384 results about "Head-on collision" patented technology

An acceleration pedal is arranged on one side, in a vehicle width direction, of a steering column cover covering a steering column so as to move forward or slant forward through a press operation of a press face thereof. A guide face is provided at a specified portion of a lower face of the steering column cover which is positioned in front of a lower-face rear end portion in a steering-shaft axis direction and on an acceleration-pedal-arrangement side, wherein the guide face is configured to project downward below an extension line extending from the lower-face rear end portion in the steering-shaft axis direction and extend forward. Accordingly, a passenger's foot can be properly restrained from moving, in the vehicle width direction, off the pedal in a vehicle head-on collision, ensuring an appropriate ingress-and-egress performance of a passenger.

A longitudinal member is configured to transmit a part of a collision load occurring in a vehicle head-on collision to a suspension cross member by way of a front portion, a bending portion, and a rear portion. A lower arm, a portion of which is co-fastened to a vehicle body together with a fastening portion, is configured to transmit another part of the collision load occurring in the vehicle head-on collision to the fastening portion from the front portion. Accordingly, the rear end of the sub frame can be properly detached from the vehicle body in the vehicle head-on collision even in a case in which any weak portion extending in a vehicle width direction may not be provided.

A hood latch having an extra-long fishmouth for enabling a vehicle hood to deflect downwardly upon impact, such as when hit by a pedestrian in a frontal crash. To prevent this deflection when the hood is slammed shut in ordinary use, a stop lever is pivotally mounted to the latch housing. The stop lever features first and second arms defining a slot therein. One arm has a proboscis thereon and is biased to align the slot with the fishmouth, with the proboscis jutting into the fishmouth. The proboscis receives an impact from the striker and rotates the stop lever to a blocking position wherein the non-proboscis arm intercepts the striker and prevents it from reaching the bottom end of the fishmouth. In the closed position the ratchet retains the striker at an intermediate depth in the fishmouth, enabling the striker to travel toward the bottom end thereof.

Present disclosure present a vehicle front passenger seat airbag device, which comprises: a plurality of inflators; an airbag including: a front passenger seat airbag, and a center airbag that includes a vehicle-rear-side end that projects out further toward a vehicle rear side when inflated and deployed than a rear end of the front passenger seat airbag when inflated and deployed; and a controller that controls timings for igniting each squib included in the plurality of inflators such that a peak internal pressure of the airbag inflated and deployed when an oblique collision or small overlap collision has occurred is delayed, compared to a peak internal pressure of the airbag inflated and deployed when a head-on collision has occurred.

A tubular honeycomb article for use in absorbing energy. The article is made by taking a planar honeycomb and forming it into a tube shaped honeycomb body. The tube shape of the honeycomb body is retained by providing a shell around the perimeter of the honeycomb body. The resulting tubular honeycomb article may be used as an insert or collar in automotive steering columns to provide absorption of energy during occupant loading in an frontal crash.

The invention provides an air generator shock absorption device on a steering wheel and belongs to the technical field of automobile accessories. The air generator shock absorption device comprises a support wheel and a buffer assembly. An air generator is connected onto the buffer assembly made of a rubber material. When head-on collision of a vehicle occurs, the buffer assembly made of the rubber material in an air bag restraint module can effectively buffer recoil force produced by the detonated air generator, namely the contact time of an air bag and a person is prolonged, the buffer time of a safety belt is prolonged, inertia impact of the person is reduced to some extent, impact force between the person and the air bag is reduced, and injury level is reduced. In addition, due to the fact that the air generator is connected onto an elastic connecting column of the buffer assembly, the air generator shock absorption device has certain shaking capacity. When jolt shake produced by the whole vehicle in running is transmitted to the steering wheel, the steering wheel can transmit agglomerated energy to the air generator through the buffer assembly, the air generator and the elastic connecting column shake, the shaking degree of the steering wheel is reduced, noise is reduced, and driving comfort is improved.

The self-releasing vehicular harness is a harness designed to prevent a driver or rider of a motorcycle from flying over the handlebars during a head-on or upright collision. The self-releasing vehicular harness includes a tether that extends from the harness to a spring-loaded drum located in a housing positioned to the rear of the end user. The housing contains at least one tensioning means that releases the drum in order to enable the tether to unroll thereby releasing the end user from the vehicle in the event of a non-head-on collision or other parameter. An inclinometer detects the angle of the vehicle in order to determine whether to release or lock the spring-loaded drum. A kill switch and/or seat sensor may work in conjunction with the inclinometer to further define parameters for releasing or locking the tether.

The invention discloses a counterguard system for small-bias head-on collision of vehicles. The counterguard system comprises a small-bias counterguard (1), two installing supports (A) parallel to each other are welded to the bottom of the small-bias counterguard, each installing support is correspondingly provided with a row of ground anchors (4) laid on a firm foundation, a cylinder (5) matched with an inner cavity of the ground anchor is placed in each ground anchor, each ground anchor corresponds to one first fastening screw (6), and the first fastening screws sequentially penetrate through the installing supports and the cylinders to be locked with the ground anchors from top to bottom. An existing automobile test site is ingeniously improved, the investment cost is low, the project amount is small, the installing mode of horizontally installing the small-bias counterguard on the ground anchors laid on the firm foundation is creatively changed from the installing mode of vertically installing the small-bias counterguard on a fixed rigid wall, secondary collision after vehicle bodies collide is avoided, and the bottleneck that at present, a small-bias collision test can not be performed due to limitation of sites and equipment in China is broken through.

An arrangement in passenger vehicles, that diverts the impact energy in impacts away from the passengers to the remaining mass of the vehicle thereby protecting the passengers, and in the same arrangement provides utilitarian access to the vehicle, such utilitarian access making it possible to both install multi-element contoured surround seats for passengers and the driver, and also safety devices and arrangements for head-on collision protection that protect the passenger. An indo-skeletal structural arrangement proposed for the vehicle, provides further benefits by targeting the strength of the vehicle to protect passengers while minimizing other massive elements in the vehicle.

An airbag device includes an airbag. A passenger protection portion of the airbag has a frontal collision restraint surface, an oblique collision restraint surface, and a restraint recess portion. The airbag has a recess portion tether that couples a tip side of a recess of the restraint recess portion and a front end side of the airbag to each other, and at least one longitudinal tether that couples the front end side of the airbag and a recess portion-side region that is located on the restraint recess portion side with respect to a center of the frontal collision restraint surface in a lateral direction to each other, inside the airbag. The frontal collision restraint surface has at least two protruding surfaces that are configured to protrude backward, due to the longitudinal tether. The at least two protruding surfaces are arranged in alignment in the lateral direction.

A truck has a cab that is hinged to a chassis via a bearing about a rotational shaft. A tilting device is provided for raising the cab into a forward-tilted open position for access to the engine compartment located thereunder, and the cab is able to be fixed in the closed position to the chassis. The tilting device includes at least one tractive element that may be actuated via a drive for raising and closing the cab. The tractive element is mounted between the cab and the chassis such that in the case of a head-on collision with an obstruction, level with the cab, it forms a catching device for the cab.

Provided is a vehicle body front structure capable of suppressing cabin deformation when the vehicle makes head-on collision while the weight of the vehicle body is suppressed. The vehicle body front structure is equipped with a front side member whose longitudinal direction stretches fore and aft of the vehicle and with the front end coupled with a bumper reinforcement, a floor under reinforcement with its front end coupled with the tail of the front side member and supporting the load input to the front side member from the bumper reinforcement, a front pillar reinforcement with its rear top coupled with the roof structure of the body and reinforcing the front pillar upper, and a coupling member to couple the tail of the front side member with the front bottom of the front pillar reinforcement and transmitting part of the load input to the front side member from the bumper reinforcement to the front pillar.

A front cabin frame assembly includes a front beam front section, an upper side beam, a cowl reinforcement crossbeam, a cowl outer reinforcement and an A-pillar. A front end of the front beam front section is laterally connected with a front end of the upper side beam. A root portion of the front beam front section is connected with the cowl reinforcement crossbeam. A root portion of the upper side beam is connected with the A-pillar. The cowl outer reinforcement is connected with the root portion of the front beam front section and the A-pillar. The front cabin frame assembly could effectively absorb the head-on collision energy and has reasonable load transfer paths, which improves the flexural and torsion stiffness, the collision safety and NVH performance of the entire vehicle.

A system for sensing a head-on collision in a vehicle, where at least one upfront sensor is used as plausibility sensor, which provides a plausibility signal for a collision sensor located in the control device. The upfront sensor may be an acceleration sensor, which analyzes both the acceleration signal as well as the speed signal derived therefrom for a plausibility check. The results of this check are linked in an OR-operation in order to generate a plausibility signal. In an example embodiment, it is provided to buffer-store the plausibility signal in the control device for a predetermined time. This is of special interest for improved reliability in the event that the upfront sensor has been destroyed.

The invention discloses an electromagnetic active anticollision device for an automobile. The electromagnetic active anticollision device comprises a rigid inner protective frame, an energy absorption mechanism, a crush resisting and damping mechanism, an electromagnetic field safety shielding cover and a rigid outer protective frame. The energy absorption mechanism is a push-pull mechanism mainly composed of a plurality of electromagnets and a telescopic connecting piece, the crush resisting and damping mechanism is mainly composed of electromagnets, the energy absorption mechanism and the crush resisting and damping mechanism are connected to the rigid inner protective frame and use the rigid inner protective frame as a supporting point, and the shielding cover and the rigid outer protective frame cover the energy absorption mechanism and the crush resisting and damping mechanism in sequence so as to provide the electromagnetic field shielding function and the rigid anticollision function respectively. The strong and effective energy absorption and crush resisting and damping structure is constructed through a special electromagnet pole layout mainly based on the principle of homopolar repulsion and heteropole attraction of the electromagnets, strong impact force generated by the collision of the automobile is offset to the maximum limit, head-on collisions and rear-end accidents of the automobile are prevented or reduced, and the degree of secondary damage is effectively lowered.

In a vehicle front structure (10), a cross member (52) which is disposed above paired side members (12) includes vehicle width-direction both end portions extending toward a rear side of the vehicle. The cross member (52) is connected with vehicle front-side portions of the paired suspension towers (42) at edges of the extending portions. Therefore, when a vehicle has a frontal collision at high speed, a collision load applied to the cross member (52) can be effectively received by the paired suspension towers (42), and can be transmitted to the paired suspensions. Thus, the cross member (52) can effectively receive the collision load, and can efficiently transmit the collision load to the rear side of the vehicle.

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. The automobile underbody structure of the present invention makes it possible to effectively receive a shock during a head-on collision by the cross member.

The invention relates to a CAE (Computer Aided Engineering)-based method for measuring vehicle body deformation by simulating head-on collision. The method comprises the following steps of: establishing a model based on a vehicle body structure; selecting one point from an non-deformation area in a longitudinal beam of a floor at the rear part of a vehicle body as a foundation, and creating a three-direction rigid beam unit; respectively selecting a plurality of measuring target points from a front wall baffle, a column A, an IP beam and a steering tubular column; arranging a three-direction spring unit between each measuring target point and the original point of a beam unit; loading collision conditions according to test requirements to implement the collision simulation; and outputting the deformation in each direction of the three-direction spring unit to each measuring target point of the model subjected to the collision. According to the CAE-based method, the deformations of the front wall baffle, the column A, the IP beam and the steering tubular column which are subjected to the collision are simulated through a computer so as to judge whether the vehicle body structure meets the design requirements, and the test cost in a vehicle design process can be reduced.

The invention discloses a passenger vehicle front floor framework structure. A left longitudinal beam connection plate cover plate is arranged above a front floor and corresponds to a left longitudinal beam connection plate, the left end of the left longitudinal beam connection plate cover plate is connected with a front floor left inner longitudinal beam cover plate corresponding to a left inner longitudinal beam, and the middle of the left longitudinal beam connection plate cover plate is connected with a second left inner longitudinal beam cover plate corresponding to a second left inner longitudinal beam. A right longitudinal beam connection plate cover plate is arranged above the front floor and corresponds to a right longitudinal beam connection plate, the right end of the right longitudinal beam connection plate cover plate is connected with a front floor right inner longitudinal beam cover plate corresponding to a right inner longitudinal beam, and the middle of the right longitudinal beam connection plate cover plate is connected with a second right inner longitudinal beam cover plate corresponding to a second right inner longitudinal beam. Reinforcing parts are ingeniously added above the floor, the longitudinal rigidity of a front floor framework beam and the strength of a front bracket rear installation point are improved, the deformation amount of the inner longitudinal beams in the collision process and the backward movement amount of the front bracket rear installation point are decreased, a living space of passengers is further enlarged, and the head-on collision performance of a passenger vehicle is improved.

The invention provides a method for designing a front longitudinal girder. The method includes the steps of (1) obtaining an acceleration-time curve and a conquassation distance-time curve during head-on collision on a benchmarking vehicle, (2) enabling the length from the most front end of the front longitudinal girder of a target vehicle to the front end of a power assembly to be X, and obtaining a first moment t0 when conquassation begins to occur and a corresponding second moment t1 when the conquassation distance is X in cooperation with the conquassation distance-time curve, (3) obtaining a constant equivalent acceleration a of the benchmarking vehicle within the t0-t1 time period, (4) obtaining the testing mass m of the target vehicle, and obtaining equivalent balance collision force F borne by the target vehicle within the t0-t1 time period, (5) obtaining equivalent collision force borne by the front longitudinal girder within the t0-t1 time period according to the specific gravity of collision force borne by the energy absorption section, from the most front end of the front longitudinal girder to the front end of the power assembly, of the front longitudinal girder, and (6) obtaining the length, the width, the wall thickness and the material parameters of the cross section of the front longitudinal girder according to the equivalent collision force borne by the front longitudinal girder within the t0-t1 time period. The method for designing the front longitudinal girder is high in efficiency and low in cost.