Abstract: A crashbox is provided for connecting a bumper carrier and a longitudinal beam in a frame structure of a motor vehicle. The crashbox has a section that is compressible in a longitudinal direction and a first fixing element for attachment to the longitudinal beam and a second fixing element for attachment to the bumper carrier at opposite ends of the section. The first fixing element is in the form of a spigot member that is insertible into a cavity in the longitudinal beam and a support strut extends between two rigid side flanks of the spigot member through an internal cavity of the spigot member.

Abstract: The assembly is of the type comprising two pairs of front longitudinal members of a chassis of a motor vehicle and support and fixing mounting plates arranged at the front ends of the longitudinal members and comprising a front bumper shield comprising a one-piece plastics material frame consisting of an upper bumper beam and a lower bumper beam and two vertical members connecting the upper and lower bumper beams, the vertical members of the frame being configured to act as impact absorbers and fixed resting directly against the mounting plates.

Abstract: A trailer-mounted crash impact attenuator is disclosed for attachment to a host vehicle, which comprises an anti-rotational attachment system having an internal support tube and a plurality of external support tubes. The internal support tube has a connector on its front end for attachment to a suitable receptacle on the host vehicle, and the plurality of external support tubes each have an anti-rotation support pad on a their front ends. At least one of the internal support tube and the plurality of external support tubes is comprised of a telescoping construction. A backup frame is disposed on a rear end of the attachment system, and a crash attenuator unit is disposed on an axle and pair of wheels for mobility. When the crash attenuator is impacted by an errant vehicle, the anti-rotational attachment system is actuated to prevent the trailer mounted crash impact attenuator from rotating relative to the host vehicle.

Abstract: A base-plate-less crashbox is provided for absorbing impact energy, which is suitable for insertion into a corresponding support frame, in particular, a motor vehicle support frame, and has a deformable profile. The base-plate-less crashbox includes, but is not limited to at least one first chamber and a second chamber formed adjacent thereto which are each surrounded by a wall of the profile. One of the chambers is formed such as to be shorter in the direction of insertion so that the other chamber has a protruding portion which is adapted to be inserted into the corresponding support frame in order to realize a coupling between the crashbox and the support frame. The protruding portion has at least one first connecting means for connecting the protruding portion to the support frame.

Abstract: A bumper beam is fastened to a bumper beam (11) of a vehicle (13) with intermediate crash boxes (12). Each crash box comprises a left member (20) and a right member (21) formed of sheet metal, which are jointed together and have top portions (24,25) overlapping each other and bottom portions (22,23) overlapping each other to form double-sheet tabs (34,35). These tabs extend out over the top and bottom surfaces of the bumper beam and are fastened to these surfaces.

Abstract: A bumper beam (11) is fastened in two crash boxes (12). The top part and bottom part of each crash box form fastening tabs (34,35) against the top and bottom of the bumper beam (11) and each tab is fastened to the bumper beam with more than one bolt (36,37,57 58). A first hole (55) fits a first bolt (57) whereas the other hole/holes (56) permit for the bumper beam to turn a limited amount around said first bolt. Each tab is fastened to the bumper beam with more than one bolt and nut fastener (36,37,57,58). A first hole (55) fits a first bolt (57) whereas the other hole/holes (56) permit for the bumper beam to turn a limited amount around said first bolt. If a crash box is compressed in an off-set crash, the other crash box remains intact.

Abstract: A rail assembly for a motor compartment of a motor vehicle having a bumper and a deformable energy-absorbing device secured rearward of the bumper, includes a longitudinally-extending motor compartment rail operatively connected rearward of the energy absorbing device and having an inner rail member and an outer rail member configured to define a cavity therebetween. A stability enhancement member transversely spans the cavity and is secured to both the inner rail member and the outer rail member.

Abstract: A crashbox is provided for connecting a bumper carrier and a longitudinal beam in a frame structure of a motor vehicle. The crashbox has a section that is compressible in a longitudinal direction and a first fixing element for attachment to the longitudinal beam and a second fixing element for attachment to the bumper carrier at opposite ends of the section. The first fixing element is in the form of a spigot member that is insertible into a cavity in the longitudinal beam and a support strut extends between two rigid side flanks of the spigot member through an internal cavity of the spigot member.

Abstract: An automobile body reinforcement including a hollow aluminum alloy extrusion having an approximately rectangular cross-section is structured as follows: (a) a front wall, a rear wall, an upper horizontal wall, a lower horizontal wall, and an intermediate horizontal wall are provided; (b) the front and rear walls are each at least 3 mm thick; (c) the upper and lower horizontal walls divide each of the front and rear walls thereby defining upper and lower end portions of each of the front and rear walls as flange portions; and (d) the front wall has a concave portion formed in a middle portion thereof and the concave portion is connected to a front end of the intermediate wall.

Abstract: A bumper for a motor vehicle includes a cross member which is disposed transversely to a side rail of a motor vehicle frame. A crash box is incorporated between the cross member and the side rail, with set bolts being provided to join the crash box to the cross member in the absence of prepunching.

Abstract: A bumper for a motor vehicle has a cross member disposed transversely in relation to side rails of a vehicle frame and is supported on the side rails by crash boxes. The cross member includes a central longitudinal section having opposite ends, a crash box attachment section with a substantially vertical rear wall and two legs, and an end section having in cross-section a U-shaped configuration defined by two legs and a web which interconnects the legs and forms an outward-projecting bulge. The bulge is joined with the substantially vertical rear wall of the attachment section.

Abstract: A collision detection apparatus for a vehicle having a vehicle bumper, which includes a bumper reinforcement includes a chamber member, a pressure sensor, and a collision detecting device. The chamber member is provided inside the vehicle bumper at a front surface of the bumper reinforcement. The pressure sensor is configured to sense change of pressure in the chamber space. The chamber member includes a deformable part and a non-deformable part, each of which extends in a vehicle width direction. The deformable part is compressed to be deformed between the collision object and the bumper reinforcement in a case, where the collision object collides with the vehicle bumper. The non-deformable part is limited from being compressed to be deformed.

Abstract: An underrun protection arrangement for a vehicle having a frame includes an impact element arranged in a position that corresponds to an anticipated impact from a force in the event of a collision with another vehicle, and at least one energy-absorbing connecting element which connects the impact element to the frame and which is designed to be compressed in the event of the collision. The connecting element includes an outer section and an inner section which are telescopically arranged so that displacement of the outer section in relation to the inner section may occur upon the impact while energy is absorbed, the connecting element also including an energy-absorbing unit arranged to be compressed while absorbing energy during the displacement.

Abstract: Impact damping arrangement, in particular for a motor vehicle, comprising a cross member and at least one impact damper, an impact damper being positioned between the cross member and a vehicle frame for absorbing a force (FL) in the direction of the longitudinal axis of the impact damper, wherein the connection of the impact damper to the vehicle frame comprises an absorbing arrangement having at least one deformation zone to bring about the attenuation of a force introduced transversely to the longitudinal axis of the impact damper by means of a material deformation in the deformation zone. An impact damping arrangement is thus provided which absorbs an impact in the longitudinal direction of the motor vehicle as well as an impact with a force effect extending transversely to the longitudinal axis of the motor vehicle.

Abstract: A mechanical device including an elongated structural element provided for absorbing, at least in part, certain shocks by deformation. The structural element or piece has a selected right sectional profile, the profile being provided with localized alterations, shapes, and with selected respective positions for approximately satisfying a given law of deformation under the combined effort of compression in an axis of the piece and of the moment of the axis perpendicular to a plane passing through the axis. The law includes an energy absorption phase followed by a retraction of the piece.

Abstract: A front structure of a motor vehicle has a lower bumper that runs in the vehicle transverse direction, and an upper bumper arranged above the lower bumper. The lower bumper and upper bumper are supported on the vehicle structure via crash boxes. The lower bumper defines a closed hollow profile and is supported on a front-end body, in particular on a luggage compartment depression, of the motor vehicle via the associated crash boxes.

Abstract: A crash barrier device including: a body portion having at least an impact portion; and a fastening portion configured to fasten the body portion to a projecting load being carried by a vehicle; wherein the impact portion and fastening portion are configured such that the impact portion is nearer to a surface traveled on by the vehicle than the fastening portion. A system for carrying projecting loads is also provided and includes: a trailer having wheels and fastener(s) for fastening the trailer to a powered vehicle; and the crash barrier device.

Abstract: A vehicle includes a beam and fascia over the beam, and an energy absorber mounted between the beam and fascia. The energy absorber is thermoplastic and has energy-absorbing wall geometries that are forwardly facing and configured to absorb energy from a low speed impact against a pedestrian. The wall geometries having multiple wall sections defining multiple draft angles and lengths adapted to buckle at transitions of the multiple draft angles during the low speed impact, with the numbers and types of draft angles and transitions of these draft angles being varied to provide a selected amount of resistance force needed to absorb an optimal amount of energy over time during the impact. The energy absorber is tuned for optimal minimized injury to an impacted object.

Abstract: A frame rail for a vehicle that is provided between vehicle frame and the bumper of a vehicle that has a thickness that varies from the front end of the rail to the back end of the rail. The compressive strength of the rail increases from the front end of the rail to the back end of the rail. The rail is rectangular in shape and the thickness of the rail is continuously increased to improve progressive crush characteristics of the rail under an oblique loading. A rail may be provided by providing a tubular rail having a plurality of ring shaped segments that have incrementally increasing thickness. Alternatively, the rail may have a uniformly increasing thickness from the front end to the back end.

Abstract: A vehicular bumper structure includes plural load detection sensors (28, 30, 32, 34, 52) disposed at predetermined intervals in a vehicle body vertical direction between a load transmitting plate (36, 50) disposed with a bumper touch sensor and a front wall portion (20C) of a bumper reinforcement. The load transmitting plate (36, 50) is configured so as to be displaced towards a vehicle body rear side with respect to the front wall portion (20C) of the bumper reinforcement (20).

Abstract: In the press hardening process when a blank is formed and cooled in cooled tools (30,31), the tools are used as a fixture during the hardening. The tools have alternately contact surfaces (33,34) and clearances (35) in a certain area against the formed product (20-24) and the contact surfaces have an area that is less than 20% of the area. As a result, this area will be a soft zone (11) of the final product and the zone will have good dimensional accuracy.

Abstract: A vehicle having an energy-absorbing device mountable to a bumper of the vehicle is provided. The energy-absorbing device is attached to a vehicle rail having an inner rail surface and an edge surface. The energy-absorbing device defines a first crush surface interfacing with the inner rail surface. In a first embodiment, the energy-absorbing device defines a second crush surface positioned to directly interface with the edge surface of the vehicle rail in the event of an impact. The energy-absorbing device is configured to transmit load received from the impact directly to the edge surface of the vehicle rail through the second crush surface. This results in an efficient joint for the energy-absorbing device.

Abstract: A bumper absorber includes an upper leg and a lower leg, each of which extends in a longitudinal direction of an automobile, and a spanning portion. The spanning portion connects the upper leg and the lower leg, and faces an outer surface side of the bumper absorber in a longitudinal direction of the automobile. Each of the upper leg and the lower leg includes a buckling inductive portion that serves as a starting point of the buckling that is caused when the spanning portion receives an impact load. The buckling inductive portion is formed as an angular transition portion in which the angle of inclination between inner side surfaces changes. The inner side surfaces mutually face between the upper leg and the lower leg that include the buckling inductive portion.

Abstract: A vehicle having an energy-absorbing device mountable to a bumper of the vehicle is provided. The energy-absorbing device is attached to a vehicle rail having an inner rail surface and an edge surface. The energy-absorbing device defines a first crush surface interfacing with the inner rail surface. In a first embodiment, the energy-absorbing device defines a second crush surface positioned to directly interface with the edge surface of the vehicle rail in the event of an impact. The energy-absorbing device is configured to transmit load received from the impact directly to the edge surface of the vehicle rail through the second crush surface. This results in an efficient joint for the energy-absorbing device.

Abstract: An energy absorbing device includes a longitudinal extending tubular outer shell assembly tapered from a smaller end to a larger end so that upon the imposition of a longitudinal applied force on the ends thereof the tubular outer shell will collapse progressively from the smaller end toward the larger end. At least one reinforcing web is located within the tubular structure and is shorter in length than the tubular structure and has an end spaced from the one smaller end of the tubular structure that first collapses so that the web is subjected to progressive energy absorbing collapse only after the tubular outer shell assembly has begun to collapse. One or more such webs can be employed to sequentially and progressively collapse and deform to absorb the longitudinal applied force in a preferred manner.

Abstract: Embodiments of a vehicle bumper reinforcement system comprise bumper fascia configured to couple to a vehicle body and operable to deform in response to a collision, a bumper reinforcement beam operable to couple to a vehicle body at a position spaced underneath the bumper fascia, and a bumper reinforcement extension disposed on a top edge of the bumper reinforcement beam, wherein the bumper reinforcement extension extends within a portion of the spacing between the bumper reinforcement beam and the bumper fascia. The bumper fascia is configured to deform and contact the bumper reinforcement beam and the bumper reinforcement extension in response to a collision, the position of the bumper reinforcement extension below the bumper being configured to reduce the deformation distance of the bumper fascia.

Abstract: An energy management structure includes an elongated polygonal tube with at least four walls, the tube having a larger first end and a smaller second end, at least two of the walls including a longitudinally-extending channel-shaped tapered rib starting at the smaller second end and extending toward the larger first end. The ribs become shallower near the larger first end. The walls include crush initiators so that the ribs do not provide undesired strength to the tube during a longitudinal impact. A related method includes roll-forming a polygonal tubular shape with at least four walls, at least two of the walls including longitudinally-extending channel-shaped ribs, and reforming the tubular shape into a tapered polygonal shape with a larger end and a smaller end, the ribs becoming shallower as the ribs extend closer to the larger end.

Abstract: A crash box for installation between a bumper beam and a side rail of a motor vehicle includes an outer tube, and an inner tube which is held inside the outer tube, with the outer and inner tubes being movable in relation to one another. At least one of the inner and outer tubes is provided with a coat of varnish at least in a contact area between the outer pipe and the inner pipe.

Abstract: A system for absorbing energy to attenuate a force caused by an impact includes: an elongated tubular element; a fixed ring having a plurality of wedge-shaped flanges associated with the elongated tubular element; and a mobile element associated with the fixed ring. In response to movement toward the wedge-shaped flanges, the mobile element interacts with the wedge-shaped flanges, which in turn interact with the elongated tubular element so as to trigger collapse of the elongated tubular element.

Abstract: A crash attenuator for decelerating an impacting vehicle includes a first end that can be releasably secured to a vehicle, and a second end that is longitudinally spaced from the first end. The second end includes an impact member that is movable in the longitudinal direction from a pre-impact position to an impact position. At least a pair of deformable attenuator members are spaced laterally and extend longitudinally between the first and second ends. At least a portion of the attenuators are bent in a non-outboard direction when the impact member moves from the pre-impact position to the impact position.

Abstract: The present invention provides for various embodiments of a corner energy absorber. In one embodiment the corner energy absorber includes a body portion and an arm portion. The body portion comprises a top surface, a bottom surface and a front wall that extends from the top surface to the bottom surface. The corner energy absorber further includes a crush member extending from the front wall of the body portion between the top surface and the bottom surface of the body portion. In another embodiment, at least one of the body portion and the arm portion comprises an attachment feature. The invention also provides for various embodiments of a bumper system comprising a corner energy absorber connected to a bumper beam.

Abstract: A bumper structure for the front and rear area of a motor vehicle includes a bumper cross member, and a crash box placed between the cross member and an end of a side rail. At least two bolted connections, extending in upright direction of the motor vehicle and disposed in parallel relationship, are provided for detachably securing the cross member to the crash box, wherein one of the bolted connections extends through a bore to define a pivot axis of the cross member whereas the other one of the bolted connections is arranged in an oblong hole to allow a limited rotation of the cross member about the pivot axis. In this way, damage to the crash box that is distal to the impact site is prevented.

Abstract: An underrun protection arrangement for a vehicle having a frame includes an impact element arranged in a position that corresponds to an anticipated impact from a force in the event of a collision with another vehicle, and at least one energy-absorbing connecting element which connects the impact element to the frame and which is designed to be compressed in the event of the collision. The connecting element includes an outer section and an inner section which are telescopically arranged so that displacement of the outer section in relation to the inner section may occur upon the impact while energy is absorbed, the connecting element also including an energy-absorbing unit arranged to be compressed while absorbing energy during the displacement.

Abstract: A front structure for a car body that reduces time and cost to repair a car body after a collision by localizing damage in low-speed collisions to a crash box mounted in a space between a front bumper and a side member and making the car body deform always in a predetermined mode in the collisions. A front structure for a car body may include a first connecting bracket supporting the left and right rear of a front bumper, a crash box joined to the rear of the first connecting bracket, a second connecting bracket joined to the rear of the crash box, and a front side member joined to the rear of the second connecting bracket. The crash box includes an inner member and an outer member, which are curved and separated from each other, so as to extend in the longitudinal direction of the vehicle and have a closed cross section. The inner member has a plurality of bead-shaped protrusions that are formed across the inner member and longitudinally spaced from each other.

Abstract: A crash box (11,12) is positioned high relative to the bumper beam (13) on, for example, an SUV. The underside (22) of the crash box has a profiled cross-section with upper (25,26) and lower (24) longitudinal portions. At least one upward profile portion (25,26) changes to being a downward-pointing profile portion (27,28) near to the outer end of the crash box, thereby increasing the vertical extent of the crash box. The underside of the crash box may have a hat profile which at its outer end changes to an inverted hat profile.

Abstract: A pedestrian protection apparatus disposed at a front of a vehicle for protecting a pedestrian in the event of a collision between the pedestrian and a front end of the vehicle, the apparatus including: a leg sweep member which is disposed at a lower part of the front end of the vehicle so as to protrude frontward for sweeping a leg portion of the pedestrian; and a fixing mechanism which fixes the leg sweep member to a structural member of the vehicle and which releases the fixation of the leg sweep member to the structural member when an object including the pedestrian advances, by an amount that exceeds a prescribed reference amount, with respect to the vehicle in a backward direction of the vehicle from a position of the front end of the vehicle against which the object has hit upon the collision.

Abstract: A frame deformation control apparatus to be used for a frame being constructed of a plurality of sub-frames, the frame deformation control apparatus has a joint unit connecting adjoining sub-frames, the joint unit allows the adjoining sub-frames to turn around the joint unit, a detector measuring a bending moment to be added to the joint unit, and a brake unit restricting the turn around the joint unit of the adjoining sub-frames.

Abstract: A motor vehicle chassis for a motor vehicle has an adapter element to join an aluminum crashbox to a longitudinal supporting beam. To accommodate one end of the crashbox the adapter element has a pot-shaped design and introduced into the longitudinal supporting beam. Due to this the motor vehicle chassis is particularly simple to construct.

Abstract: A motor vehicle chassis for a motor vehicle with a longitudinal support beam and with a crashbox introduced into the longitudinal supporting beam, in that state when it is separated from the longitudinal supporting beam, is narrower than two opposing walls of the longitudinal supporting beam. By virtue of this the crashbox can be simply inserted into the longitudinal supporting beam. After assembly the lateral shell parts of the crashbox are pre-tensioned against the walls of the longitudinal supporting beam. By virtue of this the crashbox) is firmly joined with the longitudinal supporting beam.

Abstract: A protective structure for vehicles, comprising at least one crosspiece external lined by a bumper strip and attached to a pair of longitudinal side-rails of the chassis of a vehicle by a pair of sacrificial elements. The protective structure also comprises at least one absorption element situated in the space defined by the crosspiece, the sacrificial elements and a bottom wall of the vehicle positioned between the two-side rails.

Abstract: A forward structure of a motor vehicle, particularly of a passenger car, includes a bumper cross member and an energy absorption element, particularly a foam-type impact absorbing element, disposed in front of the bumper cross member in the driving direction. A plurality of recesses are shaped into the forward-side outer contour of the energy absorption element. To ensure optimal energy reduction while the mounting space is reduced, and thereby a best-possible protective function with respect to a leg impact, at least several of the recesses completely penetrate the energy absorption element along its entire depth, whereby a plurality of breakthroughs are arranged in the energy absorption element.

Abstract: There is provided a vehicular impact energy absorption block arrangement adapted to provide impact energy absorption at a region substantially between a first strengthening member and a second strengthening member of a road vehicle. The energy absorption block arrangement comprises one or more energy absorber blocks operable to suffer deformation, for example substantially non-elastic deformation, when subject to forces arising from an impact or crash of the vehicle, thereby at least partially absorbing the impact energy. The one or more energy absorber blocks are fabricated from expanded plastics material foam, for example expanded polypropylene plastics material foam including pores therein. The pores may be substantially opened or closed.

Abstract: A bumper to absorb energy of motion during a motor vehicle collision, comprising a bumper beam and an energy absorber with a plunger having symmetric protuberances, so that the cross section of protuberances changes along their lengths, an outer tube, and a cutter that cuts off protuberances throughout movement of a collision, where cutting force is controlled by the cross-sectional area of protuberances and provides constant deceleration with minimum force applied to a passenger cabin.

Abstract: An object of the present invention is to provide an impact absorbing member capable of reducing a load at a load reducing object portion easily and a manufacturing method thereof. The impact absorbing member includes a long impact absorbing body in which the sectional shape in the direction of a short side thereof is substantially identical throughout the entire length in the length direction and at least one load reducing hole arranged in the load reducing object portion of the impact absorbing body. Because the load reducing hole is disposed, the load on the load reducing object portion can be reduced. Further, the load on the load reducing object portion can be reduced by a relatively simple work of arranging the load reducing hole.

Abstract: A crash apparatus, in particular a crash box in a motor vehicle, has a deformation body for absorbing energy in the event of a crash, which body is assembled from two half shells having beads running transversely to the main deformation direction. The two half shells each have outwardly projecting flanges with beads also running transversely to the main deformation direction. The two half shells exclusively press against one another via the contact surfaces lying between the beads of the flanges and are connected to one another in these areas.

Abstract: Impact damping arrangement, in particular for a motor vehicle, comprising a cross member and at least one impact damper, an impact damper being positioned between the cross member and a vehicle frame for absorbing a force (FL) in the direction of the longitudinal axis of the impact damper, wherein the connection of the impact damper to the vehicle frame comprises an absorbing arrangement having at least one deformation zone to bring about the attenuation of a force introduced transversely to the longitudinal axis of the impact damper by means of a material deformation in the deformation zone. An impact damping arrangement is thus provided which absorbs an impact in the longitudinal direction of the motor vehicle as well as an impact with a force effect extending transversely to the longitudinal axis of the motor vehicle.

Abstract: A crash box consists of two U-profiles (18, 19) of sheet metal, the webs of which (21, 23 and 20, 22) overlap and are joined such that the crash box obtains a closed profile. The two joined sides (21, 23 and 20, 22) of the crash box have a number of transverse dents (26-33) with intermediate side areas (34-40) along their lengths. One web, or both webs, in one pair or in each pair of joined webs (21, 23 and 20, 22) has notches (50-54) in its edge in some of the dents (26-33) or in the intermediate areas (34-40), or both of these, as initiators of deformation.

Abstract: An automobile front body structure including a front side frame and a lower frame. A front end of the front side frame and a front end of the lower frame are arranged in parallel in the direction of the vehicle width and are connected to one another.

Abstract: A crash energy absorption member capable of reducing the initial load without provision of a crushing bead and capable of achieving a sufficient amount of shock absorption with stable buckling behavior. The crash energy absorption member is formed from a tubular body which has a length L and a polygonal transverse cross-sectional shape with 2n corners due to having 2n ridge lines (wherein n is a natural number greater than or equal to 3) and 2n surfaces partitioned by these 2n ridge lines, and which absorbs impact energy by buckling when an impact load is applied to one end in the axial direction towards the other end, characterized in that some of the 2n ridge lines only exist in a region which extends from a position spaced by a distance h in the axial direction from the one end to the other end, and if the number of the remaining ridge lines which have a length L is m, the following equations are satisfied: h?L×0.30 ??(1) 4?m?2×(n?1).

Abstract: A truck mounted attenuator (TMA) is constructed to minimize length during use in a horizontal position and height in a vertical transport position, as well as to minimize wind resistance and buffeting at highway speeds. A modular construction is employed, so that only damaged portions of the TMA can be removed and replaced in the field after a vehicle impact. The TMA comprises a plurality of outwardly curved tubular structural members which are designed to buckle upon application to the TMA of forces resulting from vehicular impact. The rigid tubes buckle at a high initial force, then proceed to crush at a lower force once the sides have buckled outwardly sufficiently to protect vehicle occupants during the critical first two feet of travel after impact. This design also provides increased protection for errant vehicles which impact the TMA device from an angle (i.e. “coffin corner” impact).