291 results about "Head-on collision" patented technology

The present disclosure obtains a vehicle occupant restraint device capable of continuously restraining the shoulder of an occupant with a shoulder seatbelt as a reaction force member by supporting an airbag with a seatbelt regardless of the physique difference of the occupant during a frontal collision of a vehicle. The vehicle occupant restraint device includes: a seatbelt that restrains an occupant seated on a vehicle seat to the vehicle seat; and a seat belt support airbag which is inflated and deployed at least between a shoulder belt of the seat belt and a shoulder of the occupant by being supplied with gas from an inflator during a frontal collision of the vehicle, the shoulder belt moves toward the front side of the vehicle by following an occupant moving toward the front side of the vehicle due to inertia force, moves along the shoulder belt, and is maintained in a state of being interposed between at least the shoulder of the occupant and the shoulder belt.

An automobile co-driver leg safety air bag is characterized in that an air bag arranged below an instrument desk forms an upper buffering bag body after being inflated and expanded, the upper buffering bag body extends along the curved surface of the instrument desk from front to back, the air bag further comprises a lower buffering bag body, and the lower buffering bag body is connected to the lower end of the upper buffering bag body and extends from front to back; and a V-shaped or U-shaped area for placing the feet of the co-driver is formed in the area between the upper buffering bag body and the lower buffering bag body. The air bag is divided into the upper buffering bag body and the lower buffering bag body, when limbs of a copilot passenger who lies flat almost move forwards due to a front collision accident, the upper buffering bag body protects the legs of the copilot passenger, and meanwhile the suspended feet of the copilot passenger can be placed in a V-shaped or U-shaped area between the upper buffering bag body and the lower buffering bag body. Good buffering protection can be provided for the feet of passengers in the up-down direction and the front-back direction, the feet are prevented from colliding with hard objects such as floors, and safety is improved.

A vehicle front body structure includes a duct member that surrounds a radiator on an inner side in a vehicle width direction of a right and left pair of crash cans. The duct member is a member that completely surrounds the radiator and includes side duct sections and an upper duct section. The side duct sections and the upper duct section are connected such that, when the duct member receives a specified load from a bumper member of a body during a frontal collision, the side duct sections and the upper duct section are disengaged from each other in the engagement sections.

The invention relates to the technical field of vehicle bodies, in particular to a collision force transmission inclined strut structure. The hinge column inner plates are arranged at the two ends of the front-end large casting, one end of the inclined strut structure body is installed on the front-end large casting, the other end of the inclined strut structure body is installed on the hinge column inner plates, and the inclined strut structure body, the front-end large casting and the hinge column inner plates form a triangular stable structure. The section of the inclined strut structure body is of an M-shaped structure. The inclined strut structure has the beneficial effects that according to the technical scheme, the inclined strut structure body with the special structure is designed, one end of the inclined strut structure body is installed on the front-end large casting, and the other end of the inclined strut structure body is installed on the hinge column inner plate, so that the inclined strut structure body, the front-end large casting and the hinge column inner plate form a triangular stable structure; the inclined strut structure can effectively reduce the impact force of head-on collision on a passenger compartment, so that the safety performance of the cockpit is improved.

The invention relates to the technical field of automobile front auxiliary frames, and discloses a longitudinal beam structure of an automobile front auxiliary frame extending forwards, the longitudinal beam structure is composed of a longitudinal beam upper plate and a longitudinal beam lower plate which are in butt joint, and the rear section of the longitudinal beam structure is folded in an S shape and bent downwards to form an S-shaped collision collapse structure. The longitudinal beam structure sequentially comprises a first horizontal section, a bent inclined section and a second horizontal section from front to back, the thickness of the bent inclined section is gradually reduced from front to back, and the width of the longitudinal beam structure is gradually reduced from the front end and the rear end to the middle position, so that a V-shaped collision collapse structure is formed; the longitudinal beam structure extending forwards is additionally arranged on the ingot beam type front auxiliary frame, a force transmission path is additionally provided during front collision of the automobile, and the collision safety performance is improved. The longitudinal beam structure is locally weakened, collapse grooves, S-shaped collision collapse deformation structures and V-shaped collision collapse deformation structures are designed, collapse deformation is increased, and the collision energy absorption performance is improved.

The present invention provides a vehicle underbody structure that can suppress deformation of the front floor panel during a frontal collision while keeping manufacturing costs and vehicle weight increases to a minimum. [Solution] The vehicle 1 comprises a dash panel 16, a pair of front side frames 11, a pair of body frames 17, a tunnel 14, a pair of tunnel side frames, a floor panel 18, and a pair of reinforcing members 20. The pair of tunnel side frames are integrally provided with the tunnel 14 so as to extend in the front-rear direction along both sides of the tunnel 14 in the vehicle width direction, and have a U-shaped cross-section that bulges downward. The reinforcing members 20 have a bulging portion with an inverted U-shaped cross-section that bulges upward, and are positioned adjacent to the joint between the dash panel 16 and the floor panel 18, and are provided to form a closed cross-section in cooperation with a part of the longitudinal direction of the tunnel side frame with a part of the floor panel 18 sandwiched in between.

The objective is to obtain a vehicle body structure that suppresses the residual deformation of components positioned in front of the motor unit in the longitudinal direction of the vehicle during a frontal collision, and that reduces the constraints on the size of the battery that can be mounted. [Solution] The vehicle body structure S includes a motor unit 30 to which power is supplied and which outputs driving force for driving; a skeletal member 11 which is integrally molded by die casting and forms the frame of the vehicle, is disposed on the rear side of the vehicle of the motor unit 30 and includes a support portion 28 that supports a part of the motor unit 30; a protruding portion 36 provided on the motor unit 30 and projecting toward the skeletal member 11 side; and a recess provided on the support portion 28, which is open toward the motor unit 30 side and into which the protruding portion 36 is fitted.

The utility model relates to the technical field of vehicle body structures, aims to solve the problem of how to improve the safety during front collision and side collision of a vehicle, and provides a floor structure and the vehicle. The floor structure comprises a floor, a first beam assembly and a second beam assembly. The first beam assembly is arranged on one side of the floor and comprises a plurality of first cross beams, the first cross beams are arranged at intervals in the length direction of the vehicle, and the first cross beams extend from one end, in the width direction of the vehicle, of the floor to the other end of the floor. The second beam assembly is arranged on the other side of the floor and comprises a plurality of longitudinal beams, the longitudinal beams are arranged at intervals in the width direction of the vehicle, and the longitudinal beams extend to the other end of the floor from the end, in the length direction of the vehicle, of the floor. The side collision and front collision protection device has the beneficial effects that the lateral force transmission capacity and the forward force transmission capacity are improved, and therefore the safety of side collision and front collision of a vehicle is improved.

The utility model discloses a middle channel integrated casting for an automobile. The middle channel integrated casting comprises a plate body, the longitudinal channel is arranged on the plate body along the length direction of the vehicle body; and the transverse channels are arranged on the plate body and are symmetrically distributed on the two sides of the longitudinal channel. According to the utility model, not only can the safety in the front collision process of the automobile be improved, but also the safety in the side collision is better, meanwhile, the integral processing and casting are convenient, the casting process is simple and convenient, and the requirements of flow line production are met.

Safety device for a vehicle, in particular motor vehicle, comprising a steering gear (3), and a load path extension element (4, 5) which is configured to absorb an impact force resulting from a frontal impact of the vehicle on an obstacle (10) with a lateral overlap of the vehicle with the obstacle (10) within a predetermined area with respect to one vehicle width, wherein the impact force is transmitted by the load path extension element (4, 5) at least partially transversely to a longitudinal direction (X) of the vehicle towards a lateral outer edge of the vehicle located away from the obstacle (10) to the steering gear (3), characterized by that the load path extension element (4, 5) is connected to the steering gear (3) in such a way that an impact force absorbed by the load path extension element (4, 5) in the frontal impact with lateral overlap is directed in a direction transverse to the longitudinal direction of the vehicle onto the steering gear (3) in such a way that the steering gear (3) is thereby displaced in the direction of the lateral outer edge of the vehicle located furthest from the obstacle (10).

The utility model belongs to the technical field of triangular gates, and discloses a triangular gate anti-collision plate which comprises a fixed plate body and a movable plate body which are arranged in parallel, elastic buffer rods which are evenly distributed are connected between the fixed plate body and the movable plate body, and a buffer strip is arranged at the position, close to the edge, of one side, close to the movable plate body, of the fixed plate body. Buffering assemblies arranged at equal intervals are arranged on the side, away from the fixed plate body, of the movable plate body, when a ship collides with the movable plate body, the movable plate body can move for buffering, impact force is buffered through elastic buffering rods, the elastic buffering rods can protect buffering springs, and the buffering effect is improved. The buffer springs are prevented from being corroded to affect the service life, when non-front-face collision occurs, the rotating cylinders can rotate to release force, buffering is conducted through deformation of the rotating cylinders and the fixing blocks, meanwhile, the movable plate body displaces, buffering is conducted through the elastic buffer rods, and the anti-collision effect can be greatly improved.

The vehicle forecabin structure comprises two front longitudinal beams, a cabin cross beam and two collision force transmission parts, the two front longitudinal beams are provided with first bending points and second bending points, the two ends of the cabin cross beam are connected with the two front longitudinal beams respectively, and the cabin cross beam is located between the first bending points and the second bending points; the two collision force transmission pieces are arranged on the outer side walls of the front ends of the two front longitudinal beams correspondingly and located on the sides, away from the second bending points, of the first bending points, and when small offset collision occurs, the collision force transmission pieces are pushed backwards to enable the front longitudinal beams to be bent at the first bending points; the collision force transmission path comprises one of the two collision force transmission pieces close to the collision side, one of the two front longitudinal beams close to the collision side, the cabin cross beam and the other one of the two front longitudinal beams far away from the collision side. By means of the front longitudinal beam structure, it can be guaranteed that the front longitudinal beam can achieve 100% full direct impact performance, direct impact between a passenger compartment and a small-offset-impact rigid barrier can be avoided, and passengers are protected.

The utility model discloses a rim of a wheel, the wheel and a vehicle, the rim of the wheel comprises a rim inner ring part, a rim outer ring part and a rim main body part, the rim inner ring part and the rim outer ring part are respectively connected to the two axial sides of the rim main body part and are both constructed to be bent outwards relative to the rim main body part, and the rim main body part comprises a reinforcing part; and in the radial direction of the rim main body part, the thickness of the reinforcing part is larger than that of other parts, except the reinforcing part, of the rim main body part. According to the rim of the wheel, the reinforcing part is arranged on the rim, and the radial thickness of the reinforcing part is larger than that of other parts of the rim, so that under the condition that the weight of the rim is slightly increased, the structural strength of the rim is improved, the frontal collision resistance of a vehicle can be improved, the strength of the whole vehicle is enhanced, and the force transmission path of a lower vehicle body is enhanced; the smoothness of a wheel-threshold force transmission path in the frontal collision process is ensured, and the collision safety performance and reliability of the vehicle are improved.

The application discloses an anti-impact high-toughness low-VOC environment-friendly bumper, which comprises a collision rod, a buffer mechanism and a fixing base, the buffer mechanism comprises a connecting base, a connecting rod and a shock-absorbing ball cage, the connecting base is fixed to the inner side of the collision rod, the shock-absorbing ball cage is fixed to the fixing base, one end of the connecting rod is connected with the connecting base through a universal ball head, the other end of the connecting rod is fixed with a spherical impact part, the spherical impact part extends into the interior of the shock-absorbing ball cage, the inner wall of the shock-absorbing ball cage is provided with an elastic buffer pad layer, a plurality of connecting blocks are arranged on the opening side of the shock-absorbing ball cage, the connecting blocks are provided with first mounting holes, a connecting ring is fixed to the connecting rod, corresponding second mounting holes are arranged on the connecting ring, and springs are connected between the first mounting holes and the second mounting holes. The application is provided with multiple buffer structures, can effectively resist impact force, and can effectively buffer even if subjected to a front collision at a position height of the non-collision rod, so that the buffer structure is prevented from being disabled.

The utility model provides a low-voltage maintenance power-off control device and a vehicle, the low-voltage maintenance power-off control device comprises a vehicle control unit, a first maintenance switch and a second maintenance switch, the first maintenance switch is located in a front cabin of the vehicle, and the second maintenance switch is located in a member cabin of the vehicle. The first maintenance switch and the second maintenance switch are diagonally arranged along the longitudinal axis of the vehicle; a shell of the whole vehicle controller is provided with a high-voltage power-off control interface, the first maintenance switch and the second maintenance switch are connected in series through a wire harness to form a series circuit, one end of the series circuit is connected with a high-voltage power-off signal source, and the other end of the series circuit is connected into the high-voltage power-off control interface. By arranging the first maintenance switch and the second maintenance switch, rapid and safe power failure of a vehicle high-voltage system loop is achieved, a vehicle body structure does not need to be disassembled, operation is convenient, and when a front cabin cannot be opened due to front collision of a vehicle, a member cabin door can be opened to operate the second maintenance switch so as to complete power failure. The applicability is improved.

A road vehicle having a roll axis, a pitch axis, a yaw axis, a chassis and two front wheels; wherein each front wheel comprises a front suspension lever connecting the corresponding front wheel to the chassis; wherein each front suspension lever is substantially shaped in the form of a triangle with a first vertex coupled to the corresponding front wheel and the remaining two vertices coupled to the chassis at a front attachment point and at a rear attachment point, respectively, with respect to the direction of travel along the roll axis; wherein the coupling between the front vertex of the front suspension lever and the chassis comprises a break-in invitation zone.

The invention discloses an electric bicycle frame anti-impact protection device which comprises a protection frame arranged on an electric bicycle basket, one end of the protection frame is shrunk inwards and extends to the position above a display screen of an electric bicycle to form a positioning frame, a blocking plate is arranged in the protection frame, one end of the blocking plate is shrunk inwards, and the other end of the blocking plate extends to the position above the display screen of the electric bicycle. And retreating and lifting mechanisms for driving the blocking plate to tilt upwards are installed on the two sides of the positioning frame, and a locking mechanism for positioning the blocking plate is installed at the end, away from the positioning frame, of the protection frame. The anti-collision device is simple in structure, the barrier plate can be lifted through torsion of the torsion spring, the barrier plate can have a retreating function through the first compression spring, the situation that the barrier plate is clamped due to contact with an impacted object is avoided, protection is provided for a rider through the lifted barrier plate, and the safety of the rider is improved. And the situation that front collision with an impacted object occurs due to direct forward inclination or throwing is avoided, and the safety is improved.

The invention relates to a system and method for protecting pedestrians in the event of a frontal collision with a vehicle (50). The system (100) comprises a movable outer structure (20) arranged above an A-pillar (10) of the vehicle (50); a spreading module (200) arranged in an A-pillar (10) of the vehicle (50) and connected to the outer structure (20), the spreading module (200) comprising a spreading element (220) arranged in a folded state within the A-pillar (10); a release mechanism (300) configured to move the spreading element (220) into an unfolded state; and a sensor device (30) configured to detect an impending collision of the vehicle (50) with a pedestrian or another road user and to activate the release mechanism (300).wherein when the spreading module (200) unfolds, the outer structure (20) is raised to create additional deformation space for the head impact of a pedestrian, and wherein when the pedestrian impacts the outer structure (20), the spreading element (220) is plastically deformable to absorb the impact energy of the pedestrian.

A frontal collision load is efficiently transmitted from a front frame to the rear of a vehicle. Side sills along left and right sides of a floor panel overlap a lower end of a respective outer hinge pillar in an inward displaced shape in which a lower portion is displaced inward in a vehicle width direction. A rear portion of each of left and right side front frames in a front space of a dash panel is a rear enlargement portion gradually enlarged toward a rear end and is part of a cast body, a rear end portion of which is joined to the dash panel. The rear end of the cast body overlaps a front end portion of each of the side sills and a front end portion of a tunnel side frame in a tunnel portion of the floor panel.

To enable a collision detection device to determine whether a form of a frontal collision is a bilaterally symmetric collision or a non bilaterally symmetric collision even if a vehicle includes only one acceleration sensor at a center in a lateral direction of a front end.SOLUTION: A collision detection device includes: an acceleration sensor disposed at a center in a vehicle lateral direction at a front end of a vehicle; a pressure sensor unit; and one or multiple processors. The pressure sensor unit includes: an air tube extending in the vehicle lateral direction at the inner side of a front bumper; and a pair of pressure sensors respectively connected to ends of the air tube to detect the change of the pressure in the air tube occurring in response to deformation of the air tube caused by a frontal collision. The one or multiple processors determine whether a frontal collision occurs on the basis of the output of the acceleration sensor and then determines whether a form of the frontal collision is a bilaterally symmetric collision or a non bilaterally symmetric collision according to a difference of timing, at which pressure values respectively detected by the pair of pressures sensors exceed a determination threshold value, after it is determined that the frontal collision occurs.SELECTED DRAWING: Figure 3

To provide a front structure of an electric vehicle capable of protecting a connector of a power cable in a head-on collision by a space-saving, lightweight and low-cost structure.SOLUTION: The front structure 1 includes a driving motor unit 10 and a power supply unit 20 that are mounted in a front portion of the electric vehicle, a power cable 40 that electrically connects the units to each other, and a compressor bracket 50 for fixing an electric compressor 30 to one side surface portion of the driving motor unit 10 in the vehicle width direction. The motor side connector 41 of the power cable 40 is disposed between the driving motor unit 10 and the electric compressor 30 in a top view, and the compressor bracket 50 is disposed so as to cover the motor side connector 41 from the outer side in the vehicle width direction in a top view.SELECTED DRAWING: Figure 1

The application provides a restraint system parameter optimization method and device, terminal equipment and a storage medium. The method comprises the following steps: obtaining a B column acceleration waveform of a target vehicle model in a frontal collision process; performing waveform conversion on the B column acceleration waveform according to internal passenger space measurement results of the target vehicle model to obtain a passenger acceleration response curve in a passenger-vehicle relative displacement domain; generating a passenger energy density absorbed by a restraint system in the frontal collision process according to the passenger acceleration response curve; and updating a restraint system parameter design scheme based on the passenger energy density to obtain an optimized value of the restraint system parameter of the target vehicle model. The application can improve the safety and effectiveness of the restraint system.

The invention relates to a subframe (1) for the front axle of a vehicle, which subframe has a crash structure (13) projecting laterally outwards in the vehicle transverse direction (y) at each of its two front subframe corners in the vehicle longitudinal direction (x), which crash structure dissects the load into the subframe (1) in the event of a frontal crash with slight lateral overlap. The subframe (1) has a vertical bracket (17) projecting upwards from a lower subframe plane (H) at each of its two front subframe corners, which vertical bracket can be connected to a body longitudinal member (18) of the vehicle via body connection points (23) in an upper joining plane (F). According to the invention, the vertical bracket (17) is extended outwards from the vehicle in the vehicle transverse direction (y) in the upper joining plane (F), forming the crash structure (13).

A detachable battery structure of a fuselage including a floor unit positioned on a fuselage, a battery unit fastened to the floor unit and configured to receive a load in the event of a frontal collision of the fuselage, a battery unit extension fastened to a window frame of the fuselage and configured to transmit the load to the battery unit in the event of the frontal collision of the fuselage, a crash unit positioned in front of the window frame, and a dash reinforcement assembly fastened to the window frame and positioned on a rear surface of the crash unit, wherein the dash reinforcement assembly moves backward in the event of the frontal collision of the fuselage so that the battery unit extension moves in a longitudinal direction, and the battery unit is configured to move backward to be detached from the floor unit.

The invention relates to a cross member (125) for a bumper system (115) of a motor vehicle (100), which cross member is designed in two parts from a profile (205) which is open on one side in cross-section and a closure plate (210) which at least partially closes the profile (205), wherein a first shaped element (405) is arranged on a central longitudinal portion (400) of the closure plate (210), wherein a second and third shaped element (410, 415) are arranged on both sides of a central axis (200) of the cross member (125) at a distance from said central axis (200), wherein the second shaped element (410) and the third shaped element (415) are positioned relative to the first shaped element (405) such that, in the event of a head-on collision at the central longitudinal portion (400) of the closure plate (210), which central longitudinal portion lies on the central axis (200), they engage interlockingly with one another, and, in the event of a head-on collision with lateral overlap, they remain free of contact points with the first shaped element (405). The invention also relates to a bumper system (115) for a motor vehicle (100) and to a motor vehicle (100).

The invention relates to a system for protecting a vehicle headlight (30) installed in a vehicle body (20) in the event of a frontal impact, comprising a vehicle headlight (30) and a thrust element (50) rigidly connected to a headlight housing (34) of the vehicle headlight (30) or the vehicle body (20), which is designed to selectively absorb energy in the event of an impact and to displace the vehicle headlight (30) into a free installation space (70) below a fender of the vehicle by means of a controlled force application.

The invention discloses a chassis structure and a vehicle. The chassis structure comprises a front longitudinal beam, a seat front cross beam and a force transmission assembly, and the front longitudinal beam extends in the first direction; the seat front cross beam extends in the second direction intersecting with the first direction, and the seat front cross beam and the front longitudinal beam are arranged in the first direction in a spaced mode. The force transmission assembly is located between the front longitudinal beam and the seat front cross beam and connected with the front longitudinal beam and the seat front cross beam. Therefore, the front longitudinal beam and the seat front cross beam are directly connected through the force transmission assembly, so that the collision load borne by the front longitudinal beam can be directly transmitted to the seat front cross beam through the force transmission assembly, and therefore the force transmission efficiency during front collision of the chassis structure is improved, and the safety performance during collision is improved.

The invention provides a vehicle body front structure and a vehicle. The vehicle body front structure comprises a reinforcing structure, a front floor longitudinal beam and a seat front cross beam, wherein the reinforcing structure and the front floor longitudinal beam are arranged on a front wall plate lower plate and a front floor panel, and the seat front cross beam is arranged on the front floor panel. The reinforcing structure and the front floor longitudinal beam extend in the front-back direction of the whole vehicle and are located on the upper side and the lower side of the front floor panel, and the projections of the reinforcing structure and the front floor longitudinal beam in the up-down direction of the whole vehicle are at least partially overlapped. The front end of the reinforcing structure is connected with the rear section of the engine room longitudinal beam, and the rear end of the reinforcing structure is connected with the seat front cross beam. According to the vehicle body front structure, the reinforcing structure and the front floor longitudinal beam which are located on the upper side and the lower side of the front floor panel are arranged on the front wall plate lower plate and the front floor panel, so that a force transmission channel for transmitting collision force of the rear section of the engine room longitudinal beam backwards to the seat front cross beam in a penetrating mode can be formed; and the invasion amount of the vehicle to the foot position in the frontal collision can be reduced, so that the torsional rigidity and the collision safety of the vehicle body can be improved.