A magnetic collision damping device for vehicles is disclosed, in one embodiment of which a first trough 3 and a second trough 4 are slidably connected to a vehicle frame, and electromagnets 7, 8 whose like poles are arranged to face each other are fixed inside the first trough 3 and the second trough 4. This invention can prevent the electromagnets from being damaged when being subject to an impact, and can demonstrate its collision damping function regardless of whether a collision force comes from a vehicle front or a vehicle rear. All electromagnets are arranged close to the vehicle rear, effectively protecting the safety of passengers.

A bumper assembly having a transverse bumper body and at least one wing extension that is configured for pivotal movement relative to a side end of the transverse bumper body. Each wing extension has inner and outer surfaces and is moveable from a rest position to an impact position in response to an impact force acting within a horizontal plane. In the rest position, the outer surface of each wing extension is parallel or substantially parallel to the transverse axis, and in the impact position, the outer surface of the wing extension is positioned at an acute angle relative to the transverse axis. Each wing extension is configured to return to its rest position in response to removal of the impact force.

A bumper assembly having a transverse bumper body and at least one wing extension that is configured for pivotal movement relative to a side end of the transverse bumper body. Each wing extension has inner and outer surfaces and is moveable from a rest position to an impact position in response to an impact force acting within a horizontal plane. In the rest position, the outer surface of each wing extension is parallel or substantially parallel to the transverse axis, and in the impact position, the outer surface of the wing extension is positioned at an acute angle relative to the transverse axis. Each wing extension is configured to return to its rest position in response to removal of the impact force.

A pedestrian protection apparatus for a motor vehicle front end has a leg-contacting segment which, in a pre-impact position, is arranged completely above an approach plane of the vehicle (which is defined by way of a front approach angle of the motor vehicle), and can be adjusted into a post-impact position by means of a force deflecting apparatus by way of at least proportionally vertical deflection of an impact force which acts along the longitudinal direction. In a post-impact position, the contact segment is arranged at least partially below the approach plane and lower than a bumper crossmember.

A pedestrian protection apparatus for a motor vehicle front end has a leg-contacting segment which, in a pre-impact position, is arranged completely above an approach plane of the vehicle (which is defined by way of a front approach angle of the motor vehicle), and can be adjusted into a post-impact position by means of a force deflecting apparatus by way of at least proportionally vertical deflection of an impact force which acts along the longitudinal direction. In a post-impact position, the contact segment is arranged at least partially below the approach plane and lower than a bumper crossmember.

A device for protecting the bumper of a vehicle having an undercarriage includes a bumper protector which is connectable to the undercarriage of the vehicle. The bumper protector includes a cushion which is positionable to (1) a retracted position beneath the undercarriage of the vehicle, and (2) an extended position outwardly projecting from the vehicle. In the extended position the cushion is rotatable to an upright position adjacent to the bumper of the vehicle. The cushion protects the bumper during a collision with another vehicle or object.

A magnetic collision damping device for vehicles is disclosed, in one embodiment of which a first trough 3 and a second trough 4 are slidably connected to a vehicle frame, and electromagnets 7, 8 whose like poles are arranged to face each other are fixed inside the first trough 3 and the second trough 4. This invention can prevent the electromagnets from being damaged when being subject to an impact, and can demonstrate its collision damping function regardless of whether a collision force comes from a vehicle front or a vehicle rear. All electromagnets are arranged close to the vehicle rear, effectively protecting the safety of passengers.

A bumper assembly having a transverse bumper body and at least one wing extension that is configured for pivotal movement relative to a side end of the transverse bumper body. Each wing extension has inner and outer surfaces and is moveable from a rest position to an impact position in response to an impact force acting within a horizontal plane. In the rest position, the outer surface of each wing extension is parallel or substantially parallel to the transverse axis, and in the impact position, the outer surface of the wing extension is positioned at an acute angle relative to the transverse axis. Each wing extension is configured to return to its rest position in response to removal of the impact force.

A bumper assembly having a transverse bumper body and at least one wing extension that is configured for pivotal movement relative to a side end of the transverse bumper body. Each wing extension has inner and outer surfaces and is moveable from a rest position to an impact position in response to an impact force acting within a horizontal plane. In the rest position, the outer surface of each wing extension is parallel or substantially parallel to the transverse axis, and in the impact position, the outer surface of the wing extension is positioned at an acute angle relative to the transverse axis. Each wing extension is configured to return to its rest position in response to removal of the impact force.

A vehicle front structure including a left and right pair of front side members, a bumper reinforcement and a power unit. The bumper reinforcement includes a first breakage initiation point at a position at one vehicle width direction side relative to a vehicle width direction center position of the vehicle, and a second breakage initiation point at a position at the other vehicle width direction side. The first breakage initiation point is a region at which bending yield strength is lower than other regions of the bumper reinforcement. The second breakage initiation point is a region with lower bending yield strength than the other regions but higher bending yield strength than the first breakage initiation point. The bumper reinforcement includes a bumper reinforcement main body with a chamber structure and a bracing member inside the bumper reinforcement main body at the vehicle width direction center position of the vehicle.