates to an energy absorption device for a motor vehicle, said device comprising a structure provided so as to plastically deform under the effect of an impact of a given energy, the structure being made of a matrix of a ductile plastic material and high-tenacity fibers embedded in the matrix, the majority of the fibers having a length of between 0.1 and 10 mm, and the material comprising between 2 and 10 wt % of high-tenacity fibers.

Abstract: An energy absorbing device for a steering column assembly includes a first end configured to couple to a first component of the steering column assembly and a second end configured to couple to a second component of the steering column. An intermediate portion extends between the first end and the second end. The intermediate portion includes a curved portion having a radius and a leg portion extending between the curved portion and the second end. The leg portion includes a plurality of localized surface features to tune a collapse characteristic of the energy absorbing device and to facilitate maintaining the radius constant when a force moves the first end relative to the second end and deforms the energy absorbing device.

Abstract: A cask cushioning body includes an end-surface side member (2) in which a plurality of plates (21, 22) made of steel are formed at a distance between plate surfaces of the plates (21, 22) that face each other, and in which the plate surfaces of the plates (21, 22) are arranged along an end surface (100a) of a cask (100), and a circumferential-surface side member (3) that forms a cylindrical body (31) made of steel, one end of which is connected to a periphery of the end-surface side member (2), and that is arranged along an end-portion outer-circumferential surface (100b), wherein an impact absorber (4) that absorbs an impact by deforming is provided outside of the end-surface side member (2) and the circumferential-surface side member (3).

Abstract: An energy absorbing device including a housing having a first end and a second end longitudinally opposed from the first end, a crushing member positioned proximate the first end, a stopping member longitudinally spaced apart from the crushing member, an energy absorbing member positioned between the crushing member and the stopping member, and a linking member connected to the crushing member.

Abstract: A method of absorbing energy from a moving object upon impact, where the method includes utilizing at least two types of energy absorbing elements to absorb at least some of the energy of the impact in an energy absorbing apparatus. A first type of energy absorbing element absorbs the majority of the energy absorbed by the apparatus and subsequent types of energy absorbing elements continue to absorb energy after the first type of energy absorbing element has ceased operation and can no longer absorb energy.