Abstract: A vehicle body structure having a closure frame structure and an inner fender structure. The closure frame structure has a tenon. The inner fender structure has a mortise that receives the tenon. A fastener extends through the mortise and the tenon to secure the inner fender structure to the closure frame structure.

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: An energy absorbing device for reducing acceleration transmitted to a seated occupant in a vehicle as a result of a high energy impact. The device comprises a first energy absorbing mechanism having a first dimension in the impact direction and capable of undergoing predetermined elastic deformation in that direction; and a second energy absorbing mechanism having a second dimension in the impact direction, which is smaller than the first dimension by a distance corresponding to that elastic deformation. The second mechanism is loaded with the impact force after the first mechanism has undergone elastic deformation; the second mechanism comprises a material capable of progressive deformation. The device may comprise a restriction mechanism connecting the two plates, adapted to restrict displacement of the first plate relative to the second plate in any direction different from the impact direction.

Abstract: A vehicle impact protection system (10) includes a vehicle outer wall (16), a vehicle inner wall (14), the vehicle outer wall (16) and the vehicle inner wall (14) defining a mounting space (18) between them, and an elongated reinforcing profile (20) housed in the mounting space (18) and having a profile longitudinal axis (A), the reinforcing profile (20) being connected with an actuator device (28), an activation of the actuator device (28) leading to a change in curvature of said profile longitudinal axis (A) such that the profile longitudinal axis (A) is curved more intensively outwards towards the vehicle outer wall (16) after the activation of the actuator device (28) than before the activation.

Abstract: A vehicle structural frame member incorporates an internal lightweight brace member spanning between the opposing flanges of the co-joined hat-shaped members forming the structural frame member. The internal brace is formed of thin material, such as steel, to help the frame member retain its geometric shape when placed under a load. The internal brace can be formed into a ladder-like configuration with longitudinally spaced members that span between the opposing flanges to keep the geometric shape from collapsing. A substantial improvement in load carrying capability before collapse is obtained with a small increment in additional weight in the structural frame member.

Abstract: A pneumatic reinforcement system (14) (“system”) for a body structure (12) of a vehicle (10) includes an air bladder (28), an inflator device (30), a sensor (32), and one or more mounting members (34a, 34b, 34c). The sensor (32) detects a crash condition and actuates the inflator device (30) to inflate the air bladder (28). The air bladder (28) is attached to the body structure (12) by mounting members (34a, 34b, 34c), with the inflated air bladder (28) and mounting member (34a, 34b, 34c) strengthening the body structure (12) during a crash condition.

Abstract: In a front body structure of a vehicle according to the present invention, satisfactory impact absorption can be achieved both at the time of offset collision and at the time of full-lapped collision. When a load applied to an offset-collided front side member from a front side of the vehicle is equal to or more than a predetermined value, the collided front side member is deformed. Thus, a front suspension member rotates. As a result, a bolt passing through the front suspension member fits into a branch of a slit of a rear mounting bracket disposed on the collided front side member, and the state in which the collided front side member is fixed to the front suspension member is maintained.

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

Abstract: A modular energy absorber 10 that is tunable. It comprises one or more energy absorbing modules 12. The energy absorbing modules have means for coordinating energy absorbing units 16 of the one or more modules. The means 14 for coordinating position and support the units in relation to each other before, during and after relative motion between an incident object and the energy absorber. A crushable member is provided that has an upper perimeter, a lower perimeter and an intermediate section extending therebetween. It also includes a number (m) of breaches defined therein before impact. A method for configuring the modular energy absorber is also disclosed.

Abstract: Force and deceleration delimiting devices and methods for operating the same in a vehicle.

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

Abstract: A method includes steps of providing round tubing, providing a compression box and wedging dies, and reshaping the round tubing into a single or double-tapered rectangular tube including using the compression box to control an outside shape, while using the wedging dies to force material of the tubing outwardly toward the compression box. This arrangement minimizes material thinning. A tubular crushable structure is produced that is designed for longitudinal impact-energy-absorbing capability. The crushable structure includes a single or double-tapered rectangular tube made of material having a tensile strength of at least 40 KSI. In a narrower form the tensile strength is at least 80 KSI, though it can be 100 KSI or higher.

Abstract: A wire collision sensor system for a vehicle, which includes a vehicle body, includes a bumper, a wire, a wire deformation sensor and a determination circuit. The bumper is mounted on a longitudinal end portion of the vehicle body. The wire, which senses a collision of the vehicle, is received in the bumper and extends along the bumper in a transverse direction of the vehicle. The wire is connected to at least one of the vehicle body and the bumper at both ends in such a manner that the wire is displaceable in a longitudinal direction of the wire. The wire deformation sensor electrically senses a physical quantity, which is associated with a deformation of the wire at a time of the collision. The wire deformation sensor transmits an output, which indicates the sensed physical quantity. The determination circuit determines a state of the collision based on the output.

Abstract: A modular energy absorber 10 that is tunable. It comprises one or more energy absorbing modules 12. The energy absorbing modules have means for coordinating energy absorbing units 16 of the one or more modules. The means 14 for coordinating position and support the units in relation to each other before, during and after relative motion between an incident object and the energy absorber. A crushable member is provided that has an upper perimeter, a lower perimeter and an intermediate section extending therebetween. It also includes a number (m) of breaches defined therein before impact. A method for configuring the modular energy absorber is also disclosed.

Abstract: A bumper for a motor vehicle includes a cross member disposed transversely to side rails of a motor vehicle frame and having a U-shaped cross section with a wall and two legs extending from opposite ends of the wall. The cross member is supported via integral crash boxes against the side rails. Each crash box has a cross member proximal end which abuts against the wall of the cross member, and includes vertical legs and horizontal legs to define a casing-like configuration. The wall of the cross member is formed in an area of the cross member proximal end of the crash box with a depression which extends in a direction of the crash box, with the vertical legs of the crash box joined at the cross member proximal end to the wall of the cross member, and with the horizontal legs of the crash box spaced from the wall of the cross member by a distance.

Abstract: A reversible energy absorbing assembly including a cellular lattice comprising a shape memory material disposed within an expandable interior region of the assembly, wherein the shape memory material is adapted to expand from a first configuration to an expanded configuration in response to fluid communication with a fluid source. Once expanded, the assembly effectively absorbs kinetic energy of an object upon impact with the assembly. The shape memory material can be thermally activated to restore the first configuration of the energy absorbing assembly. Methods of operating the energy absorbing assembly are also disclosed.

Abstract: A metal tube for reinforcing car body, and a car body reinforcement according to the invention have a curved portion extending over the entire longitudinal length or a local longitudinal length, wherein, when the reinforcement is assembled such that the outer periphery of the curved portion is aligned substantially in the direction of impact applied to the car body, the load ramp gradient, the maximum load and the absorbed energy are all enhanced in case of a car body collision. Particularly, an increase in the load ramp gradient as for the load property at the start of deformation provides an excellent crash capacity in reinforcing the car body. Moreover, the metal tube and the reinforcement according to the invention are capable of satisfying the current requirements for much more crash capacity of the car body, along with both a weight reduction of the car body and a reduced manufacturing cost, and therefore they are applicable in a wide field for protecting occupants in an automobile.

Abstract: A shock and energy dissipating device includes a number of cylinders attached to an outer peripheral portion of the vehicle for being actuated when a force is applied onto the outer peripheral portion of the vehicle or when a collision happened to the vehicle. A seat device includes a base seat member, a base support for attaching to a bottom of the vehicle, an upper support for attaching to the base seat member and a moving device disposed between the base support and the upper support and coupled to the cylinders for moving the base seat member in response to the cylinders and for absorbing and dissipating an energy that may be transmitted to vehicle drivers or passengers of the vehicle.

Abstract: Disclosed is a front structure of a vehicle, which comprises a pair of right and left front side frames, a shroud installed between respective front ends of the side frames, a pair of right and left headlamps each arranged on a lateral side of a corresponding one of laterally opposite sidewalls of the shroud and provided with a headlamp housing serving as an outer shell thereof, and a hood panel adapted to cover above the shroud when it is in a fully closed position.

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: There is disclosed a reinforcement material for forming reinforced members. The reinforcement material includes a strengthening material which is preferably a fabric disposed at least partially between portions of matrix material.

Abstract: A hollow structural member (30) for a vehicle is provided with a unitary energy absorbing end portion (34) having a reduced wall thickness (T2), for deforming and absorbing the force of an impact, and a site for initiating such deformation. The initiation site preferably comprises a taper of the end section. A method for forming the structural members includes the steps of reducing the wall thickness of the member end section and subsequent tapering of the end section.

Abstract: A vehicle support structure is provided with a floor impact restriction device coupled between a structural floor member of a vehicle floor and a vehicle suspension member supporting the vehicle floor. The floor impact restriction device basically has a suspension attachment member and a floor attachment member. The suspension attachment member has a suspension mounting portion fixedly attached to the vehicle suspension member and a first connecting portion rigidly coupled to the suspension mounting portion. The floor attachment member has a floor mounting portion fixedly attached to the structural floor member and a second connecting portion rigidly coupled to the floor mounting portion. The first and second connecting portions are interlinked together with a limited range of non-contacting movement between the first and second connecting portions.

Abstract: Disclosed is an automobile underbody structure, wherein a pair of laterally-spaced floor frames 10 are disposed to extend longitudinally in such a manner as to interpose a tunnel region 6 of a front floor portion 2 therebetween and joined to a bottom surface of the front floor portion 2, and a cross member 15, 16 is disposed to extend laterally so as to connect each side-sill 7 and the tunnel region 6 and joined to a top surface of the front floor portion 2. Each of the floor frames 10 is gradually inclined laterally inward toward the rear end thereof so as to be obliquely disposed relative to the cross member 15, 16 in top plan view. A rearward displacement of the floor frames 10 during a head-on collision exerts a compressive force on a region of the cross member 15, 16 located on the laterally outward side relative to each of the floor frames 10, and a tensile force on a region of the cross member 15, 16 located on the laterally inward side relative to each of the floor frames 10.

Abstract: A vehicle body (1) having a central cell (2) made of composite materials; a front auxiliary frame (3) anchored to the front end of the central cell (2); and a rear auxiliary frame (4) anchored to the rear end of the central cell (2); the front auxiliary frame (3) and the rear auxiliary frame (4) dissipated by the vehicle in the event of collision, without directly involving the central cell (2).

Abstract: As a wrist portion of an application robot equipped with a plurality of application nozzles moves in a predetermined operation pattern, viscous damping and constraining materials having different properties are simultaneously injected from the application nozzles so that immediately after the damping material is injected from the preceding application nozzle, as viewed in the moving direction and applied to a vehicle body panel as an underlayer material, the constraining material having different property is injected from the succeeding application nozzle, as viewed in the moving direction, and applied as an overlayer material over the underlayer material.

Abstract: A crash cushion including a cushion filled with material; and a back plate including at least one recess communicating with a back of the cushion such that material from the cushion fills the recess; wherein the back plate is configured so that when a force is applied to said cushion, the material within the at least one recess breaks a portion of the bumper plate and exits the recess. A crash cushion including a cushion filled with material; a back plate, including at least one opening communicating with a back of the cushion such that the material from the cushion is capable of filling the recess; and at least one valve; wherein the at least one valve is configured so that when a force is applied to the cushion, a portion of the material within the cushion opens the valve and exits the cushion.

Abstract: A new design for a light-weighted, preferably a battery-powered vehicle is disclosed. Small body size in the vehicle shrunk mode and being light weighted make the vehicle particularly suitable of using battery power and convenient to be driven in crowded urban area as an environment friendly passenger vehicle and can even be driven all the way from street to elevator and then parked into any apartment or condo in a high rise building. Furthermore, the vehicle can be operated in vehicle expanded mode such that, when operated on a regular street, its expanded size is comparable in body size to most other gasoline operated passenger cars and consequently gives better cushion for collision protection as well as better safety feeling for the driver and passengers.

Abstract: A vehicle body rigidity control apparatus is equipped with a U-shape member substantially becoming a U-shape, a base member for supporting both ends of the U-shape member, and a constraint element for constraining a deformation of the U-shape member in a substantially orthogonal direction for a collision load and releasing the constraint.

Abstract: An underbody crash device for a vehicle. The underbody crash device comprises a pillar member attached to the vehicle. The vehicle has a primary load path for absorbing crash energy in a collision. The pillar member is movable to a deployed position for supporting the vehicle directly on the ground and positioning the primary load path to increase crash energy absorbed therein.

Abstract: A skeleton member structure having a tubular structural member (11, 211) filled with granular materials for absorbing impact energy. The granular materials includes a granular material having a hollow portion (12a, 212a) or a porous granular material. When the skeleton member receives an impact, the granular materials are deformed or collapsed, and impact energy is stably absorbed. Since the granular materials are hollow or porous, the weight of the skeleton member filled with the granular materials is reduced.

Abstract: A fender for absorbing forces generated from an impact includes a depending attachment flange which comprises a vertically aligned section depending from an exterior portion of the fender and a horizontally aligned section depending from the vertically aligned section adapted for mounting to a vehicle wherein the vertically aligned section includes a plurality of contoured portions for enhancing the stiffness of the vertically aligned section.

Abstract: A bumper beam includes a metallic center beam mounted with a plurality of vertical members each integrally crossed by a horizontal member. A plastic outer beam encompasses an external side of the center beam and a plurality of ribs are mounted at the outside of the plastic outer beam. The bumper beam features of a bumper beam needed in times of a low speed collision and a high speed collision between the vehicle and a pedestrian. As a result, injuries to the pedestrian can be reduced during the low speed collision and an impact absorption performance of the vehicle can be maximized during the high speed collision. Thereby, safety of the pedestrian and occupants inside the vehicle are increased.

Abstract: A shock absorbing structure for a vehicle comprises a bumper reinforcement extending in a vehicle width direction, a pair of side members extending in a longitudinal direction of the vehicle, a pair of crash boxes provided between the pair of side members and the bumper reinforcement, and the crash box including a crash box body being hollowed in a vertical direction so as to have a first opening, a second opening and side walls, wherein the bumper reinforcement is attached to one end of the crash box body, and a side member attachment flange is integrally formed at the other end of the crash box body, and a load adjusting plate fixed to the crash box body so as to cover at least one of the first opening and the second opening of the crash box body and to sandwich the side walls of the crash box body.

Abstract: A deformation element formed of a triangular assembly of interconnected structural channels is mounted in a trunk well in the forward section of a vehicle. In their respective longitudinal directions, the channels incorporate hollow compartments, separated by partitions, which, in the event of a collision, have an impact-energy-absorbing effect.

Abstract: An apparatus for adjusting the rigidity of vehicle body can appropriately control the rigidity of a vehicle body. An apparatus for varying rigidity includes a plurality of (e.g. three) plate-like members comprising shape-memory alloy, and a plurality of (e.g. two) connecting-disconnecting members that are detachably connected to the plate-like members. Each connecting-disconnecting member includes a base member that detachably connects to the plurality of plate-like members via a connecting member fitted to each plate-like member, a plurality of pairs of pin guides and movable pin members that are fitted to the base member, and a plurality of (e.g. two) actuators that are controlled by an unillustrated controller.

Abstract: Impact damper assembly for an automobile, in particular for supporting a bumper 5 on an automobile chassis, with an inner tube 2 movably arranged in an outer tube 3, wherein both tubes 2, 3 have an approximately mutually parallel taper 16, 19, wherein the taper 19 of the inner tube 2 is encompassed by the taper 16 of the outer tube 3, and wherein at least one of the two tubes 2, 3 can be deformed during the movement by the taper 16, 19 of the two tubes. The invention is characterized in that the impact damper assembly includes an additional deformable stiffening element 22.

Abstract: A fender for absorbing forces generated from an impact includes a depending attachment flange which comprises a vertically aligned section depending from an exterior portion of the fender and a horizontally aligned section depending from the vertically aligned section adapted for mounting to a vehicle wherein the vertically aligned section includes a plurality of contoured portions for enhancing the stiffness of the vertically aligned section.

Abstract: A bumper system for an automobile vehicle includes, in an exemplary embodiment, a beam and an energy absorber coupled to the beam. The beam has a top surface and a bottom surface, and is configured to attach to the vehicle. The energy absorber includes a body having a first side and an opposing second side, a plurality of crush lobes extending from the first side, and a plurality of vertical translational crush lobes extending from the second side. The second side faces the beam, and each vertical translational crush lobe engages the top surface or the bottom surface of the beam.

Abstract: An energy-absorbing device (34) with a reduced initial peak load (50) for enhancing the management of crash energy in an end structure (30?) for a vehicle (30). The energy-absorbing device (34) has a deformable construction adapted for progressively folding along a longitudinal axis (60) under an oscillating crash load (34?). The oscillating crash load (34?) is comprised of a mean load (48) and a peak load (50) that is in close proximity to the mean load (48).

Abstract: An energy absorber 10 which is made by a new and novel process and which includes beads, such as beads 12, 14, and 16 which are selectively coupled together and reside upon an elastomeric surface 90. The beads, such as beads 12, 14, and 16 are formed, in one non-limiting embodiment, from a ceramic material and provide enhanced energy absorption characteristics which allows the created energy absorber 10 to be selectively “programmed” to be operatively deployed in a wide range of environments.

Abstract: A vehicle door has a supportive frame (10). A waist rail (14) and a side impact guard beam (22) are formed integrally with the supportive frame. The entire frame is made of high strength sheet steel. The door is produced by hot stamping a steel sheet blank into the shape of a supportive door frame that includes an integral waist rail (14) and a side impact guard beam (22), and hardening the shaped door frame while the frame remains in the shaping tools, and fastening an outer panel (31) to the finished door such that the side collision guard beam (22) of the frame will lie close to the outer panel (31).

Abstract: A vehicle bumper system includes a beam and a thermoformed energy absorber positioned on a face of the beam. The thermoformed energy absorber has a plurality of elongated crush boxes thermoformed from a base flange. Crush boxes near a center of the beam are up to about three inches deep, and as a result have side walls that are stretched when thermoformed, while crush boxes near ends of the beam are much shorter and hence not as thin. As a result, the center area has a softer impact intended to reduce pedestrian injury during impact.

Abstract: A beam is provided for absorbing impact forces imparted to doors and sides of a vehicle body as a result of collisions from the side as well as from the front and rear of the vehicle. The beam (17, 18, 78, 88) is intended to protect people or goods inside the vehicle against personal injury or damage in the case of such an impact. The beam (17, 18, 78, 88) comprises at least one thin walled, closed profile roll formed member (52, 62, 72, 82) defining a cavity (63, 83). At least one wall of the member defines at least one longitudinally extending groove (53, 65, 73, 81). The beam (17, 18, 78, 88) may also be used as a standard building block for structural components.

Abstract: A part for reinforcement of hollow structures comprises a series of segments flexibly interlinked to enable the part to be adjusted to fit structures of irregular cross section and direction, the segments contain foamable material which can be activated to fill the space between the parts and the hollow structure.

Abstract: A system for reducing the forward motion of a vehicle occupant is provided. The system includes a contact surface, a fixed energy absorption device, a deployable energy device, and an energy absorption modifier. The contact surface interacts with a vehicle occupant. The fixed energy absorption device is attached to a structural member of the vehicle. The deployable energy device is in contact with the contact surface and the fixed energy absorption device. The energy absorption modifier is in communication with the fixed energy absorption device for varying the energy absorption characteristics of the fixed energy absorption device.

Abstract: An energy management system and device for use in an automotive frame, rail, or other structural component of an automotive vehicle. The frame or rail having a cavity or exposed surface capable of supporting at least one member. The member having an interior portion and an exterior portion with the interior portion being defined by at least one trigger or step change to the geometry of the inner portion to target and direct axial bending of the system. A reinforcing material, such as a polymer-based expandable material, is disposed along the exterior portion of a member prior to final assembly of the vehicle by the vehicle manufacturer. The system is activated as the vehicle undergoes the final vehicle assembly process and paint operation which activates and transforms the reinforcing material to expand, bond and structurally adhere the frame rail to mange, direct, and/or absorb energy in the event of an impact to the vehicle from an applied load or an external force.

Abstract: A deformation element, in particular for use in motor vehicles, comprises a first base part and a second base part. The first base part includes at least one protrusion which tapers starting from the first base part The second base part includes at least one recess which tapers from a front side to a rear side thereof and is associated to the protrusion.

Abstract: An impact energy absorbing structure of a frame member of a vehicle, which includes: a first bead formed on the frame member, which promotes bending deformation of the frame member when an impact load is inputted in an axial direction thereof; a second bead formed on the frame member, which promotes axial deformation of the frame member when the impact load is inputted in the axial direction thereof; and a reinforcement panel attached to the frame member. The frame member is configured to accommodate the reinforcement panel both in a first position beside the first bead and on the side from which the impact load is inputted, and in a second position where the first bead is reinforced with the reinforcement panel.

Abstract: A bumper system for an automobile vehicle includes, in an exemplary embodiment, a first beam configured to attached to the vehicle and a first energy absorber coupled to the first beam. The first energy absorber is tunable for meeting predetermined criteria for both low speed and pedestrian impacts, and includes a plurality of tunable lobes. The lobes are tuned so that a stiffness of the first energy absorber varies from a center of the first energy absorber to each end.