Abstract: An automotive energy dissipation device includes a bladder disposed adjacent to an interior surface of a body panel of an automobile. A protective liner is disposed between the bladder and the body panel. A valve for inflating the bladder is associated with the bladder. Additionally, a pressure relief valve is associated with the bladder. The automotive energy dissipation device functions when pressure within the bladder exceeding a preset limit attributable to compression during an impact is released through the pressure relief valve. As air exits the pressure relief valve it dissipates energy. This in turn reduces the damage and severity of a crash thereby better protecting the occupants from injury.

Abstract: The supporting piece is intended to be mounted at the end of a motor vehicle side member, this side member including, in the continuation thereof, a plate for mounting a transverse impact beam. The supporting piece includes a bearing surface for an absorber positioned in front of this bearing surface, the bearing surface being arranged in such a way as to extend under the mounting plate and substantially parallel thereto when the supporting piece is mounted at the end of the side member. The supporting piece is shaped in such a way that it does not deform irreversibly when the vehicle suffers an insurance impact.

Abstract: According to a vehicle door system (10), when a forward collision prediction sensor (76) predicts a forward collision of a vehicle (12), a state is immediately brought about where a terminal edge portion (54) at the rear end of a front door (16) is positioned more outwardly in the vehicle width direction than a terminal edge portion (56) at the front end of a rear door (18). Thus, even when the front door (16) is moved toward the rear door (18) side (that is, toward the rear of the vehicle) due to a forward collision or the like that has occurred after the forward collision is predicted, for example, it is possible to prevent the situation in which the front door (16) is jammed inside the rear door (18), more specifically, the situation in which a rear-end hemmed portion (60) of the front door (16) gets inside a front-end hemmed portion (62) of the rear door (18) with respect to the vehicle width direction.

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 lightweight hollow member having excellent stiffness and impact properties and which is suitable for automotive parts due to having a high strength such as at least 780 MPa and a complicated shape is provided. A hollow member 11 has a hollow steel body 14. The body 14 is constituted by a single member at least in the lengthwise direction. The body 14 has a flat cross section having at least a portion with a maximum outer dimension L1 and a portion with an outer dimension L2 shorter than the maximum outer dimension L1. The body 14 has a twisted portion in a portion of its length.

Abstract: A vehicle front-part structure comprises a radiator support upper (5) which extends in a vehicle width direction in a vehicle front, a cowl (9) which is coupled to an apron upper member (2) provided on a side in the vehicle width direction and extending in a vehicle lengthwise direction, and which is located to rearward of the vehicle (1) further than the radiator support upper, and a hood framework (21) which constitutes a part of the hood inner panel (17). The hood framework extends in the vehicle lengthwise direction, the hood framework is disposed between the radiator support upper and the cowl such that at least a part of a front end-face (21a) faces the radiator support upper and at least a part of a rear end-face (21b) faces the cowl.

Abstract: The invention a method of forming complex shape of styrenic polymer foams in which a pressing surface is created, for example, by planing/machining a layer of an as formed extruded styrenic polymer plank, contacting said plank with a contoured die face and pressing the foam to form the complex shape.

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: The present invention refers to a vehicle body (1), more particularly to a body for land vehicles suitable for passengers and/or goods transportation, and even more preferably to a body for motor vehicles, which comprises a supporting structure (10) and a plurality of inflatable elements (20-26; 30-36) fastened to said supporting structure (10). Thanks to the use of the inflatable elements (20-26; 30-36) instead of the metallic panels provided in the conventional vehicles for obtaining side doors, rear door, front bonnet, roof and the like, it is possible to reduce the overall weight of the vehicle body (1) according to the invention and, consequently, the fuel consumptions of the vehicle incorporating said body. Moreover, the inflatable elements (20-26; 30-36) of the vehicle body (1) according to the invention guarantee an improved safety in case of accidents.

Abstract: An energy absorber for damping the impact upon the body of a motor vehicle includes energy absorbing bodies that include successively arranged support walls with a number of energy absorbing structural elements that are each separately arranged at the support wall and are firmly connected to the support wall. Upon impact, each of the structural elements absorb energy by moving towards an opposite support wall while adjoining neighboring structural element until the structural elements are compacting.

Abstract: A bumper of a motor vehicle includes a cross member which is disposed transversely to a side rail of a motor vehicle frame and has a U-shaped cross section formed by a wall and two legs extending from opposite ends of the wall Extending longitudinally in a direction of the cross member is a reinforcement member which has a T-shaped cross section and closes off a front end of the cross member.

Abstract: A bulkhead and a bulkhead are provided in a rocker so that a portion of the rocker, which portion is subject to bending due to buckling, is positioned between the bulkheads. If the portion of the rocker is bent due to buckling, for example, at the time of vehicle collision, a bulkhead is caught between the bulkheads, and absorbs a load applied to the bulkheads. In this way, when the rocker is deformed, the load is absorbed by the bulkhead.

Abstract: A vehicle body structure of the present invention includes an elastic base frame formed in a ring shape; and three elastic upper frames each formed in a ring shape, the three upper frames being disposed on the base frame so as to configure a tetrahedron with the base frame, the three upper frames being connected to the base frame, and the upper frames that are adjacent to each other in a peripheral direction of the base frame being connected to each other. A vehicle body structure is hence provided capable of exhibiting high impact absorption properties.

Abstract: The invention relates to a device for a motor vehicle for protecting vehicle occupants when there is an impact of energy directed laterally at a motor vehicle door due to a collision, having a connecting structure which has at least two parts with a first part permanently connected with the motor vehicle door and a second part permanently connected with an energy-absorbing region of the motor vehicle body located in the vehicle interior. Both parts via at least one common joint region can be operationally connected with each other to conducting-away of at least part of the energy input laterally acting on the motor vehicle door in the region of the motor vehicle body. The energy impact acting on the motor vehicle door is conducted away from the pivot bearing by a force acting linearly and horizontally via the first and the second part to the first end of the second part permanently connected with the motor vehicle body.

Abstract: A free-standing door guard is disclosed, which enables vehicle owners to protect their vehicles from damage caused by inadvertently opening a vehicle door into another adjacently parked vehicle, garage wall, other hard surface or object or damage caused by an object falling against a vehicle by facilitating easy deployment of the door guard along side a vehicle, independent of any physical structure such as an overhead garage door rail, ceiling, or the like. The vehicle door guard apparatus employs a resilient, impacting absorbing panel to cushion the opening vehicle door and is available in a foldable version to reduce overall carrying length. Integrated expandable floor supports may also be configured with a roll stop feature. The door guard assembly may include a height adjustment capability that allows a user to place the resilient impact absorbing panel at a height that maximizes protection of adjacently parked vehicles.

Abstract: A plastic crush countermeasure for motor vehicles that includes a plastic insert and a reinforcement structure that provides impact and/or reinforcement characteristics and an attachment interface to the vehicle in a lighter weight structure. The crush countermeasure provides a lightweight crush system that provides comparable protection to current metal crush countermeasures using, in part, a plastic material. As such, the overall weight of a vehicle is reduced without any reduction in safety to passengers.

Abstract: A structure for transferring energy during an automotive front end impact includes an upper load path structure having a first shotgun rail a second shotgun rail and an upper radiator bar extending therebetween, a lower load path structure having a first side rail a second side rail and a lower support member extending therebetween. During an impact, the upper radiator bar is configured to transfer energy to the first and second shotgun rails, and the lower support member is configured to transfer energy to the first and second side rails during an impact.

Abstract: One embodiment includes providing a contiguous tubular member including at least one of a first material or a second material, so that the tubular member has a wall thickness that varies along the length of the tubular member; bending the tubular member; and hydroforming the tubular member into a part.

Abstract: Provided is a shock absorber for a vehicle, which, when it is crushed, can break and open a part of the wall thereof earlier than the time of the break of an explosion inducing section, to thereby exclude the effect of the air being present inside a hollow portion and exhibit stable shock-absorbing capability and also maintain a satisfactory shock-absorbing capability over a wide range of temperature from a high temperature to a low temperature independently of the temperature of the open air. A shock absorber (1) is a hollow structure integrally molded through blow molding. The shock absorber (1) has at least one explosion inducing section (12). The explosion inducing section (12) comprises a protruded ridge (13) in a notch form formed on the surface of the wall of the shock absorber (1). The shock absorber (1) comprises a thermoplastic polymer alloy of a polyolefin type resin and an amorphous resin.

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

Abstract: A truck with a front mounting of a driver's cab on the truck frame, has a stabilizer rocker coupled by bearing brackets of a supporting arrangement which comprises an energy absorbing device for absorbing impact energy as a consequence of a head on collision of the truck in the region of the driver's cab. The energy absorbing device of the supporting arrangement may be assigned at least one supporting element by which a stabilizer tube of the stabilizer rocker can be supported on the vehicle frame.

Abstract: A structure for absorbing energy from impacts thereon, the structure being plastically deformable by an impact, with, if appropriate, the possibility that it is at least to some extent disrupted. The structure can include a) ribs for reinforcement, the ribs arranged with respect to one another at an angle with respect to the axial direction such that on failure of a rib a force acting on the structure is immediately absorbed axially by another rib, b) ribs running axially, the ribs being in essence corrugated or of zigzag shape, c) at least one rib running axially in a first plane and connected to at least two ribs running axially in a second plane rotated with respect to the first plane. The structure includes, in the direction of impact, at least two layers, each of which has different compressibility properties and different failure properties.

Abstract: An impact-absorbing member to be installed in a vehicle body component includes a main body positioned on an inner panel of the vehicle body component such that a portion of the main body is adjacent to an outboard surface of the inner panel, and a mount protruding from the main body to an opening in the inner panel such that the mount is adjacent to an inboard surface of the inner panel, wherein the impact-absorbing member is secured by gripping an edge portion of the inner panel surrounding the opening between the mount adjacent to the inboard surface and the portion of the main body adjacent to the outboard surface.

Abstract: An impact absorbing member comprises a first main body and a second main body. The first main body comprises a first partial tube wall and first flange members. The second main body comprises a second partial tube wall and second flange members. The first flange members are joined with the respective second flange members in a discontinuous manner along the axial direction of the tube. In at least one segment where the first flange members and the second flange members are not joined in the axial direction of the tube, spaces are formed between ends part of a first partial tube wall side of the first flange members and end parts of a second partial tube wall side of the second flange members.

Abstract: Cushions for dynamic impact applications include anisotropic cellular polymers made in an extrusion, expanded bead or reactive foaming process. The anisotropic behavior represented by CE/CT, CV/CT and CH/CT, wherein CE, CV and CH represent the compressive strength of the cellular polymer in each of three orthogonal directions E, V and H, respectively, as measured by compressing a 25-50 mm thick sample of the cellular polymer at a strain rate of 0.08 s?1 to 25% strain, CT represents the sum of CE, CV and CH, and at least one of CE/CT, CV/CT and CH/CT has a value of at least 0.40, up to about 0.80. The cellular polymer also preferably has density of 1.75 to 2.35 pounds/cubic foot and a compressive stress in the direction of maximum compressive strength of 290-600 kPa at 25% strain when used for headliner countermeasure applications. The cushions are useful in automotive applications such as automotive headliners, door panels, knee bolsters, pillars, headrests, seat backs, load floors or instrument panels.

Abstract: The invention provides an impact absorber module for a motor vehicle, the module comprising: a top transverse element for bearing against an impact beam of the vehicle; a bottom transverse element and two uprights connecting the top and bottom transverse elements together so as to form substantially a frame referred to as an absorber frame, the bottom transverse element or one of the two uprights being designed to bear against a bottom structural part of the vehicle; and a wall forming an air guide and extending from the top transverse element towards a radiator of the vehicle.

Abstract: A vehicle with an air conditioner comprises an instrument panel center member disposed vertically behind an evaporator and fixed to a vehicle structure. The evaporator is disposed obliquely in such a manner that its maximum-area face has a crossing angle relative to a horizontal face and a distance between its front and rear ends is a specified length or greater. The evaporator is configured so as to be rotated between a vehicle dash panel being moved rearward and the instrument panel center member at a frontal crash of a vehicle in such a manner that the distance between its front end and rear end becomes shorter. Accordingly, the evaporator can be prevented from being pushed into a vehicle cabin at the vehicle frontal crash, thereby ensuring the safety of the passenger.

Abstract: A reinforcement structure for a pipe includes a hole section and a plate member. The hole section is formed on an outer peripheral surface of the pipe along a longitudinal direction of the pipe to pass through a peripheral wall of the pipe to reach an interior portion of the pipe. The plate member is inserted in the hole section and secured to the pipe.

Abstract: The present invention provides in particular a device for reinforcing a hollow motor vehicle bodywork element (1) of closed right section, the device being characterized by the fact that said element (1) has means (2; 3; 5) suitable for subjecting its inside space (E) to a shock wave or pressure wave on detecting an impact, such that the energy generated by said wave is sufficient to deform the element by increasing its section.

Abstract: In a method of producing a crash management system for a vehicle having at least one first cross-member, two crash absorbing components connected to the first cross member, a second cross-member is further integrated with the first cross-member, an extruded profile of closed or semi-closed configuration is cut to size and slit at locations where sections of the profile are to be separated. The sections are bent to a designed shape, and fixation mounts are subsequently provided in the profile.

Abstract: A bumper apparatus with a multistage energy absorbing structure mounted to the front and rear ends of a vehicle. The bumper apparatus includes a back beam, a rear shock absorber, a front shock absorber, and a bumper cover. The back beam is mounted to a car body. The rear shock absorber is mounted to the front surface of the back beam and has a plurality of rear shock absorbing units on a middle portion thereof. The front shock absorber is mounted to the front surface of the rear shock absorber and has an arcuate cross-sectional structure. The bumper cover is mounted to the front surface of the front shock absorber.

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 injected part (26) designed to form by being folded, an energy absorbing device and a spacer, the energy absorbing device having a number of hollow elements (12) projecting from a first plate portion (10), and a number of hollow elements (16) projecting from a second plate portion (14), associated in pairs. The spacer includes a number of spacing elements (20) projecting from a third plate portion (18), one of the plate portions (10, 14, 18) is articulated on the other two, and the articulations (28, 30) are such that, after each of the plates has rotated by 180°, a first hollow element (12), a second hollow element (16) and a spacer element (20) are aligned. The energy absorbing device is designed to motor vehicle doors.

Abstract: At an upper part of a center pillar, a length L1 of a covering portion of a pillar inner panel is set to be substantially equal to a distance L2 between a pair of flange-ridgeline portions of a pillar reinforcement. Meanwhile, at a lower part of the center pillar, a length L3 of a covering portion of the pillar inner panel is set to be longer than a distance L4 between a pair of flange-ridgeline portions of the pillar reinforcement. Accordingly, a vehicle-body structure of a vehicle which can secure the proper absorption function of the vehicle collision load with cooperation of the first and second members can be provided.

Abstract: An energy absorbing element for a motor vehicle body comprises a tube section that is roll-formed from a steel strip. The cross-section of the tube section has at least one concavity.

Abstract: A method of operating a volume-filling structure, comprising sensing an impact event and expanding the volume-filling structure from a non-expanded state to an expanded state upon the sensed impact event. The volume-filling structure comprises an open celled material, a first end cap connected to one end of the open celled material and a second end cap connected to a second end of the open celled material. The volume-filling structure further includes an activation mechanism regulating expansion of the open celled material from the non-expanded state to expanded state in response to an activation signal, and the activation mechanism includes an actuator interfaced with the end caps. Embodiments may include triggering a pneumatic device to force the second end cap from the first end cap. Additionally, embodiments may include triggering a mechanical event to force the second end cap from the first end cap.

Abstract: A cargo trailer includes a floor, a roof and a side wall extending vertically upward between the floor and roof. The side wall includes a substantially gas impermneable outer liner panel and a substantially gas impermeable inner liner panel. The inner liner panel includes at least one glass and polymer layer and one gas impermeable barrier layer. The inner liner panel can also be used to form the roof and replace the outer liner panel.

Abstract: A vehicle body structure that may be installed in a front part or in a rear part of a vehicle, includes a flexural portion disposed in respective side members extending in an anteroposterior direction of the vehicle and having a vertical bending strength smaller than that of other portions of the members. The vehicle body structure also includes a pendent portion hung on a lower part of the side member on an outer end side with respect to the flexural portion and having an anteroposterior bending strength larger than a bending strength of the flexural portion. The vehicle body structure enables the side members to absorb an impact with a simple configuration even in the event of a collision between vehicles with different bumper heights.

Abstract: Using as a vehicle body reinforcing member a bent tube with mixed bends of inward and outward projection according to the present invention makes it possible, during a vehicle body collision, to absorb more energy than and exhibit better impact resistance than a vehicle body reinforcing member that uses one of a known straight tube and a curved tube of radius R entirely. Thus the dimensions (outside diameter, wall thickness) of the steel tube that is used as the vehicle body reinforcing member can be reduced, and the tube shape can be modified, while impact resistance is maintained. Modifying the shape in this manner makes it possible to provide the ever higher required level of vehicle body impact resistance at the same time that it reduces the weight of the vehicle body and lowers the cost. The present invention can therefore be widely used as an occupant protection technology.

Abstract: An impact guard beam for vehicles comprises a beam (11) with a hat profile, i.e., with a crown (13-15) and side flanges (16-17), and the hat profile has its crown facing outwards. The beam has a cover (20) giving at least a central part of the beam a closed cross section. The cover has a profile allowing it to lengthen by straightening out when the hat beam's profile opens under impact loads, but stops the hat beam profile's opening when the cover is straightened out. The cover may carry a sensor (24) for an airbag, which is then placed inside the beam profile.

Abstract: A hollow chamber structural component includes a shell component which extends along a main extension direction. A cover component is attached to the shell component, wherein a hollow chamber is disposed between the shell component and the cover component and extends in the main extension direction. A reinforcing structure is arranged in the hollow chamber and comprises: a synthetic support structure, which follows at least in some sections the main extension direction and rests with at least some sections against an inside of the shell component; and at least one reinforcing element that follows at least in some sections the main extension direction and is joined to the synthetic support structure with the aid of a layer of adhesive.

Abstract: A two-piece reinforcement assembly and method for producing the same are provided. The two-piece reinforcement units include first and second half-members, preformed from respective single pieces of material. Assembled two-piece reinforcement units have half-members which are inverted and bonded together. Each of the two-piece reinforcement units includes at least one chamber defined by the bonded half-members. The reinforcement units further include a base portion and an offset portion which are connected by intersection portions on opposing ends of an angular portion. The half-members are bonded at their respective base portions. Each half-member further includes an end portion, which may be substantially perpendicular to the base portion. Further embodiments may include indentations in one of the intersections of the angular portion, and may be tapered along the angular portion from the base portion to the offset portion.

Abstract: A method for optimizing a twelve-cornered strengthening member comprises: modeling a vehicle assembly including a strengthening member having a twelve-cornered cross section; parameterizing a geometry of the strengthening member with a plurality of control parameters; defining a design of experiment using the plurality of control parameters; modeling a vehicle using the vehicle assembly; simulating a frontal impact event with the vehicle; generating a response surface based on the frontal impact event; and determining a set of optimized control parameters for the strengthening member based on the response surface.

Abstract: An impact absorbing member comprises a first main body and a second main body. The first main body comprises a first partial tube wall and first flange members. The second main body comprises a second partial tube wall and second flange members. The first flange members are joined with the respective second flange members in a discontinuous manner along the axial direction of the tube. In at least one segment where the first flange members and the second flange members are not joined in the axial direction of the tube, spaces are formed between ends part of a first partial tube wall side of the first flange members and end parts of a second partial tube wall side of the second flange members.

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: The present invention relates to an impact absorbing member (14L, 14R) for vehicle which has a hollow cylindrical shape and is disposed in a vehicle between a side member (12L, 12R) and a bumper beam (10), and which is axially crushed along an axis of the impact absorbing member by receiving a compressive force into a bellows shape to absorb an impact energy upon deformation, wherein (a) the impact absorbing member includes a main body (20; 80; 90) of a hollow cylindrical shape, and a pair of attaching plates (54, 56) to which both axial ends of the main body are fixedly welded respectively; (b) the main body has, at least one axial end thereof, a flange (68, 70) protruding at least axially and being integrally formed with the main body; (c) the attaching plate has an adhered supporting portion (76) formed in parallel to the flange to be surface contacted therewith; and (d) the main body is fixedly welded to the attaching plate with the flange being surface contacted with the adhered supporting portion.

Abstract: A bulkhead and a bulkhead are provided in a rocker so that a portion of the rocker, which portion is subject to bending due to buckling, is positioned between the bulkheads. If the portion of the rocker is bent due to buckling, for example, at the time of vehicle collision, a bulkhead is caught between the bulkheads, and absorbs a load applied to the bulkheads. In this way, when the rocker is deformed, the load is absorbed by the bulkhead.

Abstract: Sharp bends in a defrost duct extending from a defrost outlet to a windshield, and in a face duct extending from a face outlet to both sides of a front passenger seat, are eliminated and the duct resistance of these ducts is reduced. Moreover collision safety of passengers is improved, and an interior space of a vehicle is expanded forward. In an air-conditioning unit to be positioned to the front of a front seat of a vehicle, an evaporator is positioned below and behind a blower, and a heater core is positioned below and in front of the blower. Preferably the air-conditioning unit is of a crushable structure wherein, in the event of a vehicle collision, a wall of the main cover behind the evaporator is broken, or component parts housed within the main cover are moved, to thereby absorb the impact energy.

Abstract: [Problems] The present invention provides a protecting structure for a power source apparatus capable of suppressing the action of an external force on the power source apparatus when a vehicle is subjected to a shock. [Solving Means] A protecting structure for a power source apparatus, has a frame unit in which a plurality of frames (21a to 21h) are connected to each other and surround the power source apparatus (30) mounted on a vehicle; and an abutting member (22) connected to the frame unit and extending in a direction in which the abutting member abuts on a vehicle body. The abutting member is arranged so as to extend in a direction in which an external force in a predetermined direction acts on the vehicle.

Abstract: An exterior deployed air bag system or protective system is disclosed for an automotive vehicle. Air bag assemblies are assembled to the roof below the access openings. The access openings are normally covered by a closure element. In the event of a potential rollover incident, an air bag may be deployed from the air bag assembly through the access opening in a weld seam area and expand when inflated outboard of the roof or side assembly of the vehicle.