A pedestrian protection device for a motor vehicle, for example for a motor vehicle front end or a motor vehicle rear end, has a bumper crossmember with a deformation element arranged on the outer side thereof, i.e. the side directed towards the front. In particular, the deformation element is arranged between a bumper skin and the bumper crossmember. The deformation element has a first element and a second element which are displaceable relative to one another in the event of a collision. Furthermore, the pedestrian protection device has a locking mechanism which, in dependence on a displacement speed, and thus on a collision speed, of the motor vehicle, and while exploiting a mass inertia of a locking element which is arranged or mounted on the first element or the second element, is adjustable between a locked state in which a displacement of the first element relative to the second element is at least partially prevented by, in particular, positive engagement, and an unlocked state in which a displacement of the first element is allowed.

A pedestrian protection device for a motor vehicle, for example for a motor vehicle front end or a motor vehicle rear end, has a bumper crossmember with a deformation element arranged on the outer side thereof, i.e. the side directed towards the front. In particular, the deformation element is arranged between a bumper skin and the bumper crossmember. The deformation element has a first element and a second element which are displaceable relative to one another in the event of a collision. Furthermore, the pedestrian protection device has a locking mechanism which, in dependence on a displacement speed, and thus on a collision speed, of the motor vehicle, and while exploiting a mass inertia of a locking element which is arranged or mounted on the first element or the second element, is adjustable between a locked state in which a displacement of the first element relative to the second element is at least partially prevented by, in particular, positive engagement, and an unlocked state in which a displacement of the first element is allowed.

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 hood bumper for a vehicle having a hood including: a housing having a wall, a base, an internal chamber, and an opening to the internal chamber. The wall having an interior surface and an exterior surface. the interior surface defines the internal chamber. The hood bumper further including a biasing mechanism operably connected to the housing and a plunger operably connected to the biasing mechanism and configured to receive an exerted force from the hood. The hood bumper further including a bumper head operably connected to the housing and a support frame operably connecting the bumper head to the housing. The plunger is configured to first move into the bumper head to absorb an impact force to the hood, next the bumper head compresses to further absorb the impact force, and then the support frame collapses to even further absorb the impact force.

A hood bumper for a vehicle having a hood including: a housing having a wall, a base, an internal chamber, and an opening to the internal chamber. The wall having an interior surface and an exterior surface. the interior surface defines the internal chamber. The hood bumper further including a biasing mechanism operably connected to the housing and a plunger operably connected to the biasing mechanism and configured to receive an exerted force from the hood. The hood bumper further including a bumper head operably connected to the housing and a support frame operably connecting the bumper head to the housing. The plunger is configured to first move into the bumper head to absorb an impact force to the hood, next the bumper head compresses to further absorb the impact force, and then the support frame collapses to even further absorb the impact force.

A bumper arrangement of a passenger car has an upper and a lower load path. A spring element is provided on the transverse support of the lower load path, which, in the event of a collision of a pedestrian with the passenger car, exerts an additional force on the lower leg of the pedestrian, so as to support the movement of the pedestrian in the direction of the front hood of the passenger car.

A bumper arrangement of a passenger car has an upper and a lower load path. A spring element is provided on the transverse support of the lower load path, which, in the event of a collision of a pedestrian with the passenger car, exerts an additional force on the lower leg of the pedestrian, so as to support the movement of the pedestrian in the direction of the front hood of the passenger car.

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 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.

Safe protection equipment for all vehicles will significantly reduce the collision force by spring or liquid cylinder when the vehicle bumps to obstacle or two vehicles collide with each other. This equipment can be used on both front and rear of the vehicle. Combination of springs or liquid cylinder with different elasticity can reduce the collision smoothly. This equipment will protect both vehicles and drivers without changing the current air-bag protection system. It will significantly reduce the damage for serious collision accidents. This equipment is attached to the vehicle chassis on bottom, which will bear the collision force reduced by the spring or liquid cylinder. It might require some design change in vehicle chassis. One option is to add a pad to pass the reduced collision force to the elastic tire when colliding vehicles are running in straight line.