US20150048636A1 - Energy absorbing apparatus for a bumper rail - Google Patents
Energy absorbing apparatus for a bumper rail Download PDFInfo
- Publication number
- US20150048636A1 US20150048636A1 US13/967,617 US201313967617A US2015048636A1 US 20150048636 A1 US20150048636 A1 US 20150048636A1 US 201313967617 A US201313967617 A US 201313967617A US 2015048636 A1 US2015048636 A1 US 2015048636A1
- Authority
- US
- United States
- Prior art keywords
- bumper beam
- central body
- energy absorbing
- wall
- crush
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/36—Combinations of yieldable mounting means of different types
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
- B60R2019/186—Additional energy absorbing means supported on bumber beams, e.g. cellular structures or material
Definitions
- This disclosure relates to an energy absorbing apparatus for a vehicle that is involved in a small offset rigid barrier frontal collision.
- Land vehicles are tested for crashworthiness by a variety of tests including frontal impacts, side impacts, rear impacts, roll-over and other tests.
- Frontal impact tests were previously developed that specified that a vehicle impacts a barrier between the frame rails that extend longitudinally relative to the vehicle.
- the frame rails provide the primary support for the vehicle body and reduce any potential for intrusions into the passenger compartment.
- the extent of any intrusions into the passenger compartment are measured at the brake pedal, foot rest, left toe pan, center toe pan, right toe pan, left instrument panel, right instrument panel, and door.
- a new test is proposed for simulating small offset frontal collisions against a rigid barrier.
- the vehicle impacts a rigid barrier having a six inch pole-like radius on one corner with a 25% overlap at 40 MPH.
- the impact is outboard of the frame rails so that the frame rails do not provide as much resistance to intrusion into the passenger compartment as in the case of impacts between the frame rails.
- the weight of land vehicles is being substantially reduced to improve fuel efficiency.
- Vehicles are currently being designed to reduce the weight of the vehicle with a parallel objective of not compromising performance or crashworthiness. It is difficult to meet the proposed test requirements for the small offset rigid barrier crash test while reducing vehicle weight and reducing manufacturing costs.
- an energy absorbing apparatus comprising an attachment to an energy absorbing assembly for a vehicle having a bumper rail.
- the apparatus includes a central body that is planar in shape and is attached to the bumper rail with a leading edge of the central body contacting the bumper rail and a trailing edge of the central body being spaced from the bumper rail.
- a first wall extends from a first edge of the central body to a longitudinally extending structural member backing the bumper rail.
- a second wall extends from a second edge of the central body to the longitudinally extending structural member backing the bumper rail.
- a rib extends from the central body away from the structural member.
- the rib may be widest adjacent the leading edge and is narrowest at the trailing edge.
- the first and second walls may be narrowest adjacent the leading edge and are widest at the trailing edge.
- the longitudinally extending structural member may be a crush can disposed rearward of the bumper rail and forward of a frame rail of the vehicle.
- the rib may be a roll bonded double thickness of a sheet of metal that is welded or otherwise attached to extend from the central body.
- the rib may have a trapezoidal shape.
- the first wall and second wall may be triangular. A force from a collision of the vehicle with an object disposed outboard of the longitudinally extending structural member is applied to the rib, then to the central body, then to the first leg and the second leg, and then to the longitudinally extending structural member.
- a collision absorbing assembly for a land vehicle.
- the land vehicle comprises a bumper beam disposed at the front end of the vehicle, one or more crush cans are disposed rearward of the bumper beam, and a frame assembly of the vehicle disposed rearward of the crush cans.
- An impact absorbing attachment is attached to the bumper beam and contacts a lateral side of one of the crush cans.
- the impact absorbing apparatus includes a central body that is planar in shape and attached to the bumper beam with a leading edge of the central body contacting the bumper beam and a trailing edge of the central body being spaced from the bumper beam.
- a first wall and a second wall extend from a first and a second edge of the central body, respectively, and to one of the crush cans.
- a rib is attached to the central body to extend from the central body away from the one crush can.
- a bracket may be disposed between the frame assembly and the crush cans and the trailing edge of the central body is spaced from the bracket.
- the collision absorbing attachment may be welded to the bumper beam and may contact the front end of the crush can adjacent the bumper beam, but is not otherwise attached to the crush can.
- FIG. 1 is a fragmentary perspective view of a vehicle front end showing an example of a collision energy absorption apparatus.
- FIG. 2 is a fragmentary side elevation view of the vehicle front end and collision energy absorption apparatus illustrated in FIG. 1 .
- FIG. 3 is a side/rear perspective view of the collision energy absorption apparatus illustrated in FIG. 1 .
- FIG. 4 is a fragmentary plan view of the vehicle front end and collision energy absorption apparatus illustrated in FIG. 1 .
- FIG. 5 is a front elevation view of the collision energy absorption apparatus illustrated in FIG. 1 attached to a crush can.
- FIG. 6 is a fragmentary cross-sectional view of the collision energy absorption apparatus attached to a crush can.
- an energy absorbing apparatus 10 is disposed in the front end 12 of a vehicle 14 that is partially depicted.
- a bumper beam 16 is provided at the front end 12 of the vehicle 14 .
- a crush can 18 is assembled between the bumper beam 16 and a bracket 20 .
- the bracket 20 is interposed between the crush can 18 and a frame rail 24 .
- the energy absorbing apparatus 10 is welded to the bumper beam 16 and is spaced from the bracket 20 .
- the crush can 18 is designed to absorb energy in the event of a front end collision.
- the energy absorbing apparatus 10 provides additional protection against collision with the bumper beam 16 outboard of the frame rail 24 .
- the energy absorbing apparatus 10 includes a central body 28 that may be manufactured as a regular stamped part or may be formed by pressure roll bonding aluminum.
- the pressure bonded aluminum allows two thin aluminum sheets to be bonded together to add stiffness and achieve weight savings.
- the roll bonded, double thickness of aluminum sheet includes a plurality of circular indentations 30 that provide higher section stiffness and a higher buckling load.
- the higher buckling load allows the energy absorption apparatus 10 to withstand higher stresses and transfer higher crash loads to the main crush can 18 (shown in FIGS. 1 and 2 ) prior to buckling.
- Each aluminum sheet may be about 1 mm thick and is mated by the indentations 30 to a mirror image sheet in the roll bonding process.
- the central body 28 has a leading edge 32 that is welded to the bumper 16 (shown in FIGS. 1 and 2 ).
- the leading edge 32 of the energy absorbing apparatus 10 is also located adjacent to the crush can 18 (shown in FIGS. 1 and 2 ).
- a trailing edge 34 of the energy absorbing apparatus 10 is spaced from the bumper beam 16 and also spaced from the crush can 18 .
- An upper edge 36 , or first edge, of the central body 28 extends from the leading edge 32 to the trailing edge 34 .
- a lower edge 38 , or second edge, of the central body 28 also extends from the leading edge 32 to the trailing edge 34 .
- a first wall 40 , or upper wall, and a second wall 42 , or lower wall, extend from the upper edge 36 and lower edge 38 of the central body 28 , respectively, to the crush can 18 .
- a lateral rib 44 that is wider at its front edge 46 adjacent to the bumper beam than at the rear edge 48 that is adjacent the trailing edge 34 of the central body 28 .
- the lateral rib 44 may be made with a pressure roll bond process in which two aluminum sheets are bonded together to provide greater stiffness and buckling resistance while being lighter in weight than a single thicker sheet of aluminum.
- the rib alternatively may be made in a conventional stamping operation.
- the lateral rib 44 may be welded or otherwise attached to the central portion 28 .
- the lateral rib 44 alternatively may be formed as a flange of the central portion 28 .
- a crush can 18 is illustrated that is a generally octagonal shaped member that extends longitudinally rearward of the bumper beam 16 (shown in FIGS. 1 and 2 ).
- the energy absorbing apparatus 10 is shown to be retained in a spaced relationship relative to the crush can 18 by the first wall 40 and second wall 42 .
- the lateral rib 44 extends in the outboard direction and away from the crush can 18 .
- the bumper beam 16 is initially contacted and driven into the front edge 46 of the rib 44 .
- the rib transfers a portion of the energy from the impact to the central portion 28 and is driven toward the side of the crush can 18 .
- the first wall 40 and second wall 42 spread apart as the central portion 28 is driven toward the crush can 18 .
- the central portion 28 is driven into engagement with the crush can 18 and applies a lateral load to the crush can 18 driving the crush can 18 inboard and absorbing a portion of the collision energy.
- the walls 40 , 42 are spread apart as the central portion 28 is flattened against the crush can 18 .
- the crush can 18 is connected to the bracket 20 .
- the bracket 20 is connected to the frame rail 24 so that energy initially exerted outboard of the frame rail 24 is redirected by the energy absorbing apparatus 10 , to the crush can 18 , the bracket 20 , and frame rail 24 .
Abstract
Description
- This disclosure relates to an energy absorbing apparatus for a vehicle that is involved in a small offset rigid barrier frontal collision.
- Land vehicles are tested for crashworthiness by a variety of tests including frontal impacts, side impacts, rear impacts, roll-over and other tests. Frontal impact tests were previously developed that specified that a vehicle impacts a barrier between the frame rails that extend longitudinally relative to the vehicle. In this type of test, the frame rails provide the primary support for the vehicle body and reduce any potential for intrusions into the passenger compartment. The extent of any intrusions into the passenger compartment are measured at the brake pedal, foot rest, left toe pan, center toe pan, right toe pan, left instrument panel, right instrument panel, and door.
- A new test is proposed for simulating small offset frontal collisions against a rigid barrier. In the proposed test, the vehicle impacts a rigid barrier having a six inch pole-like radius on one corner with a 25% overlap at 40 MPH. The impact is outboard of the frame rails so that the frame rails do not provide as much resistance to intrusion into the passenger compartment as in the case of impacts between the frame rails.
- The weight of land vehicles is being substantially reduced to improve fuel efficiency. Vehicles are currently being designed to reduce the weight of the vehicle with a parallel objective of not compromising performance or crashworthiness. It is difficult to meet the proposed test requirements for the small offset rigid barrier crash test while reducing vehicle weight and reducing manufacturing costs.
- The above problems and other problems are addressed by this disclosure as will be summarized below.
- According to one aspect of this disclosure, an energy absorbing apparatus comprising an attachment to an energy absorbing assembly is disclosed for a vehicle having a bumper rail. The apparatus includes a central body that is planar in shape and is attached to the bumper rail with a leading edge of the central body contacting the bumper rail and a trailing edge of the central body being spaced from the bumper rail. A first wall extends from a first edge of the central body to a longitudinally extending structural member backing the bumper rail. A second wall extends from a second edge of the central body to the longitudinally extending structural member backing the bumper rail. A rib extends from the central body away from the structural member.
- According to other aspects of this disclosure relating to the apparatus, the rib may be widest adjacent the leading edge and is narrowest at the trailing edge. The first and second walls may be narrowest adjacent the leading edge and are widest at the trailing edge. The longitudinally extending structural member may be a crush can disposed rearward of the bumper rail and forward of a frame rail of the vehicle. The rib may be a roll bonded double thickness of a sheet of metal that is welded or otherwise attached to extend from the central body. The rib may have a trapezoidal shape. The first wall and second wall may be triangular. A force from a collision of the vehicle with an object disposed outboard of the longitudinally extending structural member is applied to the rib, then to the central body, then to the first leg and the second leg, and then to the longitudinally extending structural member.
- According to another aspect of this disclosure, a collision absorbing assembly is disclosed for a land vehicle. The land vehicle comprises a bumper beam disposed at the front end of the vehicle, one or more crush cans are disposed rearward of the bumper beam, and a frame assembly of the vehicle disposed rearward of the crush cans. An impact absorbing attachment is attached to the bumper beam and contacts a lateral side of one of the crush cans. The impact absorbing apparatus includes a central body that is planar in shape and attached to the bumper beam with a leading edge of the central body contacting the bumper beam and a trailing edge of the central body being spaced from the bumper beam. A first wall and a second wall extend from a first and a second edge of the central body, respectively, and to one of the crush cans. A rib is attached to the central body to extend from the central body away from the one crush can.
- According to other aspects of this disclosure relating to the collision absorbing assembly, a bracket may be disposed between the frame assembly and the crush cans and the trailing edge of the central body is spaced from the bracket. The collision absorbing attachment may be welded to the bumper beam and may contact the front end of the crush can adjacent the bumper beam, but is not otherwise attached to the crush can.
- The above aspects and other aspects of this disclosure will be described in greater detail below with reference to the attached drawings.
-
FIG. 1 is a fragmentary perspective view of a vehicle front end showing an example of a collision energy absorption apparatus. -
FIG. 2 is a fragmentary side elevation view of the vehicle front end and collision energy absorption apparatus illustrated inFIG. 1 . -
FIG. 3 is a side/rear perspective view of the collision energy absorption apparatus illustrated inFIG. 1 . -
FIG. 4 is a fragmentary plan view of the vehicle front end and collision energy absorption apparatus illustrated inFIG. 1 . -
FIG. 5 is a front elevation view of the collision energy absorption apparatus illustrated inFIG. 1 attached to a crush can. -
FIG. 6 is a fragmentary cross-sectional view of the collision energy absorption apparatus attached to a crush can. - A detailed description of the illustrated embodiments of the present invention is provided below. The disclosed embodiments are examples of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale. Some features may be exaggerated or minimized to show details of particular components. The specific structural and functional details disclosed in this application are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art how to practice the invention.
- Referring to
FIGS. 1 and 2 , anenergy absorbing apparatus 10 is disposed in thefront end 12 of avehicle 14 that is partially depicted. Abumper beam 16 is provided at thefront end 12 of thevehicle 14. A crush can 18 is assembled between thebumper beam 16 and abracket 20. Thebracket 20 is interposed between the crush can 18 and aframe rail 24. Theenergy absorbing apparatus 10 is welded to thebumper beam 16 and is spaced from thebracket 20. The crush can 18 is designed to absorb energy in the event of a front end collision. Theenergy absorbing apparatus 10 provides additional protection against collision with thebumper beam 16 outboard of theframe rail 24. - Referring to
FIG. 3 , the structure of one embodiment of theenergy absorbing apparatus 10 is described. Theenergy absorbing apparatus 10 includes acentral body 28 that may be manufactured as a regular stamped part or may be formed by pressure roll bonding aluminum. The pressure bonded aluminum allows two thin aluminum sheets to be bonded together to add stiffness and achieve weight savings. The roll bonded, double thickness of aluminum sheet includes a plurality ofcircular indentations 30 that provide higher section stiffness and a higher buckling load. The higher buckling load allows theenergy absorption apparatus 10 to withstand higher stresses and transfer higher crash loads to the main crush can 18 (shown inFIGS. 1 and 2 ) prior to buckling. Each aluminum sheet may be about 1 mm thick and is mated by theindentations 30 to a mirror image sheet in the roll bonding process. - The
central body 28 has a leadingedge 32 that is welded to the bumper 16 (shown inFIGS. 1 and 2 ). The leadingedge 32 of theenergy absorbing apparatus 10 is also located adjacent to the crush can 18 (shown inFIGS. 1 and 2 ). Atrailing edge 34 of theenergy absorbing apparatus 10 is spaced from thebumper beam 16 and also spaced from the crush can 18. Anupper edge 36, or first edge, of thecentral body 28 extends from the leadingedge 32 to the trailingedge 34. Alower edge 38, or second edge, of thecentral body 28 also extends from the leadingedge 32 to the trailingedge 34. Afirst wall 40, or upper wall, and asecond wall 42, or lower wall, extend from theupper edge 36 andlower edge 38 of thecentral body 28, respectively, to the crush can 18. - Referring to
FIGS. 3 and 4 , alateral rib 44 that is wider at itsfront edge 46 adjacent to the bumper beam than at therear edge 48 that is adjacent the trailingedge 34 of thecentral body 28. Thelateral rib 44 may be made with a pressure roll bond process in which two aluminum sheets are bonded together to provide greater stiffness and buckling resistance while being lighter in weight than a single thicker sheet of aluminum. The rib alternatively may be made in a conventional stamping operation. Thelateral rib 44 may be welded or otherwise attached to thecentral portion 28. Thelateral rib 44 alternatively may be formed as a flange of thecentral portion 28. - Referring to
FIGS. 5 and 6 , a crush can 18 is illustrated that is a generally octagonal shaped member that extends longitudinally rearward of the bumper beam 16 (shown inFIGS. 1 and 2 ). Theenergy absorbing apparatus 10 is shown to be retained in a spaced relationship relative to the crush can 18 by thefirst wall 40 andsecond wall 42. Thelateral rib 44 extends in the outboard direction and away from the crush can 18. - In the event of a collision with an object outboard of the frame rail 24 (shown in
FIGS. 1 , 2 and 4), thebumper beam 16 is initially contacted and driven into thefront edge 46 of therib 44. The rib transfers a portion of the energy from the impact to thecentral portion 28 and is driven toward the side of the crush can 18. Thefirst wall 40 andsecond wall 42 spread apart as thecentral portion 28 is driven toward the crush can 18. Thecentral portion 28 is driven into engagement with the crush can 18 and applies a lateral load to the crush can 18 driving the crush can 18 inboard and absorbing a portion of the collision energy. Thewalls central portion 28 is flattened against the crush can 18. The crush can 18 is connected to thebracket 20. Thebracket 20 is connected to theframe rail 24 so that energy initially exerted outboard of theframe rail 24 is redirected by theenergy absorbing apparatus 10, to the crush can 18, thebracket 20, andframe rail 24. - While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the disclosed apparatus and method. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure as claimed. The features of various implementing embodiments may be combined to form further embodiments of the disclosed concepts.
Claims (15)
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/967,617 US8939480B1 (en) | 2013-08-15 | 2013-08-15 | Energy absorbing apparatus for a bumper rail |
CN201420452046.2U CN204077583U (en) | 2013-08-15 | 2014-08-12 | Energy absorption device for vehicle and the collision energy-absorbing assembly for land vehicle |
DE201420103752 DE202014103752U1 (en) | 2013-08-15 | 2014-08-13 | Energy absorbing device for a bumper bar |
RU2014133644/11U RU149494U1 (en) | 2013-08-15 | 2014-08-15 | ENERGY-ABSORBING DEVICE FOR VEHICLE |
US14/585,644 US9327665B2 (en) | 2013-08-15 | 2014-12-30 | Energy absorbing apparatus for a bumper rail |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/967,617 US8939480B1 (en) | 2013-08-15 | 2013-08-15 | Energy absorbing apparatus for a bumper rail |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US14/585,644 Division US9327665B2 (en) | 2013-08-15 | 2014-12-30 | Energy absorbing apparatus for a bumper rail |
Publications (2)
Publication Number | Publication Date |
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US8939480B1 US8939480B1 (en) | 2015-01-27 |
US20150048636A1 true US20150048636A1 (en) | 2015-02-19 |
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Application Number | Title | Priority Date | Filing Date |
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US13/967,617 Expired - Fee Related US8939480B1 (en) | 2013-08-15 | 2013-08-15 | Energy absorbing apparatus for a bumper rail |
US14/585,644 Expired - Fee Related US9327665B2 (en) | 2013-08-15 | 2014-12-30 | Energy absorbing apparatus for a bumper rail |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
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US14/585,644 Expired - Fee Related US9327665B2 (en) | 2013-08-15 | 2014-12-30 | Energy absorbing apparatus for a bumper rail |
Country Status (4)
Country | Link |
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US (2) | US8939480B1 (en) |
CN (1) | CN204077583U (en) |
DE (1) | DE202014103752U1 (en) |
RU (1) | RU149494U1 (en) |
Cited By (1)
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US20150259009A1 (en) * | 2013-07-17 | 2015-09-17 | Ford Global Technologies, Llc | Collision deflector assembly |
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JP5988893B2 (en) * | 2013-02-25 | 2016-09-07 | 豊田鉄工株式会社 | Shock absorbing member for vehicle |
JP5907156B2 (en) * | 2013-12-12 | 2016-04-20 | トヨタ自動車株式会社 | Vehicle front structure |
JP6517558B2 (en) * | 2015-03-26 | 2019-05-22 | アイシン精機株式会社 | Bumper structure |
DE102015117005A1 (en) * | 2015-10-06 | 2017-04-06 | Benteler Automobiltechnik Gmbh | crash box |
US9902349B2 (en) * | 2016-03-22 | 2018-02-27 | Ford Global Technologies, Llc | Vehicle bumper assembly |
US9821740B2 (en) | 2016-03-22 | 2017-11-21 | Ford Global Technologies, Llc | Vehicle bumper assembly |
JPWO2017183173A1 (en) * | 2016-04-22 | 2019-04-04 | 日産自動車株式会社 | Energy absorption structure |
CN107380105A (en) * | 2017-07-11 | 2017-11-24 | 上海蔚来汽车有限公司 | The support of induction type crumple energy absorption device and high-tension distribution box for electric vehicle |
WO2019162865A1 (en) * | 2018-02-21 | 2019-08-29 | Alfazero S.P.A. | An electric quadricycle |
IT201800002896A1 (en) * | 2018-02-21 | 2019-08-21 | Alfazero S P A | ELECTRIC TRACTION QUADRICYCLE |
JP2019151130A (en) * | 2018-02-28 | 2019-09-12 | マツダ株式会社 | Vehicle impact absorption structure |
CN108638992A (en) * | 2018-06-28 | 2018-10-12 | 贵州工程应用技术学院 | A kind of mounting structure of bumper part |
US11034316B2 (en) * | 2019-08-23 | 2021-06-15 | Volvo Car Corporation | Mounting arrangement for coupling a bumper beam to a crash box and side rail of a vehicle |
FR3119128A1 (en) | 2021-01-28 | 2022-07-29 | Psa Automobiles Sa | ASSEMBLY COMPRISING A HOLLOW BODY WITH PREASSEMBLED SUPPORT |
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- 2014-08-13 DE DE201420103752 patent/DE202014103752U1/en not_active Expired - Lifetime
- 2014-08-15 RU RU2014133644/11U patent/RU149494U1/en not_active IP Right Cessation
- 2014-12-30 US US14/585,644 patent/US9327665B2/en not_active Expired - Fee Related
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US20150259009A1 (en) * | 2013-07-17 | 2015-09-17 | Ford Global Technologies, Llc | Collision deflector assembly |
US9481395B2 (en) * | 2013-07-17 | 2016-11-01 | Ford Global Technologies, Llc | Collision deflector assembly |
Also Published As
Publication number | Publication date |
---|---|
CN204077583U (en) | 2015-01-07 |
US9327665B2 (en) | 2016-05-03 |
RU149494U1 (en) | 2015-01-10 |
US20150108776A1 (en) | 2015-04-23 |
DE202014103752U1 (en) | 2014-10-06 |
US8939480B1 (en) | 2015-01-27 |
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