A crash impact attenuator is adapted for deployment on a vehicle, and includes a cartridge portion having at least one energy absorbing module, as well as a backup system having a backup frame, which is adapted to attach the cartridge portion to the vehicle. The backup system includes an actuator configured to pivot the cartridge portion between a deployed orientation and a stored orientation about a pivot axis disposed on a lower half of the backup system. The backup system further includes a lockout frame member having a contact surface on one end thereof, the lockout frame member being actuatable between a deployed orientation wherein the contact surface engages a portion of the backup frame to support the backup frame against vehicular impact forces and a stowed orientation wherein the contact surface is not engaged with the backup frame.

A vehicle front end includes a bumper and a carrier attached to the bumper. A plurality of fins are movably attached to the carrier and are spaced from each other. The fins taper in a direction transverse to the bumper. The fins may be moved to a deployed position to reinforce the bumper to improve low-speed damageability of the bumper, and may be moved to an inactive position, which may allow a fascia to more easily deform relative to the deployed position to provide energy absorption for pedestrian impacts.

A crash impact attenuator system for deployment in front of a structure includes a rail and a plurality of diaphragms initially disposed in spaced relation along the length of the rail. Each of the plurality of diaphragms moves along the rail, so that when a front end of the crash attenuator system receives an impact force from a vehicle, a first one of the diaphragms moves rearwardly along the rail and impacts a second one of the diaphragms so that both the first and second diaphragms move further rearwardly along the rail, this process continuing with additional ones of the diaphragms until the impact forces have been fully attenuated. A tearing member on the crash attenuator system engages material forming a side or fender panel of the crash attenuator system, the tearing member tearing material forming the side panel to attenuate the impact force.

A crash box system is provided. The crash box system includes “V” shaped leaf springs located between a front plate and a rear plate, wherein the “V” shaped leaf springs have been placed. vertically to the front plate and rear plate at wing corners. The crash box system further includes a cylindrical beveled tube placed inside an outer tube having an unconventional structure. The “V” shaped leaf springs, the outer tube, re-entrant hexagonal bottom imperfections and re-entrant hexagonal top imperfections, the cylindrical beveled tube and a cylindrical tube trigger mechanism provided in the crash box system, enables energy absorption such that peak forces are kept low at different times. By this means aim of the crash box system to prevent, injuries and traumas that occur due to accident effects such as a whiplash effect during accidents at different speeds.

A vehicle door includes an interior panel including a housing extending from a first side of the interior panel and defining a cavity. An energy absorption structure is positioned within the cavity and includes a plurality of members arranged in a plurality of rows. Each of the plurality of members includes at least one arcuate support coupled with a rib and having first and second ends. The at least one arcuate support of each member is coupled to the at least one arcuate support of a neighboring member at one of the first and second ends.

A crash impact attenuator is adapted for deployment on a vehicle, and includes a cartridge portion having at least one energy absorbing module, as well as a backup system having a backup frame, which is adapted to attach the cartridge portion to the vehicle. The backup system includes an actuator configured to pivot the cartridge portion between a deployed orientation and a stored orientation about a pivot axis disposed on a lower half of the backup system. The backup system further includes a lockout frame member having a contact surface on one end thereof, the lockout frame member being actuatable between a deployed orientation wherein the contact surface engages a portion of the backup frame to support the backup frame against vehicular impact forces and a stowed orientation wherein the contact surface is not engaged with the backup frame.

A crash box system is provided. The crash box system includes V shaped leaf springs located between a front plate and a rear plate, wherein straight leaf springs have been placed vertically to the front plate and rear plate at wing winged corners. The crash box system further includes a cylindrical inner tube having a bevelled or outer tapered end surface being placed inside an outer tube having a rectangular cross-sectional structure with radiused outer corners and a reduced cross-sectional middle section. The V shaped leaf springs, the outer tube further having re-entrant hexagonal bottom imperfections and re-entrant hexagonal top imperfections, and the cylindrical inner tube having the bevelled or outer tapered end surface to provide the crash box system with energy absorption capabilities such that peak forces are kept low at different times. By this structural arrangement, the aim of the crash box system is to prevent injuries and traumas that occur due to accident effects such as a whiplash effect during accidents at different speeds.

A crash impact attenuator is adapted for deployment on a vehicle, and includes a cartridge portion having at least one energy absorbing module, as well as a backup system having a backup frame, which is adapted to attach the cartridge portion to the vehicle. The backup system includes an actuator configured to pivot the cartridge portion between a deployed orientation and a stored orientation about a pivot axis disposed on a lower half of the backup system. The backup system further includes a lockout frame member having a contact surface on one end thereof, the lockout frame member being actuatable between a deployed orientation wherein the contact surface engages a portion of the backup frame to support the backup frame against vehicular impact forces and a stowed orientation wherein the contact surface is not engaged with the backup frame.

A crash impact attenuator is adapted for deployment on a vehicle, and includes a cartridge portion having at least one energy absorbing module, as well as a backup system having a backup frame, which is adapted to attach the cartridge portion to the vehicle. The backup system includes an actuator configured to pivot the cartridge portion between a deployed orientation and a stored orientation about a pivot axis disposed on a lower half of the backup system. The backup system further includes a lockout frame member having a contact surface on one end thereof, the lockout frame member being actuatable between a deployed orientation wherein the contact surface engages a portion of the backup frame to support the backup frame against vehicular impact forces and a stowed orientation wherein the contact surface is not engaged with the backup frame.

A deformation energy absorption structure has at least a first layer and a second layer which are spaced apart from each other and are mounted to be movable relative to each other in the deformation or load direction. The first and second layers have complementary protrusions and recesses, which are designed such that the protrusions of the first layer can dip into the recesses of the second layer and the protrusions of the second layer can dip into the recesses of the first layer. The first layer and the second layer are connected to each other by a deformation control device such that, in the event of a high impulse in the deformation direction, the protrusions of the first layer dip into the recesses of the second layer and the protrusions of the second layer dip into the recesses of the first layer such that the deformation structure is deformed in the deformation direction at a relatively low level of force, and, in the event of a low impulse in the deformation direction, the protrusions of the first layer hit the protrusions of the second layer such that the deformation structure is deformed further in the deformation direction at a relatively high level of force or that a greater force can be transmitted by the deformation structure. The first and second layers are formed from a plurality of deformation base elements which are produced separately from one another and are interconnected.