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    • 1. 发明授权
    • Front upper structure of automotive vehicle
    • 汽车前上部结构
    • US5706908A
    • 1998-01-13
    • US420770
    • 1995-04-12
    • Akito SakaiMasanobu Yoshioka
    • Akito SakaiMasanobu Yoshioka
    • B60R13/08B60R21/34B62D21/15B62D25/10
    • B60R21/34B60R13/0838B62D21/15B60R2021/343
    • A hood structure for absorbing an impact applied to a hood (31) of an automotive vehicle at collision has: a hood outer panel (33) for closing an engine room (35); at least one impact absorb body (43) disposed under the hood outer panel, for absorbing the impact applied to the hood when deformed; and an engine (37) disposed under the impact absorb body, for stopping the deformed impact absorb body. Here, to reduce head injury criterion (HIC) effectively at a shortest possible stoke of the hood outer panel, an impact energy absorption rate of the impact absorb body and a total hollow gap formed between the hood outer panel (33) and the engine (37) are both determined in such a way that an impact energy generated at collision can be absorbed in accordance with an ideal impact energy absorption waveform Cm representative of an ideal relationship between reaction force (F) and stroke (S) of the deformed hood outer panel. The ideal impact waveform Cm can be obtained by calculation on the basis of an amount of impact energy required to be absorbed at collision and in accordance with the HIC derivation formulae (1) and (2). Since the impact absorb body is deformed at collision at a relatively moderate energy absorption rate to generate a secondary reaction force required for the ideal impact waveform Cm, the head impact characteristics can be securely improved.
    • 用于吸收施加到碰撞时机动车辆的罩(31)的冲击的罩结构具有:用于关闭发动机室(35)的罩外板(33); 设置在所述发动机罩外板下方的至少一个冲击吸收体(43),用于吸收当变形时施加到所述罩的冲击; 以及设置在冲击吸收体下方的用于停止变形的冲击吸收体的发动机(37)。 这里,为了在发动机罩外板的最短时间内有效地减少头部受伤标准(HIC),冲击吸收体的冲击能量吸收率和在发动机罩外板(33)和发动机(33)之间形成的全部中空间隙 37)都是这样确定的,即碰撞时产生的冲击能量可以根据理想的冲击能量吸收波形Cm来吸收,理想的冲击能量吸收波形Cm代表变形的发动机罩外部的反作用力(F)和行程(S)之间的理想关系 面板。 理想的冲击波形Cm可以通过基于碰撞时所需的冲击能量的量和根据HIC推导公式(1)和(2)计算而获得。 由于冲击吸收体在相对适度的能量吸收速率下在碰撞时变形,以产生理想冲击波形Cm所需的次级反作用力,所以能够可靠地改善头部冲击特性。
    • 2. 发明授权
    • Structure for supporting suspension unit to vehicle body
    • 用于支撑悬架单元到车体的结构
    • US5222758A
    • 1993-06-29
    • US714309
    • 1991-06-12
    • Akito SakaiKunihiro Nishihara
    • Akito SakaiKunihiro Nishihara
    • B60G7/00B60G3/20B60G15/06B60G99/00B62D21/00B62D21/11F16B35/00
    • B60G99/00B60G15/067B60G3/20B62D21/11B60G2204/15B60G2204/44B60G2204/4404
    • A structure for supporting a vehicle suspension unit to a floor panel of a vehicle includes a rear side member secured to a longitudinally extending side portion of the floor panel and a rear cross member secured to a laterally extending portion of the floor panel. The rear cross member has at a side end portion thereof an opening. A collar has a through bore mated with the opening. An upper reinforcing member is secured to the collar, the rear side member and the rear cross member. A lower reinforcing member is secured to the collar and the rear cross member. A suspension supporting bolt has a serrated portion which is so sized as to fit into the through bore of the collar. The suspension supporting bolt is secured to the collar by thrusting the serrated portion into the through bore of the collar. The suspension supporting bolt passes through the collar and the opening and is secured to the vehicle suspension unit.
    • 用于将车辆悬架单元支撑到车辆的地板面板的结构包括固定到地板镶板的纵向延伸的侧部的后侧构件和固定到地板镶板的横向延伸部分的后横梁。 后横梁在其侧端部具有开口。 衣领具有与开口配合的通孔。 上加强构件固定到套环,后侧构件和后横构件。 下加强件固定到轴环和后横梁上。 悬挂支撑螺栓具有锯齿状部分,其尺寸被设计成适合于套环的通孔中。 悬挂支撑螺栓通过将锯齿形部分推入轴环的通孔而固定到轴环。 悬架支撑螺栓穿过套环和开口并固定到车辆悬架单元。
    • 6. 发明授权
    • Front upper structure of automotive vehicle
    • 汽车前上部结构
    • US5988305A
    • 1999-11-23
    • US942916
    • 1997-10-02
    • Akito SakaiMasanobu Yoshioka
    • Akito SakaiMasanobu Yoshioka
    • B60R13/08B60R21/34B62D21/15B62D25/02
    • B60R21/34B60R13/0838B62D21/15B60R2021/343
    • A hood structure for absorbing an impact applied to a hood of an automotive vehicle at collision has: a hood outer panel for closing an engine room; at least one impact absorb body disposed under the hood outer panel, for absorbing the impact applied to the hood when deformed; and an engine disposed under the impact absorb body, for stopping the deformed impact absorb body. Here, to reduce head injury criterion (HIC) effectively at a shortest possible stoke of the hood outer panel, an impact energy absorption rate of the impact absorb body and a total hollow gap formed between the hood outer panel and the engine are both determined in such a way that an impact energy generated at collision can be absorbed in accordance with an ideal impact energy absorption waveform Cm representative of an ideal relationship between reaction force and stroke of the deformed hood outer panel. The ideal impact waveform Cm can be obtained by calculation on the basis of an amount of impact energy required to be absorbed at collision and in accordance with the HIC derivation formulae (1) and (2). Since the impact absorb body is deformed at collision at a relatively moderate energy absorption rate to generate a secondary reaction force required for the ideal impact waveform Cm, the head impact characteristics can be securely improved.
    • 用于吸收应用于碰撞时的机动车辆的罩的冲击的罩结构具有:用于关闭发动机室的罩外板; 设置在所述发动机罩外板下方的至少一个冲击吸收体,用于吸收当变形时施加到所述罩的冲击; 以及设置在冲击吸收体下方的发动机,用于停止变形的冲击吸收体。 这里,为了在发动机罩外板的最短时间内有效地减少头部受伤标准(HIC),冲击吸收体的冲击能量吸收率和在发动机外板和发动机之间形成的全部中空间隙均在 可以根据表示变形的发动机罩外板的反作用力和冲程之间的理想关系的理想的冲击能量吸收波形Cm来吸收碰撞时产生的冲击能量的方式。 理想的冲击波形Cm可以通过基于碰撞时所需的冲击能量的量和根据HIC推导公式(1)和(2)计算而获得。 由于冲击吸收体在相对适度的能量吸收速率下在碰撞时变形,以产生理想冲击波形Cm所需的次级反作用力,所以能够可靠地改善头部冲击特性。