Automobile Collision Impact Reducer with Spring, Plate and Cushioning materials

Abstract

The present invention relates to a novel idea of Automobile Collision Impact Reducer(ACIR) which can be placed at the front, rear, sides between the doors of an automobile with multi chambered springs of various strengths which can be arranged in different patterns, multilayered plates, pipes and multilayered cushioning materials acting also as fire suppressant. In-order to reduce the recoil effect after the compression of springs, Recoil Arrester/Lock system is introduced having recoil arresting box, recoil arresting plate, tension springs and recoil lock lever. This concept can also be used in crash guard barriers in the roads, culverts and pillars of bridges, walls of houses near the road turns, pillars of metro rail, other railway lines etc with certain modifications. During the time of collision, after the force transfers from the cushioning materials, there will be multi chambered compression of springs depending on its stiffness which helps to reduce the impact.

Claims

1. An Automobile Collision Impact Reducer with Spring, Plate and Cushioning materials, mainly for installation in vehicles at the front end, rear end and also on the doors, sides of vehicles, also a modified version in crash guard barriers in the roads, culverts and pillars of bridges, pillars of metro rail and other railway lines, starting and finishing points of road medians, in boat and in boat jetties and in other situations with modifications if necessary, where the probability of collision is high, and also with variant having multiunit comprised of a metallic outer box/case/shell; a metallic inner box/case/shell; multilayered middle plates; multi-chambered metallic springs containing only constant pitch compression springs of differing strengths and thicknesses which can be categorized based on thicknesses and strengths into low stiff, medium stiff and high stiff springs placed in different chambers depending on symmetric and progressive arrangement; in progressive arrangement of springs, the impact transfers from the cushioning materials to the chamber having least stiff progressively to high stiff springs depending on the number of chambers; in symmetric arrangement of springs of 3 chambers, the impact transfers from the cushioning materials to the outer chamber(chamber 1) having low stiff springs which then compress, followed by transfer of further reduced force to 2nd chamber having hard springs without compression followed by transfer of force to the inner(3rd) chamber having low stiff springs; in case of symmetric arrangement of springs of 5 chambered device, 1st (outer most chamber) and 5th(inner most) chamber will be having low stiff springs; 2nd and 4th chambers will be having medium stiff springs and 3rd chamber will be having high stiff springs; so during collision, the transfer of force from 1st to 5th; the compression begins from 1st chamber, then to 5th chamber, then to 4th, then to 2nd and finally to 3rd chamber; the similar pattern will be repeated in symmetrical type of device with higher number of chambers; in both these progressive and symmetric type the force of collision gets reduced as the time for getting maximum compression is increased by stage by stage reduction of force; the number of chambers in both symmetrical and progressive depending upon the size of the vehicle; middle plates along with outer box and inner box separates the device into different chambers vertically with springs, portion of pipe pairs/pipes, portion of recoil arresting plate comprising a chamber; multiple pairs of pipes(outer and inner pipes), for stabilizing the internal components; where a small portion of inner pipes rest inside outer pipes during normal position and inner pipe is made to move inside of the outer pipe during compression of the springs when collision occurs so as to act as guiding component to facilitate the smooth compression of springs; recoil-locking system for arresting the recoil of the springs, containing recoil arrester plate, recoil arresting box, recoil arresting lock lever, tension springs and releasing knob; describing from one end to another end of a chamber, the arrangement of pipe pairs, then the springs, then the recoil arrester/locking plate forming a mirror imaged pattern from the middle of multilayered chamber structure, which will help in achieving maximum stabilization of springs, plates and also in achieving the equal distribution of forces which enhances the efficiency of the device; multi-layered cushioning materials comprising of Nitrogen-water bags at the extreme front end with wings and another layer of shock absorbing rubber sheet/sorbothane sheet below the Nitrogen-water bags, below that a layer of thermocol; Nitrogen-water bags attached to the outer side/face of the outer box; all these except multi-layered cushioning materials, are placed with the inner and outer box, in such a way that, all the multilayered plates are parallel to the inner and outer shell/plates, which together forms multiple chambers, the springs arranged in single or multiple rows, within the chambers, perpendicular to the plates, the inner, outer box and middle plates passing through a set of inner and outer pipes, fixing perpendicular to the inner and outer shell/plates, act as guiding pipes during collision, recoil locking system for arresting the recoil of springs, in addition to these, placement of crash sensors within the device such that the normal functioning of air bags are not hampered.

2. The Automobile Collision Impact Reducer as per claim 1, metallic inner box and metallic outer box are described wherein, the immovable metallic inner box is made of steel for withstanding sufficient stresses during compression encased partly into the second embodiment metallic outer box, firmly attaching to the chassis of the vehicle, the inner side of the inner box parallel to the middle plate also acting as inner-most plate; to which is attached all the metallic springs in the inner chamber, inner pipes; the recoil arresting plate passes through this; all these arrangements supports the compression of the device during collision; movable metallic outer box is made of steel for withstanding sufficient stresses during compression, the inner side /face of the outer box parallel to the middle plate also acting as outer-most plate; to which is attached all the metallic springs in the outer chamber, outer pipes and recoil arresting plates; outer side/face of the outer box which is parallel to the middle plates attached to the multilayered cushioning materials; all these arrangements support the compression of the device during collision; this inner box/case along with the outer box/case together holds all the components of the device except multilayered cushioning materials.

3. (canceled)

4. The Automobile Collision Impact Reducer as per claim 1, middle plates are described wherein, middle plates along with outer box and inner box separates the device into different chambers vertically with springs, portion of pipe pairs/pipes, portion of recoil arresting plate comprising a chamber; inside the metallic boxes, if there are x chambers, there will be (x1) layer of linear plates along with outer and inner box in vertical position; middle plates arranged perpendicular to the springs and dividing the device into separate chambers to help in stabilization and ensuring the proper and uniform compression of springs in the right direction; both faces of the middle plates are connected with the both ends of all constant pitch compression springs in middle chambers; one end of all the constant pitch compression springs in inner most and outer most chambers are connected to middle plates and other end connected to inner most box and outer most box respectively; plates arranged vertically perpendicular to spring; all of these for ensuring the uniform compression of springs in the right direction.

5. (canceled)

6. The Automobile Collision Impact Reducer as per claim 1, constant pitch compression springs are described wherein, constant pitch compression springs of differing strengths and thicknesses can be categorized based on thicknesses and strengths into low stiff, medium stiff and high stiff springs placed in different chambers; with each chamber comprising identical springs placed in a horizontal manner ; inner most chamber springs fixing to inner box and middle plate; middle chambered springs fixing to middle plates and outer most chambered springs fixing to outer box and middle plate; springs arranged in the direction of movement of the vehicle, in order to result in multi chambered compression of the springs in the same direction during collision to minimize or reduce the impact of collision.

7. The Automobile Collision Impact Reducer as per claim 1, wherein in case of progressive arrangement of springs having a 3 chambered device, during collision the impact will get transferred from cushioning materials to the outer chamber(chamber 1) having low stiff springs with subsequent reduced force which then compress, the remaining force will be transferred to 2.sup.nd chamber having medium stiff springs followed by compression and followed by transferring the subsequent reduced force to the inner(3.sup.rd) chamber having high stiff (stiff) springs and its compression; whole unit comprising of chambers will attain the complete compression after several similar steps involving the same sequence of waves like compression with lesser compression force in each time increase the time gap to attain the complete compression of the entire device compared to single chambered device, thereby reducing the impact in a better way; in progressive arrangement of springs in 5 chambered device, first chamber in outer portion having low stiff springs amongst all, and the strength/stiffness of springs in the chambers will increase progressively upto the 5th (inner-most)chamber; during collision, the compression sequence and transfer of force also will be from 1st chamber to 5th chamber, from least stiff to most stiff; whole unit comprising of chambers will attain the complete compression after several similar steps involving the same sequence of waves like compression with lesser compression force in each time increase the time gap to attain the complete compression of the entire device compared to single chambered device which in turn reduces the impact of collision and can be placed in medium and heavy vehicles.

8. (canceled)

9. The Automobile Collision Impact Reducer as per claims 1 wherein, in case of symmetric arrangement of springs having a 3 chambered device, during collision impact will get transferred from cushioning materials to the outer chamber(chamber 1) having low stiff springs which then compress, followed by transfer of further reduced force to 2.sup.nd chamber having hard springs without compression followed by transfer of force to the inner(3.sup.rd) chamber having low stiff springs and its compression followed by transfer of further reduced force to chamber no 2 and its compression; whole unit comprising of chambers attaining the complete compression after several similar steps involving the same sequence of waves like compression with lesser compression force in each time; the shifting of force from one chamber to another chamber takes more time in symmetrical pattern than progressive pattern increasing the time gap to attain the complete compression of the entire device compared to progressive pattern increasing the efficiency thereby reducing the impact to a great extent; in case of symmetric arrangement of springs of 5 chambered device, Ist (outer most chamber) and 5th(inner most) chamber will be having low stiff springs; 2nd and 4th chambers will be having medium stiff springs and 3rd chamber will be having high stiff springs with outer box, middle plates and inner box attaching these springs; so during collision, the transfer of force from 1st to 5th; the compression begins from 1st chamber, then to 5th chamber, then to 4th, then to 2nd and finally to 3rd chamber ;so the time required to complete the maximum compression/compression limit will be higher in this type and therefore, the efficiency is also higher in this type.

10. The Automobile Collision Impact Reducer as per claim 1, pipe pairs are described, wherein the pairs of pipes are used, one pair of pipe divided into outer pipes and inner pipes for enabling smooth compression, arranged parallel to springs and perpendicular to plates and outer and inner boxes; outer pipe and inner pipe both equal in length, attached to the outer box and inner box respectively by means of attachment plates for stabilization of the springs and plates; where a small portion of inner pipes rest inside outer pipes during normal position and inner pipe is made to move inside of the outer pipe during compression of the springs when collision occurs so as to act as guiding component to facilitate the smooth compression of springs; each outer/inner pipe can be bound by a spring wherever possible in order to save space, based on the inner diameter of the spring, outer diameter of the pipe and safety plan; the length of the outer/inner pipe is made almost the same as width of the device during compression excluding the width of cushioning materials to allow compression of the springs to the maximum limit; 3 pair of pipe sets should be there for 3 chambered apparatus and If the number of chambers are increased especially in the situation of medium and heavy vehicles, where more space is available to incorporate 5/7/more chambered apparatus and more load can be taken, the pipe pair sets have to be increased accordingly.

11-12. (canceled)

13. The Automobile Collision Impact Reducer as per claim 1, wherein the distance between 1.sup.st and 2.sup.nd pipes, between 2.sup.nd and 3.sup.rd pipes in a single chamber in a 3 chambered device should be made equal with identical 3 outer pipes and identical 3 inner pipes, likewise in multi chambered device greater than 3 chambers, more number of identical outer and inner pipes have to be installed with this same pattern; this arrangement along with identical springs of same strengths and thicknesses have to be placed in a single chamber in single or multiple layers with all layers in a single chamber having the same number of springs with uniform spacing; the recoil arresting plate should be placed in between the pipes, the distance between first recoil arresting plate and second plate and second and third recoil arresting plates should be almost equal with 3 identical recoil arresting plates in a 3 chambered device; so if describing from one end to another end of a chamber, on the extreme end there should be pipe pair, then springs, then recoil locking, all these arrangements described above forming a minor imaged pattern from the middle, which will help in achieving maximum stabilization of springs, plates and also in achieving the equal distribution of forces which enhances the efficiency of the device.

14. (canceled)

15. The Automobile Collision Impact Reducer as per claim 1, wherein the process of fixing the crash sensor for ensuring the unhindered and smooth functioning of air bag is described, wherein the crash sensor is attached to one of the inner faces of outer box; the wire of crash sensor, placed at the bottom of outer pipe, will pass through outer pipes, inner pipes and inner box and then to the control unit of air bag system.

16. The Automobile Collision Impact Reducer as per claim 1, wherein, Recoil Locking System of Automobile Collision Impact Reducer for arresting the recoil of the springs after completion of compression is described, wherein Recoil Locking System of Automobile Collision Impact Reducer consists of movable and immovable part, immovable part mainly comprising of the recoil locking box, attached to one of the outside portion (outer face) of inner box to which chassis is also attached, for holding the free end of the recoil arrester plate, recoil locking lever, tension spring, releasing knob, nut etc; movable part comprising of mainly the Recoil arrester plate which has got a plane structure in its portion attached to the outer box acting as guiding component along with outer and inner pipes during compression and a teethed structure in its remaining portion passing through the middle plates and inner box during normal position which gets locked to help in arresting the recoil of the springs after compression of springs and this teethed structure along with the plane structure also helps in stabilization of springs, plates along with outer and inner pipes during normal and compressed positions; the length of the plane structure of the recoil arrester plate should be equal to the width of the device during maximum compression excluding the width of cushioning materials or equal to length of the outer/inner pipe so as to get the recoil structure locked after allowing for maximum compression during collision; in the recoil locking box, there is knife-like structure called the Recoil locking lever, in which one end is fixed in a nut and has free tilting movement; the other end of the Recoil locking lever is connected with one end of the tension spring always holding it down-wards; other end of tension spring attached to the recoil arrester box; one end of the releasing knob is directly attached to the outside upper(top) face of recoil locking box and other end attached to the end of the recoil locking lever where tension springs are attached which can be released at any time manually by lifting the releasing knob to change the compressed position to normal position; during compression of springs due to collision, the re-coil locking plate passing through the inner plate fixed to outer plate will come out through inner plate and metallic recoil locking lever which is attached to the inner plate along with a tension spring pulling downwards will automatically lock the recoil arresting plate and arrest the recoil after the compression due to collision at the teethed points, depending on the magnitude of the collision; the locked position can be released manually later by lifting the knob.

17-23. (canceled)

24. The Automobile Collision Impact Reducer as per claim 1, wherein the component of multilayered cushioning materials comprising a layer of thermocol attached with another layer of durable shock absorbing material (like shock absorbing rubber sheet, sorbothane sheet) is described wherein, the above said component placed on the front face of the outer box covering the entire length of the device with a small portion extending sideways to absorb a greater portion of shock due to impact of collision after being transferred from the cushioning materials consisting of Nitrogen-water bags.

25. The Automobile Collision Impact Reducer as per claim 1, a component of multilayered cushioning materials consisting of multiple bags is described wherein, the bags covering the entire length of the device placed on the extreme outermost portion of the device; a small portion also extending sideways, number of bags depending on the width of the vehicle/length of the device, which are placed near to each other, without any direct attachment, in a single layer so as to facilitate the easier replacement of one or 2 bags damaged in the event without having to replace the entire layer of multiple bags; each bag comprising horizontally separated 2 chambers-one chamber filled with water placed in the upper portion which has cushioning effect as well as splashing effect to reduce the temperature of collision and also as fire suppressant and another chamber placed in the lower portion filled with Nitrogen gas for compressive effect, cushioning effect, fire suppressant and low weight, in order to decrease the impact of shock at the event of collision; a plastic overlay can be placed on this layer of multiple bags for esthetic and aerodynamic purposes.

26. (canceled)

27. The Automobile Collision Impact Reducer as per claim 1, wherein the cushioning materials comprising of a layer of multiple bags are fixed by nuts/bolts/screws through its wings, on the top and bottom of outer box/case/shell; multiple bags are placed over the inner layer of cushioning material comprising of shock absorbing rubber sheet by using nuts, bolts, screws; rubber sheet placed over thermocol layer by using adhesive; thermocol layer is firmly attached to the outer box/case/shell using adhesive; so that, the inner layers of cushioning materials sandwiched between outer-box/case/shell and Nitrogen-water bags, the bags also giving a packing effect to the inner layers of cushioning materials.

28. (canceled)

29. The Automobile Collision Impact Reducer as per claim 1, wherein the device will fix at the front and rear end of the vehicle, fixing directly to the chassis of the vehicle, proportional to the width of the vehicle which needs to be projected out-wards at the front and rear portion, minimum 15 cms to 50 cms; the device will be placed in the junction between the 2 doors on both sides and also in the lower portion of each door separately on both sides in doors to prevent collision from sides; further it can be placed anywhere with slight modifications based on the space available and also on safety plan with increasing or decreasing horizontal rows depending on the height of the device in turn depending on vehicles it is used; the device can be fitted in medium and heavy vehicles of any categories by changing the number of chambers accordingly.

30. The Automobile Collision Impact Reducer as per claim 1, wherein the variant of the device is described wherein, multi unit of mini Automobile Collision Impact Reducer can be used; each unit containing one pipe pair, less number of springs, one recoil locking system so that if damages happens to one unit, it can be replaced easily without replacing the entire multi unit; the Automobile Collision Impact Reducer can be used in crash guard barriers in the roads, starting points of road medians, culverts and pillars of bridges, boats, boat jetties, pillars of metro rail and other railway lines, soft walls of high way sides etc. without the recoil locker system, crash sensor of the air bag and multilayered cushioning materials, where ever there is a high probability of colliding vehicles, in order to reduce the impacts of collision by modifications in the number of springs, plates etc.

31. (canceled)

Description

BRIEF DESCRIPTION OF THE FIGURES

[0061] FIG. 1 is an exploded perspective view of the embodiment of an Automobile Collision Impact Reducer (ACIR), showing its various components having 3 chambers.

[0062] FIG. 2. Position of Automobile Collision Impact Reducer in a Car

[0063] FIG. 3. Top view of Automobile Collision Impact Reducer in normal position.

[0064] FIG. 4. Top view of Automobile Collision Impact Reducer in compressed position.

[0065] FIG. 5. Top section view of view of Automobile Collision Impact Reducer in normal position.

[0066] FIG. 6. Top section view of view of Automobile Collision Impact Reducer in compressed position.

[0067] FIG. 7.Side section view of Recoil Locking system in normal position.

[0068] FIG. 8. Side section view of Recoil Locking system in compressed position.

[0069] FIG. 9. Exploded view of the layers of cushioning materials.

[0070] FIG. 10. Exploded view of the Nitrogen-water bag

[0071] FIG. 11. Schematic representation of 5-chamber progressive Automobile Collision Impact Reducer

[0072] FIG. 12. Schematic representation of 5-chamber progressive Automobile Collision Impact Reducer

[0073] FIG. 13. Schematic representation of Position of Automobile Collision Impact Reducer in pillar of bridge

[0074] FIG. 14. Schematic representation of Position of Automobile Collision Impact Reducer in boat and boat-jetties.

[0075] In figures, the same reference numeral and letters indicates the same components.

detailed description of figures

[0076] FIG. 1 showing the exploded view of several components has already been described along with the description of embodiments above.

[0077] As shown in FIG. 2. The striped portion which covers continuously the entire width of vehicle indicates the length of device. The device D will fix at the front and rear end of the vehicle, fixing directly in the chassis C of the vehicle, proportional to the width of the vehicle. This device D needs to be projected out-wards at the front and rear portion, minimum 10 cms to 50 cms. This device D can also be fitted in sides of a vehicle especially in doors to prevent collision from sides. This will be placed in the junction between the 2 doors on both sides and also in the lower portion of each door separately on both sides. Further it can be placed any where based on the space available. Moreover, then same can be fixed both horizontally and vertically depending on the safety plan. This device D can be fitted in medium and heavy vehicles of any categories by changing the number of chambers accordingly.

[0078] As shown in FIG. 3,during normal positions it looks like a rectangular/square box and small portions of the Recoil-locker can be seen outside of the inner box.

[0079] As shown in FIG. 4, due to the compression of springs 4, 5, 6, the outer box 2 gets compressed. There are no other changes in its out-look during its compression except the possibility of damages in cushioning materials.

[0080] As shown in FIG. 5, showing the components in the normal position which has been described in detail in the embodiments.

[0081] As shown in FIG. 6, when a collision/impact occur it can compress the springs in various chambers. Here in this case of 3 chambered device, in case of progressive arrangement of springs, the spring in the outer chamber having low stiff springs 4 will compress First and then followed by chamber No.2 having medium stiff springs 5, then chamber No.3 having high stiff springs 6. The springs will be compressed along with it inner pipe 13 will be moving inside the outer pipe 12 and the overall length of the inner 12 and outer pipe 13 pairs get reduced depending on the magnitude of compression. The length of the outer/inner pipe is made as same as the total width of the device excluding the width of the multilayered cushioning materials. When it compress to the maximum. Moreover, at the same time, due to the compression, Recoil-Locking plate 7 can come out to the outer portion of the inner box and it gets locked into the metallic locking lever 8 after compression to prevent the recoil effect of springs 4,5 and 6.

[0082] FIG. 7 showing the recoil locking system in section view has already been described along with the brief description of embodiments.

[0083] As shown in FIG. 8, during compression of springs due to collision, the re-coil locking plate passing through the inner plate fixed to outer plate will come out through inner plate and metallic recoil locking lever which is attached to the inner plate along with a tension spring pulling downwards will automatically lock the recoil arresting plate and arrest the recoil after the compression due to collision at the teethed points, depending on the magnitude of the collision; the locked position can be released manually later by lifting the knob.

[0084] When collision takes place, the outer box 2 will compress inwards and causes compression of springs and the locking lever 8 which is attached to a tension spring 9, will pass through the teethed structure of recoil arrester plate 7 and will lock once the compression ceases. Later, the compression can be released at any time, by just pulling the Releasing hook/knob 10. Later, the compression can be released at any time, by just pulling the Releasing hook/knob 10.There is also the possibility of damages in cushioning materials.

[0085] As shown in FIG. 9 showing the details of the layers of cushioning materials, the Cushioning materials comprising of multiple bags made of rubber as explained in eighth major embodiment, below which, a layer of rubber sheet 16 which lines cushioning materials like thermocol (Polystyrene) 17 as explained in the seventh major embodiment, all these attached to 2.sup.nd major embodiment outer metallic box 2.

[0086] As shown in FIG. 10, each Nitrogen water bag consisting of horizontally separated 2 chambers; one chamber 15b filled with water placed in the upper portion and another chamber 15c filled with nitrogen gas in the lower portion, the bag 15 have 2 wings 15a, using which it can be fixed in the bottom and top side of the outer box 2 using nuts and bolts through hole 15d.

[0087] As shown in FIG. 11, there are 5 chambers. in progressive arrangement of springs in 5 chambered device with outer box 2, middle plates 3 and inner box 1 attaching these springs, first chamber in outer portion is having low stiff springs amongst all, and the strength/stiffness of springs in the chambers will increase progressively up to the 5th chamber;

[0088] During collision, first impact will be absorbed by the cushioning materials. Then the 1.sup.st chamber having least stiff springs will get the remaining impact force from the cushioning materials and it will compress first as it comprises of least stiff springs. After that the remaining force will get transferred to the 2.sup.nd chamber having more stiffness than the first chamber springs, since it's stiffness is lower than third, 4.sup.th and 5.sup.th chambers, it will compress and transfer the remaining force to the 3.sup.rd chamber and compress and similarly the transfer of forces to 4.sup.th chamber happens followed by fifth chamber after compression of 4.sup.th chamber and lastly 5.sup.th chamber(inner most) springs compress. The sequence will be repeated for number times until the complete compression occurs. During collision, the compression sequence also will be from 1st chamber to 5th chamber, that is from least stiff to most stiff; Whole unit comprising of chambers will attain the complete compression after several similar steps involving the same sequence of waves like compression with lesser compression force in each time increase the time gap to attain the complete compression of the entire device compared to single chambered device, which inturn reduces the impact of collision and can be placed in medium and heavy vehicles. So if the number of chambers increase more than 5, it can reduce the collision to a large extent. This figure is a schematic diagram to describe only the variants of compressive springs according to strength in progressive manner with plates 3, outer box 2, inner box 1, springs of different strengths without showing other components.

[0089] In this FIG. 12, in case of symmetric arrangement of springs, Ist (outer most chamber) and 5.sup.th (inner most chamber) will be having low stiff springs 4, 2.sup.nd and 4.sup.th chambers will be having medium stiff springs 5 and 3.sup.rd chamber will be having high stiff springs 6 with outer box 2, middle plates 3 and inner box 1 attaching these springs.

[0090] During collision, first impact will be absorbed by the cushioning materials. After that the remaining impact force gets transferred to the least stiff springs in the outer/1.sup.st chamber and the compression begins from 1st chamber, then reduced force gets transferred to 5th chamber having least stiff springs identical to outer/1.sup.st chamber and then the 5.sup.th chamber will get compressed secondly and it will transfer the remaining force to 4.sup.th which is having medium stiff springs and it will get compressed, then from 4.sup.th, the force will transfer to 3.sup.rd chamber but since the 3.sup.rd chamber is having stiffest springs amongst all, it won't get compressed, but it transfers the remaining reduced force to 2.sup.nd chamber having medium stiff springs, 2.sup.nd chamber gets compressed and finally only the 3rd chamber gets compressed.. Whole unit comprising of chambers will attain the complete compression after several similar steps involving the same sequence of waves like compression with lesser compression force in each time increase the time gap to attain the complete compression of the entire device compared to single chambered device and shifting of force from one chamber to another takes place in a greater time period in symmetric pattern than progressive pattern; So the time required to complete the compression will be higher in this type than progressive 5 chambered; therefore, the efficiency is also higher in this type. So if the number of chambers increases more than 5, it can reduce the collision to a large extent. This figure is a schematic diagram to describe only the variants of compressive springs according to strength in symmetrical manner with plates 3, outer box 2, inner box 1 without showing other components.

[0091] As shown in FIG. 13, ACIR is incorporated without recoil locking system, crash sensors of air bag, cushioning materials into pillars of bridges, near to the roads where the probability of collision is high. It can be positioned vertically/horizontally around the pillar depending on the shape of the pillar and depending on the safety plan.

[0092] As shown in FIG. 14, ACIR is incorporated into boats and boat jetties (a schematic representation is given, where the probability of collision is high without recoil locking system, crash sensors of air bag and multilayered cushioning materials. Due to the wavy nature of boats, the device is placed intermittently. In boat jetties, we can place it continuously if possible.

PATENT CITATIONS

[0093] 1. Berzinji (2001). U.S. Pat. No. 6,217,090 B1. Safety bumpers; Filed: Nov. 4, 1999; U.S. Patent and Trademark Office. [0094] 2. Chen G J (1992). U.S. Pat. No. 5,170,858 Automatic braking apparatus with ultrasonic Detector filed on December 1992; U.S. Patent and Trademark Office. [0095] 3. Bond, John Vincent III Inkster (2003). European patent number EP 1 310 400 A1; An Autonomous Emergency Braking Apparatus; European Patent Office [0096] 4. Niibe T et al (1994). U.S. Pat. No. 5,332,056; Automatic braking system for motor vehicle; U.S. Patent and Trademark Office. [0097] PlaceIndia [0098] Date-18-Feb.-2020 Signature/S. DHANYA. R/Name DHANYA R. S.