Abstract: An energy absorbing assembly for a vehicle that has a bumper and a frame. A receptacle is defined within the frame. A collapsible member is provided between the bumper and a recessed location spaced away from the bumper in the receptacle. The collapsible member may collapse at least partially into the receptacle in the event of a collision.

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

Abstract: A vehicle body front part structure has an apron side panel 5 joined to an apron side member 4 extending along the vehicle longitudinal direction, and a tray 14 for battery supported on the apron side member 4. In the front part structure, a leg part 16 is provided in an tray body part 15, a lower end part 16K of the leg part 16 is fixed to the apron side member 4 with a fixing member B, and the leg part 16 is formed of a plate material so that the deformation of the apron side member 4 is allowed when a vehicle longitudinal force is applied to the apron side member 4.

Abstract: Horizontally elongated member interconnects respective front end portions of a lower frame and a front side frame spaced apart from each other in a width direction of the vehicle body. Impact absorbing section is mounted on a substantially entire front surface of the horizontally elongated member, and a bumper beam is fixedly mounted to the front surface of the impact absorbing section. The impact absorbing section is a cylindrical member having a cross-sectional shape elongated in the width direction and having its outer side wall portion disposed generally on an imaginary extension line of an inner vertical wall portion of the lower frame.

Abstract: A vehicle frame sub-assembly including a hinge pillar assembly and A-pillar assembly. A high strength hinge pillar reinforcement and A-pillar reinforcement are provided to increase the support in roof crush tests. Collision impact loads are transferred through an upper load path, lower load path, upper intermediate load path, and lower intermediate load path. A back-up rail receives loads from the front rail. The back-up rail transfers loads to the rocker and through a back-up rail extension to the hinge pillar assembly. An upper intermediate load path transfers loads from the upper rail through a fork rail to the hinge pillar assembly.

Abstract: A frontal structure is provided for a motor vehicle. The frontal structure includes, but is not limited to a support structure, to which a radiator is fastened and on which a bumper girder is mounted in front of the radiator in such a manner that it yields backward toward the radiator in case of an impact. The fastening of the radiator to the support structure is formed by a frame, in which the radiator is retained and which is in turn anchored to the support structure via connection elements which detach if a maximum force is exceeded. The frame is adapted to the form of the bumper girder and the radiator to come into contact with the bumper girder earlier than the radiator in case of yielding backward of the bumper girder.

Abstract: The invention relates to a motor vehicle hood comprising a visible outside skin and a lining, in which the lining is shaped in such a manner that: the hood has reinforcements comprising a plurality of hollow bodies defined by the skin and by the lining; and that the hood includes at least one zone having no reinforcement and designed to be placed in register with a localized rigid part under the hood. The reinforcements further comprise at least one rib extending between two of the hollow bodies of the plurality, so as to interconnect the hollow bodies.

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 motor vehicle front structure is provided with at least one front frame having two side members and an impact cross member structure. Two crash boxes are fixed between the respective front end of the side members and the impact cross member structure. Each of the crash boxes includes, but is not limited to a first and a second leg that are jointly fixed to the front end of each side member and in the shape of a V in the direction of the impact cross member structure turn into ends spread from each other The spread ends are fixed on end regions of the impact cross member structure.

Abstract: A motor vehicle front structure is provided with at least one front frame having two side members and an impact cross member structure. Two crash boxes are fixed between the respective front end of the side members and the impact cross member structure. Each of the crash boxes includes, but is not limited to a first and a second leg that are jointly fixed to the front end of each side member and in the shape of a V merge with ends spread from each other in the direction of the impact cross member structure. The spread ends are fixed on end regions of the impact cross member structure. A connecting structure with honeycomb construction is arranged between the legs.

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

Abstract: A vehicle has a door system having at least a front and a rear door leaf which are each movable between an open and a closed position with respect to the cabin structure. The vehicle includes a door locking system which is provided to lock the door leaves in their closed position in case of collision of the vehicle. The locking system includes a locking mechanism and a triggering mechanism having a front operational portion which is located in vicinity of a front end of the cabin structure so as to be displaced in case the front end of the cabin structure is deformed due to a collision, the displacement mechanically triggering the locking mechanism towards an engaged position.

Abstract: A support member for attaching a vehicle fascia such as a front bumper fascia, to a vehicle frame or other support component is described. The support member includes a bracket at one end of the member and various fasteners for attachment to the vehicle fascia.

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 deformation element, a motor vehicle fender bracket with the deformation element, and a method for producing a deformation element are provided. The deformation element serves to receive external impulses introduced into the deformation element and includes, but is not limited to at least two sleeves that are displaceable relative to one another, and a spring-elastic pressure element that is supported in each case on the at least two sleeves that are displaceable relative to one another. In this case, it is provided that at least one of the sleeves has at least one embossing that forms a sliding surface for the other sleeve. The at least one embossing is preferably introduced by electromagnetic pulse forming.

Abstract: An object of the present invention is to provide a vehicle end structure capable of more reliably receiving a load upon a collision in a vehicle body of the frame construction. The vehicle end structure of the present invention is one constructed near a front end (or rear end) of a framework of a vehicle and is characterized by comprising a pair of body frame members 1 extending in an anteroposterior direction of the vehicle body; a bumper reinforce 3 hung at ends of the pair of frame members 1; a pair of brackets 4 located on the center side of the vehicle with respect to the ends of the pair of frame members 1 and projecting outwardly and laterally from the respective frame members; a pair of outer pillar members 5 extending downward from the respective brackets 4; a cross member 6 hung between the pair of outer pillar members 5; and a pair of inner pillar members 7 joining an upper surface of the cross member 6 to the respective frame members 1.

Abstract: An automobile bumper system including an isolator disposed adjacent a cross beam of an automobile frame, and a bumper edge guard strip mounted adjacent upper and/or lower edges of the cross beam. The bumper edge guard strip may include an upper extension fixedly engaged with an upper surface of the cross beam and a lower extension fixedly engaged with a frontal surface of the cross beam, with the upper extension having a length greater than the lower extension for distributing impact energy in a predetermined manner.

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: With a body for a motor vehicle with a carrying structure and an engine hood hinged on the carrying structure, the engine hood is supported on the carrying structure through a support crushable in its longitudinal direction.

Abstract: This assembly is of the type comprising at least two pairs of front longitudinal members (12, 16) and supporting and attachment plates (20) positioned at the front ends of the longitudinal members (12, 16), a front bumper shield (8) comprising a one-piece frame (22) in plastic material formed with an upper bumper beam (24) and a lower bumper beam (26) and two uprights (28) connecting the upper (24) and lower (26) bumper beams, the shield (8) further comprising an additional beam (40) made with the frame (22) in the same material, said additional beam (40) comprising means for attaching at least one piece of auxiliary equipment of the motor vehicle.

Abstract: This beam (4) is intended to be located between a shield skin (2) and a rear face (6) of a motor vehicle front assembly (1), said beam (4) being designed to deform by absorbing energy in the event of an impact with the shield skin (2), said beam (4) having an approximately planar front face (8). The beam (4) comprises a rear fairing element (10) having a concavity (16) facing the front of the vehicle so as to promote a laminar flow of air from the front face (8) of the beam (4) toward the rear face (6) of the front assembly (1) of the motor vehicle.

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 one-piece shotgun is configured to absorb impact energy when a front of the vehicle is impacted. The shotgun comprises an upper portion, a mid portion, and a lower portion, the upper portion having an end configured to connect to a hinge pillar; and a Z-trigger formed by two indentations and being located adjacent the upper portion end. The indentations of the Z-trigger are located on an outer side and an inner side of the shotgun to cause substantially lateral bending when sufficient force is applied to the shotgun.

Abstract: Part of a front side frame is configured to be deformed so as to bend outwardly, in a vehicle width direction, by a collision load in a vehicle frontal collision. A sub frame provided at a lower portion of a front vehicle body is joined to the front side frame via a reinforcement. A front portion of the reinforcement is located at a position which corresponds to a bending portion of the front side frame which is to be deformed so as to bend outwardly, in the vehicle width direction, by the collision load in the vehicle frontal collision. Accordingly, the bending of the front side frame at its bending portion when the collision load acts in the vehicle frontal collision can be promoted, so that the collision load against passengers can be decreased securely.

Abstract: In a vehicle bumper structure, an optical fiber sensor (32) is provided on the upper portion of the front surface of a front wall portion (30A) of a front-bumper reinforcement (30). A front-bumper absorber (28) is provided before the optical fiber sensor (32) and a load transfer plate (34) is disposed between the front-bumper absorber (28) and the optical fiber sensor (32). The vertical width (B3) of the front-bumper absorber (28) and the load transfer plate (34) are greater than the vertical width (B1) of the optical fiber sensor (32), and a lower end portion (34A) of the load transfer plate (34) extends below the lower end of the optical fiber sensor (32). Accordingly, when the optical fiber sensor (32) is offset to the upper portion of the front-bumper reinforcement (30), the front-bumper absorber (28) will not topple down and the impact load is input to the optical fiber sensor (32) even if the input direction of the impact load is slightly inclined.

Abstract: A vehicle front body structure includes a chassis number marking section on which a chassis number or vehicle identification number (VIN) is applied by stamping. The chassis number marking section is provided on a cowl assembly and disposed above a damper base to which an end of the cowl box is secured.

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 main body of an impact energy absorber is formed by integrally molding a deformable portion and a plurality of deformation controlling portions which are adapted to control the direction of plastic deformation of the deformable portion. The deformation controlling portions have such a configuration and shape that, when a compression load equal to or greater than a predetermined value is input to the main body in a tube axis direction, the deformable portion undergoes plastic deformation in at least one of a radially outward direction and a radially inward direction of the main body concurrently with the compressive plastic deformation in the tube axis direction.

Abstract: The present invention relates to a shaping method of shaping a bumper skin of plastics material around at least two light units of a motor vehicle, with the help of reinforcement comprising a certain number of portions, the skin having zones for covering the various portions of the reinforcement, each portion of the reinforcement including means for fastening it to one of the light units in a predetermined position. The portions of the reinforcement are initially fastened to the corresponding zones of the bumper skin, and then the portions of the reinforcement are assembled to the light units. The present invention also provides reinforcement and a front unit for a vehicle.

Abstract: A front body structure of a vehicle comprises a pair of front side frames, a bumper reinforcement, a bumper face, a leg-part sweeping-away member which is provided below the bumper reinforcement and extends in a vehicle width direction, a front end of which is positioned in front of the bumper reinforcement, and a support member which supports the leg-part sweeping-away member at the front side frame. The support member has a specified length in the vehicle longitudinal direction, and comprises beads which absorb an impact load inputted in the vehicle longitudinal direction through their deformation in the longitudinal direction.

Abstract: A bumper beam (10) e.g. for an SUV, has its flange portions (18, 19) positioned high and extends asymmetrically downwards relative to them. It has an outwardly convex profile which has in its lower portion a longitudinal concavity (16) which, near to the lower edge of the profile, ends with a forward-pointing profile portion (21). The result is less risk that the bumper will climb up over a lower-positioned bumper (30) which it collides with.

Abstract: A section of a motor vehicle front low area includes a first extendable elongated part, whose rear end is placed in front of a vehicle structural element embodied in a form of a cradle, whereas the front end thereof is connected to a bar-type structural element of the vehicle by a first connection device. The rear end of the first elongated part is movably mounted in front of the cradle-shaped vehicle structural element. The first connection device includes a connection in a form of a slide bar enabling a substantially longitudinal movement to be carried out and a removable stop member for normally hindering movement up to the removal.

Abstract: An interface joint for a motor vehicle is provided that serves as a node to connect a longitudinal motor compartment frame rail, an energy absorbing device, referred to as a crush box, and an engine cradle. The interface joint is a unitary component having a plate portion, first and second flange portions, and an engine cradle attachment portion. The first flange portion extends longitudinally from the plate portion and is adapted for engagement with the crush box. The second flange portion extends longitudinally from the plate portion opposite the first flange portion and is adapted for engagement with the frame rail. The engine cradle attachment portion extends between the flange portions and is adapted for attachment to the engine cradle.

Abstract: Of side wall portions (60a, 60b) of a tubular body portion (52) mainly constituting an impact absorbing member (50), a wider side wall portion (60a) on the vehicle inner side is provided with a projecting rib (70) projects outward in the direction perpendicular to the axis of the body portion. The projecting rib (70) extends from an axial end (52a) adjacent to a mounting plate (54) and parallel to the axial direction of the body portion. Therefore, even when an impact load is applied to the impact absorbing member (50) in an oblique direction with respect to the vehicle to generate a moment load, the existence of the projecting rib (70) prevents the impact absorbing member from falling down laterally. Accordingly, excellent impact-absorbing properties are stably obtained. The projecting rib (70) is formed not to reach the load input side, i.e., the axial end (52b) adjacent to a mounting plate (56), where collapse starts.

Abstract: A shock absorbing structure for a vehicle including a top wall to which a shock is to be applied and two side walls integrally formed with the top wall and extending from the top wall such that the side walls are opposed to each other, thereby forming an angular U-shaped cross section. The side walls have a waveform in which convex portions and concave portions are alternately and continuously provided. In addition, a bottom plate is integrally formed with an end portion of the respective side walls. The shock absorbing structure further includes a first window portion that is formed over a portion of the each side wall including a part of a bottom portion and parts of opposite side portions of the concave portions and a portion of the bottom plate that is connected to the bottom portion and that is positioned between the opposite side portions.

Abstract: A front structure for a vehicle has a grid member configured to allow outside air to be introduced from a forward direction of the vehicle into a compartment of the vehicle, and a part within the compartment disposed on a rear side of the grid member. The grid member has a first bridge and a second bridge intersecting with the first bridge. One of the first bridge and the second bridge has a bridge upper portion having a fragile portion on one of a front side thereof and a rear side thereof in a fore-and-aft direction of the vehicle, and a bridge lower portion having a fragile portion on one of a front side thereof and a rear side thereof in the fore-and-aft direction. The fragile portion of the bridge upper portion and the fragile portion of the bridge bottom portion are on opposite sides in the fore-and-aft direction.

Abstract: A front side frame includes a bend portion which is operative to bend outward when an impact load acts on the front side frame from ahead. The bend portion is provided in a specified location such that the bend portion in a bending state substantially contacts a damper of the suspension from a vehicle front side. Accordingly, a rear end of the front side frame can be prevented properly from moving back when the impact load acts on the front side frame from ahead.

Abstract: A one-piece shotgun is configured to absorb impact energy when a front of the vehicle is impacted. The shotgun comprises an upper portion, a mid portion, and a lower portion, the upper portion having an end configured to connect to a hinge pillar; and a Z-trigger formed by two indentations and being located adjacent the upper portion end. The indentations of the Z-trigger are located on an outer side and an inner side of the shotgun to cause substantially lateral bending when sufficient force is applied to the shotgun.

Abstract: Triangular left and right load transmission members each have a first arm interconnecting a front sub frame and a left or right rear frame, a second arm interconnecting the front sub frame and a left or right side sill, and a third arm interconnecting the left or right side sill and the left or right rear frame. The transmission members each transmit an impact load from the front sub frame to the left or right rear frame via the first arm and to the left or right side sill via the second arm. A cross member spans between the side sills and fixedly connected to the rear frames. Left and right rigid areas are formed by the transmission members, cross member and right rear frames.

Abstract: A motor vehicle front end and a method for producing a motor vehicle front end are provided in accordance with embodiments of the invention. The motor vehicle front end has a front wall and the front wall girder, the front wall girder essentially being situated in the direction of a vehicle transverse axis. In addition, the motor vehicle front end has a first front wall girder, the first front wall girder being situated essentially in the direction of a vehicle vertical axis. The first front wall girder is supported on the front wall crossbeam in a first area of the front wall crossbeam.

Abstract: A front end assembly of a vehicle can include a frame member, a headlight assembly, a fender panel, and a stay. The fender panel includes a nose extending along and above the headlight assembly. The stay is secured to the frame member and includes an abutment surface spaced from an inner surface of the fender nose by a gap. The stay transfers an external force applied to the fender nose to the frame member when the nose is deflected into contact with the stay to limit deflection of the fender nose.

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

Abstract: A 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: A chassis for a passenger motor vehicle has a center front vehicle seat, and a passenger compartment having a front structure disposed in front thereof. Longitudinal beams of the front structure extending from inside each vehicle wheel, and pass into a respective transition region of a respectively associated side sill. A deformation element is disposed on the front sides of each transition regions.

Abstract: Provided is a front structure of a vehicle 1, and the front structure includes a pair of side members 30, a first cross member 10, a bumper 60, upper protruding-plate portions 41, lower protruding-plate portions 42, and a bracket 70. Each of the side members 30 includes an upper plate 31, a lower plate 32, and a vertical plate 33, the upper plate 31 and the lower plate 32 arranged to vertically face each other, the vertical plate 33 connecting the upper and lower plates 31 and 32. The first cross member 10 connects front-end portions 35 respectively of the side members 30. Each of the upper protruding-plate portions 41 extends frontwards integrally from the corresponding upper plate 31. Each of the lower protruding-plate portions 42 extends frontwards integrally from the corresponding lower plate 32 so as to face the corresponding upper protruding-plate portion 41.

Abstract: A vehicular hood structure, which can generate more properly a load reaction to be inputted to a collision member, even if the collision member collides against the vicinity of an intermediate position between a hood general portion and a portion close to a hood front end edge so that a load acts to deform a hood inner panel of the hood general portion and a hood lock reinforce of a hood front end portion. A rear end portion of the hood lock reinforce is joined, at a leg extending to the hood back side at a portion spaced at a predetermined distance in the hood width direction, to a flat portion of the hood inner panel. In this hood inner panel, a crush bead is formed along the hood width direction at the substantially central portion of a skeleton portion in the hood length direction, and a small bead is formed at the substantially central portion of the flat portion in the hood width direction.

Abstract: A collision safety system for use with a motor vehicle includes a hood mounted to the vehicle movable between an open position and a closed position. A latch mechanism positioned adjacent the hood releasably engages a striker bar extending from the hood. The latch mechanism includes a spring operative to move the striker bar, a locking cam configured to releasably secure the striker bar and a pawl disposed on a latch bracket is movable between a latched position engaging the locking cam and a deployed position away from the locking cam. A primary hood release device is operatively connected to the pawl and is in communication with a remote source that is configured to transmit an activation signal to the primary hood release device.

Abstract: An underride compatibility apparatus is provided for a vehicle structure. The apparatus includes a frame arranged to support the vehicle structure. The frame includes an energy absorption portion arranged for absorption of impact energy. The apparatus also includes a beam arranged substantially transverse to the vehicle structure, below the frame, and remote from the energy absorption portion. The apparatus also includes a flexible member configured to carry a tensile load, but not a substantial compressive load. The flexible member distributes the impact energy between the energy absorption portion and the beam when the member is loaded in tension during an underride impact, but does not affect the impact energy absorption of the energy absorption portion during a direct impact.

Abstract: A vehicle front end assembly is provided with a vehicle bumper fascia panel, a headlamp, a headlamp support bracket and a bumper fascia reinforcement bracket. The vehicle bumper fascia panel has an inbound facing surface and an exterior surface. The headlamp is disposed above the vehicle bumper fascia panel. The headlamp support bracket is disposed below the headlamp. The headlamp support bracket has a first locating structure. The bumper fascia reinforcement bracket is fixed to the vehicle bumper fascia panel to overlie an end section of the inbound facing surface of the vehicle bumper fascia panel to reinforce the end section. The bumper fascia reinforcement bracket includes a second locating structure mating with the first locating structure to position the headlamp with respect to the vehicle bumper fascia panel.

Abstract: An automobile that includes: a lower crossbar including longitudinal arms connected by links to vehicle side rails located above the arms; a technical front surface defining a plate, the plate including an inner face and an outer face and being adapted to be attached to a structural member of the vehicle; a shield convergent element including two absorption members capable of absorbing by deformation thereof the energy of a shock to the vehicle; each longitudinal arm of the crossbar being attached by a first fastener to the inner surface of the plate; and each absorption member being attached by a second fastener to the outer face of the plate so that the two absorption members are capable of deformation along a longitudinal axis of the vehicle upon a shock; the inner surface including ribs.