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.

An attachment structure of a front fender cover of a utility vehicle, the attachment structure includes: a front fender; a front fender cover attached to the front fender by being inserted to a first end of the front fender and locked at a second end of the front fender; and a retaining member attached to the front fender or the front fender cover and configured to retain the front fender cover at the second end of the front fender at a predetermined distance from the front fender in a state where the front fender cover is inserted to the front fender and is not locked.

A deformation device for a motor vehicle has two elements that can move together in the event of a collision and optionally locked. A locking device has a first centrifugal lever which is pivotably mounted about a first pivot axis located on the first element, a first torsion spring arranged about the first pivot axis and operatively connected to the first centrifugal lever, a first rolling surface and a first contact surface arranged distally to same, as well as a second centrifugal lever neighboring the first centrifugal lever and with a substantially identical design. In a low-speed crash, the two centrifugal levers each swivel about their pivot axes such that the two rolling surfaces are in contact with one another and the two contact surfaces each rest against a corresponding receiving surface on the second element. In an accident situation representing a pedestrian, the two centrifugal levers each swivel about the pivot axes such that the two rolling surfaces are in contact with one another, while the first contact surface and the second contact surface are at a distance from the second element.

A deformation device for a motor vehicle has two elements that can move together in the event of a collision and optionally locked. A locking device has a first centrifugal lever which is pivotably mounted about a first pivot axis located on the first element, a first torsion spring arranged about the first pivot axis and operatively connected to the first centrifugal lever, a first rolling surface and a first contact surface arranged distally to same, as well as a second centrifugal lever neighboring the first centrifugal lever and with a substantially identical design. In a low-speed crash, the two centrifugal levers each swivel about their pivot axes such that the two rolling surfaces are in contact with one another and the two contact surfaces each rest against a corresponding receiving surface on the second element. In an accident situation representing a pedestrian, the two centrifugal levers each swivel about the pivot axes such that the two rolling surfaces are in contact with one another, while the first contact surface and the second contact surface are at a distance from the second element.

An increased amount of absorption of a load from the diagonally upper front side is achieved even in, for example, a vehicle having a high vehicle height. A first shock absorbing member is provided inside a bumper face upper to absorb a load from the diagonally upper front side, a second shock absorbing member is mounted on a front face portion of a bumper beam, and a third shock absorbing member is disposed below the first shock absorbing member and between a bumper face and the bumper beam to absorb a load from the diagonally upper front side. The rigidity of the first and third shock absorbing members in the up-down direction is higher than rigidity of the second shock absorbing member in the front-rear direction.

A safety bumper assembly for a vehicle shutting off a vehicle engine when the vehicle hits an obstacle, particularly an autonomous vehicle used for agricultural purposes. The assembly includes bumper shafts holding a bumper bar at a distance from a support structure of the vehicle and shuts off the vehicle engine in such fashion that the vehicle comes to a full stop before the bumper has reached its most inward position closer to the vehicle body. A vehicle equipped with the safety bumper assembly has vehicle frame integrating a support structure of the safety bumper assembly.

A safety bumper assembly for a vehicle shutting off a vehicle engine when the vehicle hits an obstacle, particularly an autonomous vehicle used for agricultural purposes. The assembly includes bumper shafts holding a bumper bar at a distance from a support structure of the vehicle and shuts off the vehicle engine in such fashion that the vehicle comes to a full stop before the bumper has reached its most inward position closer to the vehicle body. A vehicle equipped with the safety bumper assembly has vehicle frame integrating a support structure of the safety bumper assembly.

An increased amount of absorption of a load from the diagonally upper front side is achieved even in, for example, a vehicle having a high vehicle height. A first shock absorbing member is provided inside a bumper face upper to absorb a load from the diagonally upper front side, a second shock absorbing member is mounted on a front face portion of a bumper beam, and a third shock absorbing member is disposed below the first shock absorbing member and between a bumper face and the bumper beam to absorb a load from the diagonally upper front side. The rigidity of the first and third shock absorbing members in the up-down direction is higher than rigidity of the second shock absorbing member in the front-rear direction.

The present disclosure relates to a mobile robot, and more particularly to a mobile robot, including: a bumper which surrounds at least a portion of an outer circumference of the body; position restoring modules having an elastic member and disposed to be symmetrical to each other; a bumper guide module, having a guide hole and a protruding guider which moves inside the guide hole; and impact sensing modules configured to sense impact and disposed to be symmetrical to each other.

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.