479results about "Buffer" patented technology

The invention provides a structure of a front part of a vehicle body that is simple and free from the risk of maloperation. In the event of a collision between the vehicle and a pedestrian, a projecting part sweeps the pedestrian by parts of his or her legs lower than the knees in the event of a collision between the vehicle and the pedestrian, causing the pedestrian to be thrown over toward the vehicle, and after an energy-absorbing member has absorbed impact energy exerted on the legs, the pedestrian is caused to drop onto the top of a hood and protected from secondary damage. In one specific example, a structure of a front part of a vehicle body in which a bumper (9) is provided at a lower front position of a hood (1) of the vehicle comprises a lateral supporting member (7) provided in the front part of the vehicle body and extending in the direction of vehicle width, an energy-absorbing member (8) provided ahead of the lateral supporting member (7), and a projecting part (12) provided at a lower part of the bumper 9 in such a manner that a forward end of the projecting part (12) juts out more frontward than the lateral supporting member (7).

The invention relates to a shock absorber (100), in particular for use as an additional irreversible shock-absorbing stage together with a component for transferring force. In order to achieve the reliable dissipating of high impact energies, a shock absorber (100) comprising the following is indicated in accordance with the invention: a base plate (1); a force-transferring element (3) having a tensioning element (4); an energy-absorbing element in the form of a deformation tube (5) which is connected by a first end section to the base plate (1); and a connecting element (6) for the disengageable connecting of the force-transferring element (3) to a second end section of the deformation tube (5), wherein the connecting element (6) is pressed against the tensioning element (4) such that the deformation tube (5) is braced between the tensioning element (4) and the base plate (1) without play.

A stiffener assembly for a bumper system of a motor vehicle includes a stiffener operatively connected to the bumper system and movable between an up position and a down position based on a speed of the motor vehicle.

Custom fitting protective athletic equipment composed of larger compressive chambers to generally surround a body part as well a plurality of smaller compressive chambers, which can be shaped to absorb rotational impact forces, outside the larger compressive chambers. A hard or yielding shell positioned either outside the chambers or between them can provide additional impact dampening and protection. Both the larger and smaller compressible chambers preferably contain compressible fluid, such as air, another gas, gel or liquid. Valves are preferably provided in the chambers so that the fluid can be controlled when an impact is received. A method is also disclosed to use three-dimensional scanning techniques and three-dimensional 3D printer manufacturing techniques to produce the protective athletic equipment of the present invention.

Device for motor vehicles designed to prevent traffic accidents or to reduce their injurious consequences. The extent of injuries in traffic accidents can be reduced significantly by employing the vehicle bumper (1) as a crumple (deformation) zone. A sensor (2) is used to record this distance from and speed relative to an obstacle in the direction of travel. When a collision is unavoidable, one end of the bumper (1) is projected outward by a propellant charge (13) so that, together with a strut (17, 22, 24), if forms a crumple zone ahead of the vehicle. The device can also be provided with a system to warn of dangerous traffic situations, and to brake the vehicle automatically or reduce its speed if the risk of a collision exists. In the case of trucks and buses, the bumper (1) may be deployed by means of a pneumatic cylinder (4) and valve (7), which are controlled by the vehicle's ordinary speedometer. The bumper remains depolyed above a certain threshold speed.

The invention discloses a telescopic device for absorbing collision energy of railway vehicle. The telescopic device comprises two mechanisms which function independently and are respectively mounted on the two sides of a vehicle end part, wherein each mechanism comprises an anti-crawling tooth, a circular energy-absorbing tube, pull rings, cutters, cutter fixing blocks, a mounting base, a cutter base, a guiding cylinder, a double-acting cylinder, a base, bolts, a torsion spring, a dowel, locating grooves, a double-acting electromagnetic valve, a controller and an air storage tank. The telescopic device is characterized in that when the device is in a non-working state, each double-acting cylinder is in a tension state and pulls the corresponding circular energy-absorbing tube to retract inside the corresponding guiding cylinder; each cutter is pressed on the outer wall of the corresponding circular energy-absorbing tube; before trains collide, each double-acting cylinder pushes the corresponding circular energy-absorbing tube to be ejected out under the action of high pressure air; each cutter is pressed on the corresponding locating groove of the corresponding circular energy-absorbing tube under the action of the force of the corresponding spring; when each circular energy-absorbing tube retracts towards the interior of the corresponding guiding cylinder under the action of external force, a cutter cutting type energy absorbing structure absorbs energy; and if the circular energy-absorbing tubes are not hit after stretching out, each circular energy-absorbing tube is separated from the corresponding cutters through pulling the corresponding cutters or jacking up the cutter heads through the corresponding cylinder under the corresponding cutters, and each double-acting cylinder pulls the corresponding circular energy-absorbing tube into the corresponding guiding cylinder.

The invention discloses a railway vehicle head structure. The railway vehicle head structure comprises a vehicle body main structure, a vehicle head anti-collision structure and an anti-creeper. A vehicle head is divided into a safety zone of which the longitudinal load strength is decreased progressively in a gradient mode, a secondary deformation zone and a main deformation zone according to the longitudinal direction of a railway vehicle. The safety zone is the vehicle body main structure and comprises a passenger room zone and a driver seat zone. The secondary deformation zone is a zone from a cab front door to an anti-creeper installation plate and comprises the vehicle head anti-collision structure and an anti-creeper installation structure. The main deformation zone comprises a cab floor located in front of the anti-creeper installation plate and the anti-creeper. A first-stage stopping structure is arranged between the secondary deformation zone and the main deformation zone. A second-stage stopping structure is arranged between the safety zone and the secondary deformation zone. According to the railway vehicle head structure, a vehicle body deforms and absorbs energy in a controllable and orderly mode, and the good safety performance is obtained.

The invention relates to a shock absorber (100) especially for use as an additional irreversible shock absorbing element in combination with a component for transmitting force. In order to reliably absorb high impact energies, a shock absorber (100) comprises the following elements: a base plate (1); a force transmitting element (3) having a tensioning element (4); an energy absorption element in the form of a deformable tube (5) which is connected to the base plate (1) via a first end section; and a connecting element (6) for detachably connecting the force transmitting element (3) to a second end section of the deformable tube (5), the connecting element (6) pressing against the tensioning element (4) in such a manner that the deformable tube (5) is tensioned between the tensioning element (4) and the base plate (1) without play.

A soccer goal pad comprises an integrally formed foam body for overlying the playing surface of a goal post. The pad is self retained on the post. The goal pad provides impact-cushioning along the playing surface so as to reduce the risk of injury, while minimizing its affect on the trajectory and speed of a soccer goal bouncing off of the padded post. A method of making the goal pad is disclosed.

The invention discloses a liquid control valve with adjustable damp which comprises: a damping control unit that is constructed by high speed electro-magnetism switch valve and fixing damp connected in row, several damp control units joint in parallel forms the liquid damper control valve with adjustable damp, one of its end oil line is connected with the right chamber of the damping vibration cylinder via the oil tank, one end of the third electro-magnetism valve, one end of single direction valve and oil line b; the other end of the first electro-magnetism valve is connected with oil line c via the oil line f; the other end of the liquid control valve with adjustable damp is connected with one end of the fixing damp, one end of the second electro-magnetism valve, the left chamber of the damping vibration cylinder via oil line a; the other end of the fixing damper is connected with the other end of the third electro-magnetism valve and the other end of the second electro-magnetism valve is connected with oil b via oil e. The invention can get the corresponding damp coefficient with the different requirement of the system.

Provided is a collision energy absorbing apparatus capable of mitigating loads to the car body proper, passengers and the like by adding a structure combining a prescribed static strength and collision energy absorption performance to an energy absorbing body of the collision energy absorbing apparatus. In a limited inner space of a car body, a cover 80 that covers energy absorbing bodies 51, 52 combines a prescribed static strength and collision energy absorption performance. The cover 80 prevents irregularities, such as the breakage of cylindrical bodies of aluminum alloy, i.e., the energy absorbing bodies 51, 52 in each of the stages of transportation, storage, assembling and the like of the collision energy absorbing apparatus 50. The cover 80 having static strength fulfills the role of withstanding a prescribed static load and in the event of a collision against an obstacle, the cover 80 is broken earliest and reduces a peak load of crush, with the result that part of the collision energy is used in the breakage of the cover 80. As a result of this, the cover 80 can contribute to the absorption and mitigation of the collision energy.

The invention provides an energy absorption device arranged at the front end of a train. The energy absorption device comprises a train coupler seat, a support, a pressure feeding tube, a train coupler, a guiding component, energy absorption elements and an anti-climbing assembly, wherein the support is fixedly arranged at the front end of the train; the pressure feeding tube is fixed at the train coupler seat; a train coupler connecting end is mounted in the pressure feeding tube in an inserted manner, and can slide relative to the pressure feeding tube; one end of the guiding component is fixed with the train coupler seat; the other end of the guiding component is mounted at the support in an inserted manner, and can slide relative to the support; the guiding component can limit the swing of the pressure feeding tube; the energy absorption elements are arranged between the train coupler seat and the support; the anti-climbing assembly is fixedly arranged on the support, and can be compressed. According to the energy absorption device disclosed by the invention, the energy generated by collision is absorbed by a manner that various energy absorption assemblies are arranged in a limited space; besides, the displacement perpendicular to the self direction, of the train, is limited by the guiding component and the anti-climbing assembly, so that train climbing and derailing are avoided.

An energy-absorbing device, particularly for a shock absorber of a track-guided vehicle, has an energy-absorbing element designed as a deformation tube and a counter element which interacts with the deformation tube such that upon a critical impact force being exceeded, the counter element and the deformation tube exhibit a relative movement toward one another while at least a portion of the impact energy introduced into the energy-absorbing device is simultaneously absorbed. For the energy absorbtion to take place according to a predictable sequence of events when force is introduced non-axially into the energy-absorbing device, the counter element is connected to the deformation tube by means of a form-fit connection circumferential to the deformation tube so as to prevent twisting of the counter element relative the deformation tube.

The present invention provides a bumper structure for an automatic moving device which directs the moving device to change directions when bumping into an obstacle. The bumper structure of the present invention comprises a base, an elastic housing and a conductive terminal. A plurality of conductive sheets is formed over the base, wherein the conductive sheets are coupled to the control circuit of a moving device via the base. The elastic housing is formed over the base, with a protruding actuator section formed within the elastic housing, and the actuator section is parallel to the conductive sheets. The conductive terminal is formed at the bottom of the actuator section but is not in contact with the conductive sheets. The elastic housing may provide buffer when bumping into an obstacle, and the force generated by the impact presses the actuator section downwards, allowing conductive terminal of the actuator section to couple with the plurality of conductive sheets, thereby connects the plurality of conductive sheets and sends a signal to the control circuit of the moving device, directing the moving device to change directions.

An impact damper includes two tubes which are slidable one in the other for braking a vehicle impact against an obstacle by hydraulic damping forces and pneumatic spring forces. The inner tube is closed off by a bottom. A gas chamber containing a high pressure gas cushion is arranged adjacent to the bottom and bounded by a separating piston that is guided sealingly and displaceably in the inner tube. A first fluid chamber is arranged between the separating piston and a partition fixed in the inner tube and provided with choke openings. A second fluid chamber is formed by the outer tube and connected to the first fluid chamber via the partition. The outer tube has a tapering region directed away from the partition, and a deformation element dividing the second fluid chamber into two part chambers.

A railroad car draft gear including a housing having an open end with a friction clutch assembly arranged in operable combination therewith. An elongated elastomeric spring assembly is disposed within the housing for storing energy during axial compression of the draft gear. A spring seat is arranged within the housing between the spring assembly and an end portion of each friction member forming part of the friction clutch assembly. The spring seat defines a surface, arranged in contacting relation with an end of the spring assembly, and defining at least one incongruity for allowing the elastomer of the spring assembly to combine therewith so as to establish a mechanical bond between the spring assembly and the spring seat.

The present invention relates to an energy dissipation device with a first force-transferring element, a second force-transferring element, and a first and second energy dissipation element which are disposed in the energy dissipation device such that the force flow taking place during the transfer of the tractive and impact forces in the longitudinal direction of the energy dissipation device runs parallel through the two energy dissipation elements. By the activation behavior of the individual energy dissipation elements being chosen appropriately, the total characteristic curve of the energy dissipation device can be precisely determined in advance. In particular, the invention makes possible the construction of energy dissipation devices with force-path characteristic curves with regions of the characteristic curve, which fall off sharply. For this, characteristic curve contours are possible in particular in which, to trigger the energy dissipation device, a greater force is required than during the actual energy dissipation.

In a vehicle bumper structure including a pressure tube-type pedestrian collision detection sensor according to technology disclosed herein, the vehicle bumper structure includes a bumper reinforcement, a pressure tube-type pedestrian collision detection sensor, and an upper absorber. The upper absorber includes an absorber main body, an absorber upper end portion that is integrally provided to the vehicle upper side of the absorber main body, and includes a projecting portion projecting toward the vehicle front-rear direction inner side with respect to the absorber main body at the vehicle upper side of the bumper reinforcement, and a groove portion that is formed at a vehicle front-rear direction inner side portion of the absorber main body, that is disposed adjacent to the vehicle lower side of the absorber upper end portion, that is open toward the vehicle front-rear direction inner side or the vehicle lower side, and that retains a pressure tube.

A pedestrian protection apparatus particularly adapted for motor vehicle front end structures for mitigating injuries of pedestrians struck by the vehicle. The apparatus incorporates a front grill which is moveable between extended and retracted positions. While it is in its extended position, the grill is designed to absorb energy from a pedestrian impact to reduce pedestrian injuries. The position of the grill is controlled by an actuator which responds to control inputs such as vehicle speed.

A buffer combining polymeric elastic components and metal friction components comprises a shell, one set of the polymeric elastic components, one set of metal spacers, a wedge block installation cylinder, a set of wedge block bodies, a pressing block, a mandrel, a nut and a thread connection looseness preventing piece. The elastic components, the metal spacers, the wedge block installation cylinder, the wedge block bodies and the pressing block are fixedly connected with the shell through the nut and the thread connection looseness preventing piece which are arranged at the end of the mandrel. The buffer has the beneficial effects that compared with an existing elastic body buffer, the buffer is higher in energy absorption rate; the working environment of the elastic components and the metal spacers is superior to that of elastic components and metal spacers of the existing elastic body buffer; and the buffer is simple in structure, small in part number, low in manufacturing cost, easy to use, maintain and operate and high in reliability.

The present invention relates to a center buffer coupling for railroad cars that has a coupling head 1 and a coupling shaft 2 that holds the coupling head 1 on its front end 3, whereby the rear end 4 of the coupling shaft 2 is attached to the frame of the railroad car so that it can swivel horizontally. In the case of a crash, i.e. during the occurrence of extreme impact energies, in order to shorten the coupled couplings in such a way that the energy absorbing elements 22 on the body side dissipate the impact energy transferred between the adjacent car bodies during the impact without additional space being needed when the coupling head 1 is taken out of the force flow, according to the invention, a section 6 of the coupling shaft is formed of a first partial piece 7 and a second partial piece 8, whereby the two partial pieces 7, 8 are connected to each other by means of an overload safety device 9. In this case, the overload safety device has a fixed bolt 10 and at least one overload bolt that responds when a specific response force is exceeded in the longitudinal and / or lateral direction of the coupling shaft, whereby the fixed bolt 10 and the at least one overload bolt 11 are mounted in succession in the direction of the coupling shaft. Because of the design of the overload safety device 9 according to the invention, in a crash two coupled center buffer couplings are shortened by a combined linear and rotational movement of the respective coupling head 1 without this requiring space behind the attaching plane and / or behind the frame.