An impact absorption unit provided between an inside member and an outside member that form a vehicle body and configured to absorb an impact may include: a first absorption body which includes composite material and protrudes from an inside surface of the inside member toward the outer member, with an open receiving space formed in the first absorption body; and a second absorption body which includes composite material and protrudes from an inside surface of the outside member toward the inside member such that the second absorption body is inserted into the open receiving space.

A deformation structure, which is an energy absorption structure, has a series of deformation elements arranged one behind the other in a deformation direction, i.e. the direction in which a load acts. Each two adjacent deformation elements are coupled together by a coupling mechanism, such that in a first load case, in particular a first collision load case, two adjacent deformation elements enter into a latching engagement with one another or are positioned in a latching engagement, such that a relative displacement of the adjacent deformation elements with respect to one another in the deformation direction is prevented, or at least made more difficult, and a deforming of the deformation structure occurs at a high level of force, and in a second load case, in particular a second collision load case, two adjacent deformation elements do not enter into the latching engagement or leave a latching engagement, such that a relative displacement of the adjacent deformation elements in the deformation direction is enabled, or at least made easier, and a deforming of the deformation structure occurs at a low level of force.

A cross member (1) for a bumper beam includes an outer beam (2) with a main beam portion (3) comprising an upper beam wall (12), a lower beam wall (14) and a front beam wall (16), defining together a beam inner volume (17) open in a back direction, a reinforcement element (4) defining a reinforced area (24) of the outer beam (2), located inside a part of said beam inner volume (17) and having a cross section, defining a reinforcement inner volume (25) open in the rear direction, a closing plate (6) closing at least a part of the beam inner volume (17). The cross section of the reinforcement element (4) has a shape which is not matching the shape of the outer beam (2) in the reinforced area (24).

A bumper assembly includes a bumper beam, an inner extension, an outer extension, and a reinforcing element. The bumper beam extends longitudinally from a first end to a second end. The inner extension is welded to the first end of the bumper beam, and the outer extension is welded to the inner extension. The inner extension and the outer extension are elongated from the bumper beam and define an elongated cavity therebetween. The reinforcing element is fastened to the inner extension and disposed in and elongated along the cavity.

A bumper assembly includes a bumper beam, an extension, a crush can, and a bracket. The bumper beam extends longitudinally from a first end to a second end. The extension attaches to the first end of the bumper beam and has a segment parallel to the bumper beam and a leg extending transversely relative to the bumper beam. The crush can is attached to the segment. The bracket extends from the extension and is welded to the crush can.

A front carriage for a motor vehicle includes a bumper covering and a support structure, which supports the bumper covering. At least one support device supports the bumper covering against the support structure in the direction of the vehicle height (z) and enables a deformation movement of the bumper covering relative to the support structure in longitudinal vehicle direction (x) in the event of a crash.

A method and vehicle control system for controlling stiffness of at least one support structure of a vehicle includes at least one of an acceleration sensor, a braking sensor and a corner sensor for providing a driving condition of the vehicle. A controller obtains information from the sensors to determine the driving condition and control the stiffness of a support structure of the vehicle. A magnetic field generator provides a magnetic field to control the stiffness of the support structure having a magnetorheological fluid or elastomer. An electrical source provides electrical current to a support structure including an electrorheological fluid or a support structure including a meta-material. When a vehicle collision is predicted no energy is provided to the support structure to minimize the stiffness and maximize energy absorbance by the support structure in a collision.

A galvanized reinforcement beam is continuously formed by uncoiling a roll of galvanized sheet stock in a generally horizontal plane. Protrusions are formed at an upper surface of the sheet stock, which is then roll formed to form a tubular shape with the protrusions abutting a surface of the sheet stock to form venting gaps. The sheet stock is laser welded at the protrusions to continuously form a weld joint, where zinc oxide gas generated from the welding is permitted to escape an interior of the tubular shape through the venting gaps.

A dual position bulb seal is provided for selectively sealing an interface gap between two components of a vehicle. The dual position bulb seal includes an elongated base portion configured for coupling to a first vehicle component. A hollow, bulbous portion may extend from the elongated base portion. A flexible sealing fin upwardly extends from the bulbous portion, along a length of the bulbous portion. The flexible sealing fin may be configured to rest in a first, non-sealing position that permits a flow of air over the flexible sealing fin, and a second, sealing position contacting a second vehicle component such that it prevents a flow of air through the interface gap.

A body arrangement having a longitudinal member arrangement, a bumper cross-member, and a support element. The bumper cross-member is fastened to one end of the longitudinal support and an end portion of the bumper cross-member projects in the transverse direction beyond the longitudinal support. The support element is fastened to the end portion of the bumper cross-member and extends over a predetermined length towards the rear in the longitudinal direction of the vehicle. The support element preferably extends substantially parallel to the longitudinal member arrangement. The support element is disposed or designed with a predetermined spacing with respect to the longitudinal member arrangement. The support element supports the end portion of the longitudinal member arrangement in the event of a deformation of the end portion of the bumper cross-member following a frontal collision of the vehicle, in particular a frontal collision with little overlap.