Abstract: A vehicle having a body structure defining a window opening, the window opening at least partially framed by a window sash defining a sash channel in communication with the window opening; a laminated window panel movable within the window opening along a plane of the window opening; and a retaining structure located between the window sash and the window panel and configured to retentively engage the window panel in the presence of a transverse force on the window panel even if the window panel has become slack.

Abstract: An energy absorber for improving passenger safety in a vehicle during an impact to the vehicle, the energy absorber comprising a hollow body having a base defining a proximal end of the body, the base being configured to affix the body to a portion of the vehicle, the body further including a sidewall extending from the base and terminating in a distal end of the body, the sidewall having an interior surface and an exterior surface, the interior surface including a portion defining an interior step transition, the exterior surface including a portion defining an exterior step transition, the interior and exterior step transitions being provided at locations axially offset from each other along the sidewall.

Abstract: A protective device for an onboard electronic equipment includes a vehicle body reinforcing member that is arranged around the electronic equipment, and of which each end is fastened to an onboard fixed member, and in which force required to unfasten one end is less than force required to unfasten the other end, and a protective member that is mounted to a facing surface of the electronic equipment that faces the vehicle body reinforcing member such that, when the electronic equipment moves to the vehicle body reinforcing member side due to receiving force from a side of a vehicle body, the protective member will contact the vehicle body reinforcing member before the electronic equipment does.

Abstract: A vehicle capable of dissipating explosion force and energy caused due to explosion of an explosive including but not limiting to mine and/or grenade under the vehicle, below the wheels, and/or on side of the vehicle with minimal effect on the personnel and material inside the vehicle, and thereby, capable of providing safety and stability to the personnel and material inside the vehicle even if vehicle is made from armor of low thickness is provided, wherein blast air force and energy is directed through one or more passages (7, 8, 9) running from one side of the vehicle to opposite side of the vehicle in a manner that blast air force and energy generated on explosion dissipates from side of the explosion through said passages to another side of the vehicle. In one embodiment, the vehicle further comprises a periscope like structure (21) and corrugated sheet (31, 32, 33).

Abstract: Systems for mounting a windshield to a vehicle are described. In one example, an apparatus configured to a mount a windshield to a vehicle is disclosed. The apparatus includes a foam configured to be positioned between the windshield and a frame of the vehicle along at least three sides of an interior perimeter of the windshield. The apparatus also includes one or more rigid components configured to compress the foam when the windshield is deformed. The one or more rigid components may be positioned at least partially within the foam. The apparatus further includes an attachment component configured to attach the foam to the frame of the vehicle.

Abstract: An outer panel for a pillar of a vehicle includes a central portion, flanges at opposite sides thereof for bonding to an inner panel, and opposite side portions between the central portion and the flange portions in a transverse sectional shape, wherein each of the side portions located at opposite sides of the central portion has a collision energy absorbing section having a thickness that is smaller than that of the central portion.

Abstract: An energy-absorber device is mountable to a component of a vehicle, such as an engine cradle. The energy absorber device includes an elongated first member and an elongated second member. The first member has a first pair of aligned apertures at least partially defined by and extending through first and second side walls of the first member. The second member has a second pair of aligned apertures at least partially defined by and extending through first and second side walls of the second member. The first member is attached to the second member with the side walls of the first member at least partially overlapping the side walls of the second member, with a base of the first member positioned opposite a base of the second member. Aligned pairs of apertures function as deformation initiation features when a predetermined force in a longitudinal direction is applied to the first ends.

Abstract: A strengthening member for an automotive vehicle comprises a twelve-cornered cross section including sides and corners creating internal angles and external angles. To facilitate a connection between the strengthening member and the automotive component, one of the strengthening member and the automotive component may transition from the twelve-cornered cross section at a first end of the strengthening member to a four-cornered cross section at a second end of the strengthening member. An automotive assembly may include a strengthening member connected to an automotive component via a separate bridge connection member.

Abstract: A method of extruding a component includes: creating a first design of a component, wherein in the first design the component comprises a member and is configured for an implementation; adding at least one radial fin to the member in the first design, the member and the radial fins being a second design of the component; extruding a piece that conforms to the second design and has at least one extruded radial fin; and altering the extruded radial fin on the extruded piece, the alteration adding or enhancing a structural property of the component in the implementation.

Abstract: The invention relates to a crash structure (10a, 10b, 10c, 10d, 10e, 10f) for a motor vehicle, having a crash element (12a, 12b, 12c, 12d, 12e, 12f), which is made at least partially of a fiber composite material, and a support unit (16a, 16b, 16c, 16d, 16e, 16f) having at least one support element (14a, 14.1b, 14.2b, 14c, 14d, 14e, 14f) and being connectable to a load-bearing structure (18) of the motor vehicle. According to the invention, the crash element (12a, 12b, 12c, 12d, 12e, 12f) is made of an undulated component with waves (22) in the vehicle longitudinal direction (20) and an end region (24) which is supported on the load-bearing structure (18) of the motor vehicle at least via the at least one support element (14a, 14.1b, 14.2b, 14c, 14d, 14e, 14f) of the support unit (16a, 16b, 16c, 16d, 16e, 16f) in the vehicle transverse direction (26).

Abstract: A fender bracket includes a composite structure having a first flange to operatively connect to a fender, a second flange to operatively connect to a vehicle body structure, and a web connecting the first flange and the second flange. At least one actuator is positioned in at least a portion of the web. The at least one actuator is selected from a piezoelectric actuator, an active material actuator, and a pyrotechnic actuator. The at least one actuator is to cause a fracture or buckling of the web in response to an activation signal.

Abstract: A vehicle hood assembly includes a first panel member, a second panel member, and a third panel member disposed between the first panel member and the second panel member. The third panel member includes a corrugated body. The third panel member defines a plurality of panel perforations extending through the corrugated body in order to attenuate kinetic energy imparted to the hood assembly.

Abstract: A body component, in particular a B-pillar, of a motor vehicle and method for producing same is disclosed. The body component includes a basic element and a multi-layered reinforcement element with at least two reinforcement element layers. The method includes positioning a first reinforcement element layer on the basic element, positioning a further reinforcement element layer on a side of the first reinforcement element layer facing away from the basic element, and materially joined connecting of the first reinforcement element layer to the basic element and the further reinforcement element layer.

Abstract: A method of creating a bend in a construction component for use in a transportation vehicle. The method comprises providing a plurality of cuts in the construction component so as to create a region of increased flexibility in the construction component. The method further comprises bending the construction component in the region of increased flexibility so as to cause the construction component to acquire a bent shape, and then rigidifying the construction component in the region of increased flexibility so as to cause said construction component to maintain the acquired bent shape.

Abstract: There is provided a vehicle body structure that can improve collision performance at the time of a rear collision. The vehicle body structure includes first and second crash boxes that are provided at rear ends of rear side members. Further, the second crash boxes are disposed at positions different from the positions of the first crash boxes in a vertical direction of the vehicle. The second crash boxes, which are disposed at the positions different from the positions of the first crash boxes, can absorb a load applied from bumper reinforcement of another vehicle. Since a load at the time of a rear collision is absorbed by the second crash boxes, it is possible to suppress the deformation of a trunk that is provided at the rear portion of a vehicle body.

Abstract: An automotive vehicle fascia assembly is provided. The fascia assembly includes a bumper cover and an impact sensor assembly attached to, without mechanically fastening, the bumper cover. The sensor assembly includes a housing configured to selectively rotate from a first position to a second position, a sensor disposed within the housing, and a wall preventing access to the sensor when the housing is in the first position. The sensor is accessible when the housing is in the second position.

Abstract: A polymeric crash box (10) for a motor vehicle, having a first open frontal extremity (12) and a second rear extremity (14), and besides it includes a substantially alveolar structure (20) having a plurality of channels (30) realized in just one piece which extends internally to the polymeric crash box (10), besides each channel (30) being internally tapered towards the second rear extremity (14). The substantially alveolar structure (20) includes a second plurality of channels (40) realized in just one piece with the plurality of channels (30), besides each channel (40) being internally tapered towards the first open frontal extremity (12). Besides each channel (40) internally tapered towards the first open frontal extremity (12) it is surrounded by channels (30) internally tapered towards the second rear extremity (14).

Abstract: A vehicle body structure is proved that basically includes a pair of side frame members and a pair of suspension support members. The side frame members extend in a longitudinal direction of the vehicle body structure and are configured to absorb energy imparted during a collision in the longitudinal direction of the vehicle body structure by undergoing an axial collapse. The suspension support members are arranged parallel to the side frame members. The suspension support members serve to support a suspension link member, and are configured to bend during the collision. Each of the suspension support members includes a rotation inducing structure that is configured to induce a bending rotation of the suspension support members during the collision upon an imparted load input from the collision being equal to or larger than a predetermined value.

Abstract: An automotive vehicle fascia assembly is provided. The fascia assembly includes a bumper cover and an impact sensor assembly attached to, without mechanically fastening, the bumper cover. The impact sensor assembly includes a housing, a sensor disposed within the housing, and a planar tab bonded to the bumper cover. The impact sensor assembly is spaced away from the bumper cover a distance no greater than a thickness of the planar tab.

Abstract: An energy-absorber device is mountable to a component of a vehicle, such as an engine cradle. The energy absorber device includes an elongated first member and an elongated second member. The first member has a first pair of aligned apertures at least partially defined by and extending through first and second side walls of the first member. The second member has a second pair of aligned apertures at least partially defined by and extending through first and second side walls of the second member. The first member is attached to the second member with the side walls of the first member at least partially overlapping the side walls of the second member, with a base of the first member positioned opposite a base of the second member. Aligned pairs of apertures function as deformation initiation features when a predetermined force in a longitudinal direction is applied to the first ends.

Abstract: The invention relates to a crash structure having adjustable rigidity for a deformation element for a vehicle, wherein the crash structure comprises a continuously adjustable rigidity, in that at least one blocking element (SR) moves in a plane rotated by an angle relative to the vehicle longitudinal axis with respect to a profile (MW), so that the rigidity is adjusted by a position of the at least one blocking element reached by the motion.

Abstract: A door hooking arrangement for a motor vehicle for protecting against an impact on a vehicle door (1) including a catch hook (5) and a receiver (6) for the catch hook (5), the catch hook (5) and receiver (6) being correspondingly arranged on the vehicle door (1) and a door frame (4) in the vehicle. The catch hook (5) includes at least one barb (9). Thus, with plastic deformation of the vehicle door, the catch hook (5) is hooked very firmly in the receiver (6).

Abstract: A vehicle cabin body structure a side sill, a floor fixedly attached to the side sill, a dash wall and an inner reinforcing bracket. The dash wall is fixedly being attached to the side sill and the floor at least partially defining a passenger compartment of a vehicle. The inner reinforcing bracket has a sill attachment section attached to an inboard surface of the side sill, a dash wall attachment section attached to an interior surface of the dash wall and a floor attachment section attached to an upper surface the floor.

Abstract: A structural body of a vehicle can comprises: a hollow metal component comprising walls that define a channel, wherein the metal component has a metal component length, and wherein the metal component is selected from the group consisting of beam, rail, pillar, chassis, floor rocker, and cross-bar, combinations comprising at least one of the foregoing; and a plastic-metal hybrid reinforcement having a cavities therethrough, and a metal support having greater than or equal to 3 walls forming a support channel. The plastic element is located in the support channel wherein the reinforcement is located in the component channel.

Abstract: The invention relates to a vehicle, notably a motor vehicle, chassis frame side rail made up of two section pieces of U-shaped cross section, welded together by longitudinal connecting tabs juxtaposed contiguously and more or less perpendicularly extending the ends of the branches of the U, in which each section piece has, between each of the tabs and the branches of the U that it extends, a joining area that forms two separate longitudinal plastic hinges that deform if the side rail is deformed by longitudinal compression so as to keep the welded joint between the tabs intact.

Abstract: A vehicle visor assembly having a visor which includes a first end pivotally coupled with a header, an intermediate portion, and a second end. A retention check is coupled with the header about a fastener. The retention check includes an outward protruding member for retaining the second end of the visor. A perforation is disposed between the member and the fastener and it is configured to fracture when the member receives an impact force.

Abstract: A system for controlling displacement of a vulnerable component in connection with an impact event at the system. The system includes a frame structure, the vulnerable component, and a composite crush member (a) connected to the frame structure and the vulnerable component, forming a first close connection between the composite crush member and the vulnerable component and a second close connection between the composite crush member and the frame structure, (b) comprises primarily a polymer composite and is configured, and (c) is arranged in the system to fail in a predetermined manner in response to the impact event. The system also includes a retention feature configured and connected, directly or indirectly, to the vulnerable component and to the frame structure to, in operation of the system, maintain at least one of the first close connection and the second close connection during and following the composite crush member the impact event.

Abstract: Disclosed is the outer support member and the inner support member each have a vertical wall and upper and lower horizontal walls. The vertical walls of the outer support member and inner support member are formed on the outer surfaces of the respective support members. The inner edges of the upper and lower horizontal walls are inclined from the rear portions thereof toward front center portions thereof. Thus, the performance of the crash box of the present invention may satisfy the requirements for both an offset test and a barrier test, reduce the weight of the bumper beam assembly to thereby reduce costs, and improve the performance and fuel efficiency of the vehicle.

Abstract: The present invention relates to an energy absorbing composition comprising a core material and an appliqué material. The energy absorbing material may include a core material, such as an aluminum honeycomb or expanded polypropylene (EPP). The energy absorbing material may further comprise a protective material, which is applied to the core material to enhance durability of the energy absorbing material and increase the energy absorbing characteristics of the core The protective material may comprise external polyurethane, polyurea, or other suitable skin forming material and the protective material may be applied to the core material using any viable technique, including spraying or painting. The energy absorbing material of the present invention can withstand multiple impacts without significant loss to its energy absorbing qualities. The energy absorbing system meets or exceeds FMVSS 302 flammability specifications.

Abstract: A hatch protection system and method protect personnel against blunt force trauma caused by contact with a hatch. In an embodiment, a hatch protection system for a hatch on a vehicle includes a hatch pad. The hatch pad is attached to the hatch. In addition, the hatch pad comprises a protective padding. Further, the hatch pad is adapted to be raised, lowered, or any combinations thereof. The hatch protection system also includes a plurality of brackets. The plurality of brackets is secured to the vehicle and to the hatch pad.

Abstract: A metallic hollow columnar member with a polygonal cross-section having at least five vertices and sides extending between the vertices, is disclosed. The polygonal cross-section is divided by two vertices (A, B) with small inside angles into two perimeter segments with a perimeter comprising one or more sides, and at least one of the two perimeter segments contains at least four sides. The respective inside angles of at least three vertices (V(i)) included in the perimeter segment which includes the at least four sides are equal to or less than 180°, the distance (SS(i)) between each of the at least three vertices (V(i)) and a straight line (L) connecting the two vertices (A, B) is shorter than ½ of the distance between the two vertices (A, B), and the inside angle of the vertex (C) with the smallest inside angle among the at least three vertices (V(i)) is larger than the inside angles of the two vertices (A, B).

Abstract: A hollow columnar shock absorbing member (1) has an axis (O), a plurality of rectangular walls (1a, 1b, 1c, 1d) extending parallel to axis (O), and a polygonal cross-section perpendicular to axis (O), wherein the shock absorbing member extends in the direction of axis (O) and absorbs externally-applied impact energy while buckling in the direction of axis (O). The shock absorbing member has at least one bead (2a, 2b, 2c, 2d) formed on at least one wall (1a, 1b, 1c, 1d) among the plurality of walls (1a, 1b, 1c, 1d), the at least one bead (2a, 2b, 2c, 2d) providing the origin of the buckling. The at least one bead (2a, 2b, 2c, 2d) is positioned so as to be deviated towards one edge of a wall (1a, 1b, 1c, 1d) on which the at least one bead (2a, 2b, 2c, 2d) is formed, the edge extending parallel to axis (O).

Abstract: A crush box arranged between a side member of a vehicle body and a bumper reinforcement member, the crush box including: a main body portion arranged in a longitudinal direction of a vehicle and formed in a tubular shape, the main body portion having first and second portions; a vehicle body attaching portion arranged at a first end of the main body portion; and a bumper attaching portion arranged at a second end of the main body portion, wherein vertical cross-sections of both the first portion adjacent to the vehicle body attaching portion and the second portion adjacent to the bumper attaching portion are polygonal shapes, and the number of vertices of the polygonal shape of the vertical cross-section of the second portion is greater than the number of vertices of the polygonal shape of the vertical cross-section of the first portion.

Abstract: A device having an adjustable rigidity for absorbing crash energy, includes: a housing for accommodating and deforming a deformation element when the deformation element is moved in a forward motion direction due to the crash energy; a disengageable die situated in the housing for accommodating and deforming the deformation element; a supporting device situated in the housing and configured to support, in a first position, the disengageable die against a radial force of the deformation element acting in a transverse direction to the forward motion direction, and (ii) release, in a second position, the disengageable die for a motion for disengagement due to the radial force; and a pyrotechnic actuator moving the supporting device from the first position into the second position, to adjust the rigidity of the device.

Abstract: The pillar garnish has a main body, an extension part that is formed integrally with the main body, including a guide surface at an upper end of the extension part, the guide surface controlling a direction in which the air bag apparatus is unfolded so that the air bag apparatus is unfolded into the interior of the vehicle when the air bag apparatus is inflated, and a box portion that is formed integrally with the main body and the extension part, the box portion being positioned between the main body and the pillar. The box portion has a back wall portion and a pair of side wall portions that are adjacent to the back wall portion and the main body. The side wall portion has a thick portion and a thin portion, the thin portion being disposed closer to the main body than to the back wall portion.

Abstract: A power supply system for an electric vehicle includes a battery, a first power line, a first connector, a first shock absorbing member, a first rigid member, and a second rigid member. The first rigid member includes a first front connection portion and a rear portion. The second rigid member includes a first rear connection portion and a front portion. The rear portion of the first rigid member is contactable with the front portion of the second rigid member at a contact point when a front-end collision of the electric vehicle occurs. The first connector is disposed within a first triangular region defined by the first front connection portion, the first rear connection portion, and the contact point in a plan view of the electric vehicle.

Abstract: A crash brace is incorporated into a body structure of an automotive vehicle as an energy absorption and management device to assist in managing the energy during rear and side impact collisions, thereby protecting internal structures within the rear end of the vehicle.

Abstract: The invention relates to a vehicle body comprising at least one longitudinal member (1) and an elastomer bearing (3) arranged thereon for supporting a vehicle component. Said elastomer bearing (3) consists of a first stable bearing part (4) attached to the body and a second stable bearing part (5) connected to the component, and an elastomer body (6) is arranged between the bearing parts. According to the invention, the elastomer bearing (3) is arranged at least partially in a receiving cavity (2) on the longitudinal member (1), and the first bearing part (4) attached to the body spans the receiving cavity (2) in the form of an impact bridge fixed to the edges of the cavity.

Abstract: A vehicle collision energy absorbing member is excellent in collision energy absorbing performance in the axial direction upon collision. The vehicle collision energy absorbing member is formed of a high strength thin steel sheet having TS of at least 980 MPa and having an n-value and a limit bending radius Rc satisfying the following Formula: Rc/t?1.31×ln(n)+5.21.

Abstract: A segmented tube formed of a magnesium-based alloy and wrapped or jacketed with a reinforcement to apply a restraining force on the external surface of the tube for resisting fragmentation of the tube by the compressive force applied to the end of the tube serves as a structural member for receiving a compressive stress applied to an end of the tube and acting along the axis of the tube toward the opposing end of the tube. The magnesium alloy tube is comparatively light, and the segmented and wrapped or jacketed tube has an increased capacity to absorb compressive forces. The tubes are useful as components of automotive vehicles.

Abstract: A stiffener for a vehicle, may include a coupling stiffener part, an upper stiffener part extending integrally from an upper end of the coupling stiffener part, and protruding to a forward direction of the vehicle with a predetermined length, and a lower stiffener part extending integrally from a lower end of the coupling stiffener part, and protruding to the forward direction of the vehicle, with a predetermined length, wherein the coupling stiffener is secured to a bumper back beam, and wherein the upper stiffener part and the lower stiffener part are complementarily operated about the coupling stiffener part serving as a support shaft in a seesaw type manner to absorb shocks, in the event of a collision between the vehicle and a pedestrian.

Abstract: A lift gate having a deformable section which allows the lift gate to deform rather than break during a low speed impact event. The lift gate has a deformable section located between an inner panel and an outer panel. The deformable section is able to deform during a low speed impact event against the outer panel, thereby preventing the inner panel from receiving any of the impact. This allows the inner panel to be significantly more rigid than the outer panel and the deformable section, and, therefore, provides the necessary structural support for the lift gate while withstanding collisions on the Impact Zone.

Abstract: A strengthening member for an automotive vehicle has a twelve-cornered cross section comprising sides and corners creating internal angles and external angles. The strengthening member also comprises one or more of trigger holes, convolutions, and flanges to stabilize the folding mode and prevent bending in response to an axially-applied crash force.

Abstract: A vehicle cabin body structure a side sill, a floor fixedly attached to the side sill, a dash wall and an inner reinforcing bracket. The dash wall is fixedly being attached to the side sill and the floor at least partially defining a passenger compartment of a vehicle. The inner reinforcing bracket has a sill attachment section attached to an inboard surface of the side sill, a dash wall attachment section attached to an interior surface of the dash wall and a floor attachment section attached to an upper surface the floor.

Abstract: A protective device for an onboard electronic equipment includes a vehicle body reinforcing member that is arranged around the electronic equipment, and of which each end is fastened to an onboard fixed member, and in which force required to unfasten one end is less than force required to unfasten the other end, and a protective member that is mounted to a facing surface of the electronic equipment that faces the vehicle body reinforcing member such that, when the electronic equipment moves to the vehicle body reinforcing member side due to receiving force from a side of a vehicle body, the protective member will contact the vehicle body reinforcing member before the electronic equipment does.

Abstract: A pair of right-and-left center pillars, a pair of right-and-left roof side rails, and an inflator provided on the inside, in a vehicle width direction, of the roof side rails and capable of supplying a gas pressure to an airbag are provided. A roof reinforcing member which extends in the vehicle width direction over respective upper end portions of the center pillars or respective nearby portions to upper ends of the center pillars is provided, which includes a front concave portion and a rear concave portion which are concaved downward respectively. The inflator is arranged such that at least a portion of the inflator overlaps with the roof reinforcing member, and a depth of the rear concave portion overlapping with the inflator is shallower than that of the front concave portion positioned nearer the center pillars.

Abstract: The present disclosure relates to a vehicle structural frame with an overlap-barrier-impact deformation scheme, the frame has: a rail defining a first longitudinal axis; a first energy absorption device defining a second longitudinal axis outside of the first longitudinal axis with respect to a vehicle; and a connector extending between the rail and the first energy absorption device.

Abstract: A hanger beam assembly for a vehicle comprises a support beam extending in a vehicle widthwise direction. The support beam includes a first beam member. The first beam member is positioned between a blower assembly of a vehicle HVAC system and a dashboard on a front passenger side of the vehicle. The first beam member is configured to at least partially sever the blower assembly and direct a lower portion of the blower assembly having a blower motor away from the dashboard during a crash incident to at least partially prevent intrusion of the lower portion of the blower assembly into the dashboard.

Abstract: A crash box (10) for a motor vehicle, is made of a polymeric material and has a first open frontal extremity (12) and a second rear extremity (14). The crash box (10) includes a structure (20) substantially alveolar defined by a plurality of channels (30) realized in just one piece, each of which extends internally to the crash box starting form the first open frontal extremity (12) towards the second rear extremity (14). The crash box includes stiffening elements (50) of the second rear extremity, which are able to stiffen the plurality of channels (30) only in proximity of the second rear extremity 14. Preferably the stiffening elements (50) are directly integrated with the second rear extremity (14), in particular internally to the same, and are preferably made of a polymeric material having a good impact strength.

Abstract: A strengthening member for an automotive vehicle comprises an eight-cornered cross section including sides and corners. The sides comprise four straight sides and four curved sides. A length of each straight side ranges from about 10 mm to about 200 mm and a length of each curved side is about 10 mm to about 200 mm.