62results about How to "Effectively absorb impact energy" patented technology

The invention discloses an energy absorbing anti-creep device for track traffic vehicles, which can effectively absorb the impact energy generated during collision of the vehicles. The energy absorbing anti-creep device for the track traffic vehicles comprises an anti-creep fluted plate, an anti-bending guide rod, an extrusion expansion crushing pipe and a mounting seat; a guide hole is formed in the mounting seat; a cutting chip is arranged around the guide hole; a cutting sleeve is sleeved on the anti-bending guide rod and is positioned between the anti-creep fluted plate and the cutting chip. The cutting sleeve of the energy absorbing anti-creep device is cut by the cutting chip in the retreating process, and extrusion, friction, failing and damaging effects are generated in the cutting process, so the impact kinetic energy is stably fast absorbed; meanwhile, the extrusion expansion crushing pipe also achieves the energy absorbing action, the energy absorbing modes are diversified, and the energy absorbing capacity of the energy absorbing elements is large and the impact energy generated during the collision of the vehicles can be effectively absorbed. The energy absorbing anti-creep device for the track traffic vehicles is suitable for being applied in the technical field of passive safety of the track traffic vehicles.

A flip-up type hood for a vehicle, includes a vehicle body forming the vehicle, a hood body pivotally supported by the vehicle body through a pair of hood hinges attached to a rear end of hood body, and actuators provided in the vehicle body to apply a flip-up forces on rear portions of the hood body 10 and wires for connecting a designated part of the hood body with the vehicle body. In the hood, a length of each wire is established so as to allow the wire to be strained on condition that the hood body is flipped up. In operation, the strained wires operate so as to constrain the hood body to the side of the vehicle body, it is possible to suppress the rear portion of the hood body from being flipped up excessively and also possible to prevent an occurrence of flip-flop action of the hood body when the rear portions of the hood body is raised by the actuators.

A roof airbag apparatus, may include an inflator, a housing mounted to an opening frame provided in a vehicle roof, the opening frame defining an opening therein to receive the housing, an airbag cushion contained in the housing, the airbag cushion being deployed downwards by gas supplied from the inflator to protect a passenger, an airbag door coupled to the housing by a hinge to support the airbag cushion, and angle limiting means for limiting a rotating angle to a predetermined angle when the airbag door is rotated to open.

An energy absorbing tubular structure is formed of a molded or extruded polymer. The tube has a quadrangular cross-section with rounded corners. The walls of tube are corrugated with alternating convex and concave corrugations surfaces having a continuous constant radius, preferably with no flat spots. The corrugated walls have a constant thickness. The corrugations progressively deform during impact thereby providing a near perfect square wave force vs. deflection energy absorption curve at any predetermined nearly constant force level. The tube may be filled with polymer foam to vary the impact performance of the structure.

The invention relates to a shock-absorption buffer shaft. The shock-absorption buffer shaft comprises an input shaft, an input end cover, a force transfer pin, an input toothed sleeve, an input toothed wheel, a double toothed wheel, a spring, an output toothed sleeve, an output toothed wheel, an output shaft, an output end cover, a limiting bolt, a fastening bolt and an external sleeve. Force is transferred to the input toothed sleeve by virtue of the teeth of the first internal toothed ring of the input toothed sleeve in a manner of compressing a spring through the teeth of an external toothed ring on the input toothed wheel, later the force is transferred to the double toothed wheel by virtue of the teeth of the first external toothed ring of the double toothed wheel in a manner of compressing the spring through the teeth of the second internal toothed ring of the input toothed sleeve, then the force is transferred to the output toothed sleeve by virtue of the teeth of the first internal toothed ring of the output toothed ring in a manner of compressing the spring through the teeth of the second external toothed ring of the double toothed wheel, and then the force is transferred to the output toothed wheel by virtue of the teeth of the external toothed ring of the output toothed wheel in a manner of compressing the spring through the teeth of the second internal toothed ring of the output toothed sleeve, and finally, the output toothed wheel is used for transmitting the torque by virtue of the force transfer pin through the output shaft.

The invention discloses a connecting structure of a front longitudinal beam and a front floor longitudinal beam of an automobile, which comprises the front longitudinal beam, a connecting plate and the front floor longitudinal beam which are welded in turn; and the front part of a connecting plate reinforcing groove is lapped with the tail of the front longitudinal beam, while the rear part is lapped with a groove-shaped front floor longitudinal beam. The connecting structure is characterized in that: the groove on the lapped part of the front longitudinal beam and the connecting plate is welded with a root reinforced piece; groove-shaped floor beam reinforcing pieces are overlapped on the rear part of the groove back of the connecting plate reinforcing groove; the rear parts of the groove-shaped floor beam reinforcing pieces are overlapped and lapped with the groove back of the front floor longitudinal beam; and the lateral surface of the tail of the front longitudinal beam is welded with strip shield-shaped floor beam front end reinforcing pieces of which the rear parts are welded with the connecting plate reinforcing groove and the outer side wall of the front floor longitudinal beam groove. The connecting structure can make the front longitudinal beam and the front floor longitudinal beam of the automobile connected firmly; and the capacity of the connecting structure of bearing impact load is improved, and the connecting part cannot be broken and scattered even if the connecting structure bears large impact load.

A seat buffering device and a vehicle safety seat including the seat buffering device are provided. The seat buffering device is disposed on a base of the vehicle safety seat. The seat buffering device includes a reinforcing component and at least one concave structure. The reinforcing component is disposed inside the base, and the reinforcing component has a plurality of lateral surfaces. The at least one concave structure is formed on one of the plurality of lateral surfaces. The reinforcing component is adapted to be bent via the at least one concave structure when the base is impacted, so as to reduce impact force applied to the base. Buffering efficiency of the reinforcing component corresponds to the amount, the arrangement, and the angle of the concave structure. The plurality of concave structures is disposed on the same or different lateral surfaces of the reinforcing component in the interlaced arrangement.

An air bag device of the present invention includes an bag member formed by a circular front-side cloth and a circular reverse-side cloth which are sewn together at their outer peripheral edge portions. The air bag device is provided with an annular lid member for closing a plurality of gas discharge portions formed in the reverse-side cloth. Therefore, in this air bag device, the bag member can be instantaneously inflated and expanded to effectively restrain the passenger and also to effectively absorb an impact energy acting on the passenger.

An engine hood structure including a hood panel, and a porous metal layer disposed on an inside of the hood panel. The porous metal layer has a density increased in a direction extending from an outer periphery of the engine hood structure toward a central portion of the engine hood structure. The porous metal layer is constructed such that a plateau stress generated in the porous metal layer upon a compression test is increased in a direction extending from an outer periphery of the engine hood structure toward a central portion of the engine hood structure.

The invention relates to an integrated pedestrian protection structure. The structure comprises a bumper skin, an energy absorption block and an anti-collision beam, the bumper skin is installed on anautomobile body, and a shank supporting cross beam is integrated at the lower end of the bumper skin; and the two ends of the shank supporting cross beam are fixedly connected with the anti-collisionbeam on the upper portion through side supporting supports, and the energy absorption block is fixedly arranged on the anti-collision beam. When a pedestrian collides with the front end of the automobile, the upper portions of the shanks of the pedestrian make contact with the middle of the bumper skin, energy is transmitted to the energy absorption block, the energy absorption block deforms to absorb the energy and then transmits impact to the anti-collision beam, the lower portions of the shanks of the pedestrian make contact with the lower portion of the bumper skin, the shank supporting cross beam integrated on the lower portion of the bumper skin absorbs collision energy, and the energy is transmitted to the anti-collision beam through the side supporting supports. Light weight is achieved, and impact energy on the lower portions of shanks of pedestrians can be effectively absorbed.

An integrated side member having an impact absorbing structure may include a side member upper part connected to a front coupling end portion to be connected to a crash box, the side member upper part being formed in a ‘U’ shape by connecting its left and right members to each other, side member lower parts fastened to the side member upper part, and a dash cross member coupled to a lower portion of the side member upper part and between both side member lower parts.

An impact energy absorbing knee bolster system is basically provided with a load input part and a deformation accepting structure. The load input part is arranged to contact a passenger's knee during a collision. The deformation accepting structure is located between a load input part and a vehicle structural member to deform in response to an impact load imparted by the passenger's knee during a collision. The deformation accepting structure includes a plurality of collapsing parts forming wedge-shaped spaces between each of the collapsing parts and the load input part. Each of the collapsing parts has an inflection point with a longitudinal position between a forward end and a rearward end with the longitudinal positions of the inflection points being different for an upper one of the collapsing parts than for a lower one of the collapsing parts.

The invention discloses a steel mesh skeleton composite pipe, which comprises the following raw material components in parts by mass: 15-55 parts of HDPE, 3-18 parts of LDPE, 6-24 parts of LLDPE, 2-20 parts of EVA, drawing grade 4-18 parts of polypropylene, 5-10 parts of montmorillonite, 1-10 parts of white carbon black, 1-10 parts of barium sulfate, 10-20 parts of graphite, 5-15 parts of carbon nanometer, 8- 20 parts, 0.5-4 parts of silane coupling agent KH 151, 1-2 parts of benzophenone, 1-10 parts of composite lubricant, 0.01-0.2 parts of nano silver, 0.5-5 parts of flavonol, 0.5 parts of zinc stearate -5 parts, 1-5 parts of polyacrylamide, 5-10 parts of methyl methacrylate, 1-5 parts of 2,4-dichlorobenzoyl peroxide, 6-ethoxy-2,2,4- 10-20 parts of trimethyl-1,2-dihydroquinoline. The mechanical properties, impact resistance, deformability, anti-aging performance and anti-fouling performance of the pipe made of the raw material of the invention are significantly and greatly improved.