Abstract: A system for absorbing impact energy includes a container formed with a plurality of faces. An energy absorbing material is substantially contained within the container. A first elongated member has a proximate end and a distal end. The proximate end is proximate and approximately perpendicular to a first face of the container. A long axis of the first elongated member intersects the first face. A first bumper is connected to the distal end of the first elongated member. A second elongated member has a proximate end and a distal end. The proximate end is proximate and approximately perpendicular to a second face of the container. A long axis of the second elongated member intersects the second face. The second elongated member is approximately perpendicular to the first elongated member. A second bumper connected to the distal end of the second elongated member.

Abstract: A trailer mounted crash attenuation system has an impact head assembly, a bursting tubular trailer frame member, and a breakaway axle assembly. Upon impact by a vehicle, the head assembly is urged forward bursting the tubular frame of the trailer. As the impact continues, the head assembly contacts an axle accelerator rod which results in the disengagement of the axle, trailer tire, and fenders from the trailer frame member. Impact energy is dissipated by the controlled deceleration of the vehicle as it moves forward through the attenuator system.

Abstract: A vehicle body reinforcement device comprises an elongated shape with its middle portion comprising a hydraulic damper that produces a damping force against longitudinal deformation. Two vehicle body reinforcement devices may be mounted in a longitudinal manner to a vehicle body frame with a lateral space being defined between the two devices. Both ends of each of the vehicle body reinforcement devices can be removably attached from outside of the vehicle to positions that are exposed outside of the passenger compartment and below the vehicle body.

Abstract: A front structure for a vehicle comprises a power unit mounted at a front end of the vehicle, a steering gear box provided in front of or behind the power unit in the vehicle, and a suspension member supporting the steering gear box, the steering gear box being situated at a bottom surface of the suspension member so as to move beneath the power unit when the front end of the vehicle is deformed due to a frontal collision.

Abstract: A frame for a heavy-duty vehicle includes a pail of spaced-apart, parallel, elongated, and longitudinally-extending main members. At least a pair of transverse cross members extend between and are attached to the main members, and each one of at least a pair of hangers is attached to and depends from a respective one of the main members and/or the cross members. A component is disposed between each one of the hangers and its respective main member, or alternatively is incorporated into the hangers, for absorbing the energy that is created by an extreme event during vehicle operation, to reduce the possibility of damage to the main members and/or the cross members caused by movement of at least one of the hangers during the extreme event.

Abstract: A motorcycle includes a guard frame provided near an upper portion of a vehicle body of the motorcycle that is arranged to reduce or prevent damage to the components of the motorcycle in the event of an overturn of the motorcycle. The guard frame includes a pair of guard frame rails, each rail extending in a longitudinal direction of the vehicle body. A connecting portion connects the rear end portions of the rails. The front end portion of each rail is fixed to a body frame of the motorcycle. The connecting portion is supported by the body frame for pivotal movement about a pivot axis. The rails have a normal bow shape that projects outwardly. In some arrangements, an intermediate portion of each rail is formed of a material having lower rigidity than a material of the front and rear end portions of the rail.

Abstract: A front end portion of a side member functions as a crumple zone during a collision with another vehicle or the like. A radiator support is attached via a bracket to this crumple zone. When another vehicle or the like collides with the side member, the radiator support separates from the side member. When another vehicle or the like collides with the radiator support, external force applied in the rear direction to the radiator support is transmitted to the side member.

Abstract: A gas tank is protected by absorbing collision energy with the entirety of a rear portion of a vehicle without using a reinforcement member. This reduces weight and cost. Rear-side tank frame supports the tank at a position below rear side member. The front portion of rear-side tank frame is secured on rear side member, while the rear portion is directly or indirectly secured on rear side member. A torsion beam is arranged ahead of rear-side tank frame with respect to the vehicle body. When an input load is exerted at a rear end portion of the rear side member and a rear end portion of rear-side tank frame toward the front of the vehicle, rear side member is folded to a V-shape, upward with respect to the vehicle body. Rear-side tank frame collides with torsion beam, and the front portion of rear-side tank frame is pushed upward along with rear side member with respect to the vehicle body.

Abstract: A deflector device for motor vehicles, the front part of the chassis which comprises a left-hand and right-hand longitudinal beam, arranged before a front wheel and configured by a deflector that projects from the longitudinal beam in a substantially horizontal manner and backward at an angle to protect said front wheel in the case of a collision. The deflector device prevents the vehicles from being caught and being pushed off the road in the event of a partially overlapping frontal collision. The deflector device comprises a deflection element which can be longitudinally displaced from a rest position to an operational position, said deflection element consisting of a slider guided on or in the deflector and a forward-facing shoulder.

Abstract: A hollow extruded frame formed by extruding a light alloy. The frame is formed from a peripheral wall part which, in a cross-section perpendicular to a longitudinal direction of the frame, has a short axis and a long axis. A plurality of confluent parts positioned so as to be symmetrical with respect to the short axis is formed on an inner side of the peripheral wall part or on the peripheral wall part. Three wall parts extend radially at equal angles of 120° from the confluent parts.

Abstract: An engine support structure improves energy absorbing efficiency at the vehicle body frame in relation to impact input from the vehicle front to rear direction. The support structure includes a vehicle body frame having front frame side members extending in the front to rear direction of the vehicle, a sub-frame disposed below the vehicle body frame and that supports the engine, and connecting members that connect the front frame side members and sub-frame. A suspension device for an automobile prevents insecure tightening. A support member which connects a body vehicle side member and sub-frame is provided with an outer tubular member connected to the sub-frame and that extends in the upper to lower direction, an inner tubular member mated into the upper portion of outer tubular member, and an insulator mated into inner tubular member and whose length in the upper to lower direction is shorter than outer tubular member.

Abstract: A vehicle rear body structure includes a support frame of generally rectangular shape attached to side frames of a vehicle body from below for supporting thereon a vehicle part including a fuel tank. The support frame is connected at a front end thereof to floor frames disposed inwardly of the side frames and extending along front parts of the side frames and, at a rear end thereof, to rear frames forming rear parts of the side frames.

Abstract: An energy-absorbing hood assembly for a vehicle includes an inner layer operatively secured to an upper layer having a first interface surface. The inner layer has opposing first and second surfaces defining a sinusoidal profile that is oriented to extend from the forward end of the vehicle towards the rearward end of the vehicle. The sinusoidal profile includes varying amplitudes and wavelengths along different regions of the hood assembly. The amplitudes and wavelengths are individually configured to provide regionally distinct predetermined levels of absorption and attenuation of kinetic energy imparted to the hood assembly by an object upon impact therebetween. Preferably, the hood assembly also includes a lower layer having a second interface surface; wherein the inner layer has a plurality of bonding surfaces attached to the first and second interface surfaces to thereby define a plurality of laterally oriented channels.

Abstract: A vehicle front body structure which includes: a longitudinal structural member provided at a front end thereof with a bracket which has a portion projecting downward from a lower side face of the longitudinal structural member; a transverse member connected to the longitudinal structural member at the bracket thereof; and a suspension member mounted to the longitudinal structural member with a front portion thereof fixed to the lower side face of the longitudinal structural member at a position in the vicinity of a rear side face of the downward projecting portion of the bracket.

Abstract: A system for clearing crush space in an automotive vehicle, the system including a vehicle having a passenger compartment, an impact displaced component assembled to the vehicle in a spaced relationship to the passenger compartment, an intervening component mounted on the vehicle between the passenger compartment and the impact displaced component, an active component secured to the vehicle in close proximity to the intervening component, a controller mounted on the vehicle, the controller activating the active component when the vehicle is involved in a collision, and the active component causing the intervening component to move when the active component is activated wherein crush space for movement of the impact displaced component is at least partially cleared in the event of a collision.

Abstract: In this vehicle body strength control apparatus, a control unit estimates the collision energy that will be generated when a host vehicle collides or makes contact with another object based on various signals input from an external sensor and from a vehicle quantity of state sensor. At a point in time when it is determined that there is a possibility of a collision or of contact occurring between the host vehicle and another object, or, alternatively, at the point in time when a collision or contact between the host vehicle and another object is actually detected, actuators are driven in a strength mode that corresponds to the strength that it is considered is required by a strength varying device for the previously estimated collision energy to be absorbed.

Abstract: A vehicle end structure comprises a pair of side frame members disposed at a longitudinal end portion adjacent to a cabin and a suspension support member disposed below the side frame members in a portion adjacent to the cabin. A pair of pressure receiving members is provided that are fixedly coupled to the suspension support member and extend toward a longitudinal end of the vehicle in direction substantially parallel to the side frame members. Thus, the vehicle end structure is configured and arranged to minimize the influence on the cabin even when collision energy is inputted from the longitudinal end of the vehicle.

Abstract: A hollow extruded frame formed by extruding a light alloy. The frame is formed from a peripheral wall part which, in a cross-section perpendicular to a longitudinal direction of the frame, has a short axis and a long axis. A plurality of confluent parts positioned so as to be symmetrical with respect to the short axis is formed on an inner side of the peripheral wall part or on the peripheral wall part. Three wall parts extend radially at equal angles of 120° from the confluent parts.

Abstract: Front vehicle body structure includes left and right front side frames, a subframe provided on the undersides of the side frames, and left and right mounting brackets for connecting the side frames and subframe. Engine-transmission unit is mounted on the subframe. Respective rear half portions of the side frames extend toward the rear of the vehicle body while gradually approaching the centerline of the vehicle body. Left and right mounting brackets are provided, on the respective rear half portions, to project toward the centerline. The left and right mounting brackets are detachably connected to the subframe. When an impact load greater than a predetermined intensity has been applied, the left and right mounting brackets are detached from the subframe and then squashed by the engine-transmission unit while effectively absorbing the impact.

Abstract: A vehicle front body structure includes a hollow front side frame of closed cross-sectional structure having a wheel relief portion having a horizontal width reducing to allow swivel movement of a front wheel of the vehicle. The wheel relief portion has a pair of reinforcement beads extending in a longitudinal direction of the vehicle and projecting from an outer sidewall and an inner sidewall, respectively, of the front side frame into an internal space of the hollow front side frame. The reinforcement beads have top surfaces being in abutment with each other and firmly fixed together.

Abstract: A vehicle frame structure provides a large protected cavity. Lateral energy management zones absorb impact energy on the sides of the protected cavity, and forward and rearward energy management zones absorb impact energy forward and rearward of the protected cavity. In an exemplary embodiment, the frame is characterized by dual load paths along the protected cavity and by graduated front and rear energy management zones.

Abstract: A road vehicle 10A with a bonnet or engine compartment 14A and engine 32A is provided with pedestrian protection structure 42. This is formed by first assessing the structure of the vehicle 10A to determine the ability of the structure to provide at least partial absorption of a pre-defined impact to the vehicle (such as a simulated head or leg impact). The additional structure 42 is mounted on the vehicle 10A to provide partial absorption of the initial impact, at least sufficient for the vehicle structure to absorb any remaining energy of impact.

Abstract: A vehicle front body structure includes an upper member extending from the lower end of a front pillar in a forward direction of a vehicle body and disposed outward a front side frame in a transverse direction of the vehicle body. The upper member has a substantially rectilinear configuration and is arranged to slope upward in a rearward direction of the vehicle body so that a load applied to a front end portion of the upper member can be born by the front pillar.

Abstract: In a subframe structure at a lower front portion of a vehicle, the subframe structure includes a load input portion arranged between a front end of a side frame and a bumper beam, a load introducing portion extending rearwardly downward from the load input portion, and a body portion extending rearward from the load introducing portion. The load input portion, the load introducing portion and the body portion are continuously provided.

Abstract: A collapsible pedal box for an automobile is designed to collapse in the case of a frontal impact of the automobile, to reduce the risk of trapping the driver's feet. One or more pedals (13) are supported on a pivot shaft which is supported at its ends by pivot shaft supports (15,17) locked with respect to the side walls (1,3) of the pedal box that they are prevented from moving outwardly along an axis of the pivot shaft. Relative movement between the pedal box and another structural member within the driver's compartment in the case of a front-end impact causes first the unlocking and then the movement apart of the pivot shaft supports (15,17), and release of the pivot shaft and pedal assembly.

Abstract: A vehicle body assembly including a portion that is subject to deformation during vehicle impact events includes a body component, and at least one deformation control plate carried by the vehicle body assembly to engage the body component and inhibit deformation of the body component beyond a threshold amount. The deformation control plate is arranged to engage with the frame component only when the frame component is deformed beyond a first amount. Further deformation of the frame component bends or otherwise deforms the deformation control plate which provides a force resisting further deformation of the frame component and also dissipates the kinetic impact energy away from the deforming area of the frame component.

Abstract: An apparatus for controlling the rigidity of vehicle body according to the present invention comprises a controller for controlling a buckling form, which controls the buckling form by adding to a member to be inputted to a collision load a lateral force in the direction substantially perpendicular to the member.

Abstract: A chassis auxiliary-frame arrangement on a preferably self-supporting vehicle body is designed for improving the safety in a crash in such a manner that, in a frontal impact of the vehicle, the deformation zones of the vehicle body can be adequately and uniformly deformed without interference from the chassis auxiliary frame in order thereby to achieve a greater effective crash length of the deformation zones of the body. For this purpose, the chassis auxiliary-frame has devices for fastening it to the vehicle body, which devices, during a frontal impact of the vehicle, are completely detached above a certain degree of deformation of the deformation zones of the body, the chassis auxiliary-frame is therefore completely decoupled from the body and is pushed under the passenger cell 9 by means of a ramp.

Abstract: The present invention provides a torsion attenuator for a vehicle frame having first and second longitudinal frame rails extending substantially parallel to a longitudinal axis. A torsion attenuator in accordance with one embodiment of the present invention includes first and second brackets coupled to the first and second frame rails, respectively. The torsion attenuator further includes a cable coupled at a first end to the first bracket, and coupled at a second end to the second bracket. A torsion attenuator in accordance with the present invention provides that the torsional loads are distributed to the frame rail system, rather than to the individual rails. Such a torsion attenuator may be especially advantageous in suspension systems that employ air springs.

Abstract: A structure for mounting an engine for a vehicle which includes: a supporting member for supporting the engine on a front side thereof, leaving a space between the engine and the supporting member; and an auxiliary equipment disposed in the space, wherein the supporting member has a strength against a load applied thereto in a longitudinal direction of the vehicle less than that of the auxiliary equipment.

Abstract: In a vehicle frame, a console frame structure is assembled to a chassis or main frame structure using a flap retainer. The chassis includes a bracket having a slot with a forward closed end and a rear open end. The console frame structure includes a post that is inserted into the slot for assembly. A flap retainer is attached to the bracket adjacent the slot and includes a fixed portion attached near the closed end and a free portion adjacent the open end. The flap retainer defines an opening sized and shaped for receiving the post. During assembly, the flap retainer flexes so that the free portion is spaced apart from the open end of the slot to allow the post to be inserted. The flap retainer returns to a retaining position to capture the post within the opening of the flap retainer. In the event of a vehicle impact, the flap retainer secures the post to prevent the console frame structure from becoming dislodged.

Abstract: A vehicle front body structure includes a pair of front side frames each of which has, at a rear portion thereof, an easily deformable portion that is easily deformable during a collision, a support frame for mounting a unit box thereon, which has a pair of rear legs that are fixed to the easily deformable portions of the pair of front side frames, and a pair of front legs that are fixed to portions of the pair of front side frames, the portions being located in the front as viewed from the easily deformable portions. Displacement allowing spaces for allowing displacement of the unit box during a collision are provided near side portions of the unit box adjacent to the rear legs.

Abstract: An arrangement structure for a fuel cell system in a vehicle including a fuel cell box which holds a fuel cell, a sub-frame which holds a fuel gas tank, and a fuel gas dilution box. The sub-frame is placed so as to be aligned with the fuel cell box, and the fuel gas dilution box is disposed between the fuel cell and the sub-frame.

Abstract: A seat mounting structure is disclosed for reducing injury to vehicle occupants in side impact collisions. The seat mounting structure may include an inflation module, a linkage system, a sensor system, and a side airbag. The inflation module may include an inflatable structure and inflator or a piston device. The linkage system attaches the seat mounting structure to a seat and may help guide the movement of the seat. The sensor system may include a radar sensor and an optical sensor to help the sensor system anticipate an impending side impact. The seat mounting structure mitigates injury to the occupant by moving the occupant vertically up and laterally toward a centerline of the vehicle, thus increasing the space between the sidewall of the vehicle and the occupant. Additionally, the inflation module may comprise an inflatable structure that stiffens a floor structure of the vehicle upon inflation.

Abstract: There is provided a rearward displacement prevention mechanism for a control pedal, which is constructed such that a front end of a pedal bracket supporting a control pedal such that the control pedal is capable of pivoting is connected to a vehicle compartment side of a dash panel that separates an engine room and a vehicle compartment from each other, a rear end of the pedal bracket is mounted on a cowl top panel disposed at the upper side of the dash panel via a releasing mechanism, and a regulating device is provided in the vehicle compartment to be opposed to the cowl top panel. With this arrangement, the pedal bracket can be surely released by operation of the releasing mechanism even in the case where the cowl top panel and the dash panel are moved rearward at the same time.

Abstract: An adaptive collision load path modification system (10) for a vehicle (12) includes multiple object detection sensors (14) that generate object detection signals. The system (10) may include a structural stiffness-adjusting device (46), which is coupled within a frame rail (58, 62) of the vehicle (12), and in addition or alternatively a tire deflation apparatus (48). A controller (18) is coupled to the object detection sensors (14) and through use of the structural stiffness-adjusting device (46) or the tire deflation apparatus (48) adjusts collision load paths of the vehicle (12) in response to the object detection signals. In so doing, the controller (18) may activate the structural stiffness-adjusting device (46) and deflate a tire (76) of the vehicle (12).

Abstract: A power train support apparatus supports a power train which is adapted to be dropped with a load greater than or equal to a given value thereof applied substantially in a fore-and-aft direction of a vehicular body. The power train support apparatus includes: a support bracket mounted to the power train. The support bracket includes an upper connection at least which is suspended with a support member of the vehicular body. The support bracket is formed with a breakable portion which is breakable with a load greater than or equal to a given value thereof applied substantially downward from the upper connection.

Abstract: A vehicle body end structure has a longitudinal frame member connected to a transverse frame member by curved parts to disperse the load when the vehicle undergoes an end (rear or front) collision. In particular, wedge-shaped open spaces exist between the interior surfaces of the transverse frame member and the corresponding wall surfaces of the curved parts that face the interior surfaces. Consequently, when the vehicle undergoes an end collision, the inward collapsing of the transverse frame member causes the curved parts to gradually undergo bending deformation while being folded over such that the curved parts touch against the transverse frame member. Deformation control structures are provided on the curved parts to prevent localized stress concentration from occurring and enable the curved parts to deform in a stable manner. Thus, the curved parts are prevented from undergoing acute bending and the input load is absorbed more efficiently.

Abstract: The invention capitalizes upon the absence of an engine compartment forward of the passenger compartment in the vehicle body and provides a frontal impact energy dissipation compartment forward of the passenger compartment. The frontal impact energy dissipation compartment is filled with an energy absorption structure, such as an aluminum honeycomb structure. Alternatively, a bulkhead member extends across the vehicle at the forward end of the passenger compartment to enhance structural integrity of the forward end of the vehicle. The bulkhead member may be integrated with air flow systems, cross-car structural support, safety airbags, slidable driver interface, speakers, etc.

Abstract: A subframe 1 is mounted on a vehicle body (body side frame 2) through mounts (subframe mounts B1–B6) with elastic bodies (rubber members 6, 7, 11), at two points located on both sides in lateral directions of a front portion of the subframe, at two points located on both sides in lateral directions of a middle portion thereof near a location where a suspension link is attached to the subframe 1, and at two points located on both sides in lateral directions of a rear portion thereof. The mounts at the points located on the both sides in lateral directions of the middle portion of the subframe each have a fracture stress upon crash smaller than that which the mounts at the points located on the both sides in lateral directions of at least one of the front and rear portions of the subframe 1 have. This subframe mount structure serves to mitigate damage of a passenger caused on collision of the vehicle to protect the passenger.

Abstract: A front body structure includes a front-wheel movement promoting mechanism arranged between a front wheel (22) and a suspension member (19) that promotes a backward movement of the front wheel (22) when a collision load (F1) is applied to the front wheel (22) while being accompanied with a backward deformation of the outer end (12a) of a bumper reinforcement (12). The front-wheel movement promoting mechanism may be a notch (35) formed in the suspension member (19) to allow the front wheel (22) to move backward in early stages of the collision. Then, the front wheel (22) interferes with an outrigger (15) and a side sill (14), preventing a vehicle cabin from being deformed.

Abstract: A vehicle front body structure includes a side-member front area 11F inclined outwardly in the width direction of a vehicle as directing ahead of the vehicle, a strength control mechanism C provided in the side-member front area 11F, a sub-side member 20 extending from the vicinity of a continuous base of the side-member front area 11F toward the front of the vehicle, substantially straight to an extension of a side-member rear area 11R. The front end of the sub-side member 20 is connected with the rear face of a bumper reinforcement 12. The sub-side member 20 is provided with a deformation-mode control mechanism D that allows the sub-side member 20 to be deformed inwardly in the width direction of the vehicle due to a collision input and interferes with a power unit P, forming an impact load transfer mechanism B.

Abstract: A vehicle body front section structure is provided with longitudinal frame members that are connected by curved parts to the back surface of a widthwise frame member to disperse the load when the vehicle undergoes a front collision. In particular, wedge-shaped open spaces exist between the back surface of the widthwise frame member and the wall surface of the curved part of each longitudinal frame member that faces the back surface. Consequently, when the vehicle undergoes a front collision, the rearward collapsing of the widthwise frame member causes the curved part to gradually undergo bending deformation while being folded over in such a manner that the wall surface thereof that faces the back surface touches against the back surface.

Abstract: An axle support for a front axle of a motor vehicle, a stabilizer is disposed on the front side which can be fixed by holding elements. Each holding element is constructed for fastening the stabilizer and is simultaneously used as a so-called crash support which has a protective and energy-absorbing effect in the event of an impact.

Abstract: A chassis having systems responsive to nonmechanical control signals and a simplified body-attachment interface includes regions optimized for energy absorption from an impact to the chassis periphery. A structural frame defines open spaces within which chassis systems are positioned. Material configured to absorb energy from an impact to the chassis periphery is located between the chassis periphery and the open spaces.

Abstract: An engine hood for motor vehicles possesses a deformable head impact zone for the protection of pedestrians in the event of a collision with the motor vehicle. The engine hood is composed of two or more load-bearing shells and has a flexural strength profile which is low adjacent the edges and increases continuously toward the middle of the hood. At the same time, the engine hood has a uniform mass distribution ovcr the entire surface. Consequently, irrespective of the position the engine hood, the same characteristic for the head impact is achieved everywhere. The advantageous embodiment of the engine hood provides a reinforcing panel with regularly arranged beads, at most three beads forming a junction point so as to reduce local rigidities.

Abstract: An impact absorbing structure for a vehicle body is provided with a pair of front side members extending in a longitudinal direction of a vehicle body, at vicinities of both ends of the vehicle body in a widthwise direction of the vehicle body, an engine room defined between the pair of front side members to allow an engine unit to be located therein, and a pair of engine attaching portions each of which is disposed on corresponding one of the pair of front side members, at an area facing the engine room. Each of the pair of engine attaching portions includes an engine mount to which the engine unit is connected, an engine mount bracket connected to the engine mount, and an engine mount bracket support intervened between the engine mount bracket and corresponding one of the pair of front side members to support the engine mount bracket.

Abstract: There is disclosed a reinforced structural assembly and a method of using the assembly for reinforcing components of an automotive vehicle. The assembly generally includes a first member and a second member with a reinforcement material intermediate the first and second member. According to the method, the assembly is placed in a cavity of an automotive vehicle and the reinforcement material is expanded to promote connection between the first member and a surface defining the cavity and to promote connection between the second member and another surface defining the cavity.

Abstract: A vehicle front structure includes a side member to be placed to extend in the longitudinal direction of a vehicle. The side member includes a support portion to support a power unit at a support point, and a weak section which is formed on the front side of the support point toward the front of the vehicle, and which is weakened in an upper side and lateral sides of the side member with respect to a lower side of the side member.

Abstract: A rear suspension connecting structure located under the floor of a vehicle wherein one horizontal reinforcement member is employed at an inner side of the rear floor side member. A weld pipe, for receiving an entire shank of a bolt, is coupled to an upper side of the reinforcement, and the weld pipe is coupled to a vertical bulkhead coupled along the width of the reinforcement.