Source: http://www.google.com/patents/US7954865?dq=5083039
Timestamp: 2017-07-25 06:02:37
Document Index: 439225145

Matched Legal Cases: ['Application No. 102007040942', 'art 23', 'art 23', 'art 23', 'Application No. 08013981', 'Application No. 102007040942']

Patent US7954865 - Impact-limiting system of a motor vehicle - Google PatentsSearch Images Maps Play YouTube News Gmail Drive More »Sign inPatentsAn impact limiting system of a vehicle is provided with a cladding element and bumper substructure. The bumper substructure is spaced apart from the cladding element, and is covered by the cladding element. The bumper substructure is arranged on the vehicle body, and exhibits impact energy absorbing...http://www.google.com/patents/US7954865?utm_source=gb-gplus-sharePatent US7954865 - Impact-limiting system of a motor vehicleAdvanced Patent SearchTry the new Google Patents, with machine-classified Google Scholar results, and Japanese and South Korean patents.Publication numberUS7954865 B2Publication typeGrantApplication numberUS 12/198,809Publication dateJun 7, 2011Filing dateAug 26, 2008Priority dateAug 30, 2007Fee statusPaidAlso published asCN101376376A, CN101376376B, DE102007040942A1, EP2030847A2, EP2030847A3, EP2030847B1, US20090058112Publication number12198809, 198809, US 7954865 B2, US 7954865B2, US-B2-7954865, US7954865 B2, US7954865B2InventorsMartin Schwarz, Ute KOHLRIESEROriginal AssigneeGM Global Technology Operations LLCExport CitationBiBTeX, EndNote, RefManPatent Citations (50), Non-Patent Citations (2), Referenced by (3), Classifications (8), Legal Events (13) External Links: USPTO, USPTO Assignment, EspacenetImpact-limiting system of a motor vehicle
US 7954865 B2Abstract
An impact limiting system of a vehicle is provided with a cladding element and bumper substructure. The bumper substructure is spaced apart from the cladding element, and is covered by the cladding element. The bumper substructure is arranged on the vehicle body, and exhibits impact energy absorbing elements. The impact limiting system exhibits an impact force conveying element between the cladding element and bumper substructure.
1. An impact limiting system of a vehicle having a vehicle body, comprising:
impact absorbing deformation elements extending from the vehicle body and aligned with an impact force direction, wherein the impact absorbing deformation elements elastically deform for low impact forces;
a transverse carrier supported on the impact absorbing deformation elements for conveying impact energy to the impact absorbing deformation elements, the transverse carrier having an outer surface, wherein the transverse carrier is dimensionally stable but flexible such that it elastically deforms for low impact forces;
a cladding element forming an outer bumper skin that covers the transverse carrier, the cladding element having an interior surface, wherein the outer surface of the transverse carrier is spaced apart from the interior surface of the cladding element such that a gap arises between the entire outer surface of the transverse carrier and the entire interior surface of the cladding element; and
an impact force conveying element between the interior surface of the cladding element and the outer surface of the transverse carrier and completely filling the gap, the impact force conveying element attached and fixed to both the outer surface of the transverse carrier and the interior surface of the cladding element; wherein
contours of the impact force conveying element are adjusted to contours of the transverse carrier and the cladding element; and
the impact force conveying element is formed from a dimensionally stable and rigid material that conveys low impact forces acting on the cladding element to the transverse carrier.
2. The impact limiting system according to claim 1, wherein the impact force conveying element forms a spacer, and balances a styling difference between a plurality of vehicle models relative to a barrier penetration pathway.
3. The impact limiting system according to claim 1, wherein the impact force conveying element comprises a dimensionally stable, structured plastic compound.
4. The impact limiting system according to claim 3, wherein the plastic compound exhibits a particle-filled plastic compound with a hard material particle fill level of about 40% v/v to about 80% v/v.
5. The impact limiting system according to claim 1, wherein the impact force conveying element comprises a dimensionally stable, structured metal construction.
6. The impact limiting system according to claim 1, wherein the impact force-conveying element exhibits a honeycomb structure.
7. The impact limiting system according to claim 6, wherein webs of the honeycomb structure are aligned in the impact force direction.
8. The impact limiting system according to claim 1, wherein the impact force conveying element at least partially envelops the transverse carrier.
9. The impact limiting system according to claim 1, wherein the cladding element comprises attachment elements adapted to secure the impact force conveying element.
10. The impact limiting system according to claim 1, wherein the impact force-conveying element is arranged as a single piece over at least a partial width of the transverse carrier.
11. The impact limiting system according to claim 1, wherein the transverse carrier comprises a metal part.
This application claims priority to German Patent Application No. 102007040942.9, filed Aug. 30, 2007, which is incorporated herein by reference in its entirety.
The technical field generally relates to an impact-limiting system of a motor vehicle, and more specifically relates to an impact-limiting system of a motor vehicle with a cladding element and a substructure of the fender or bumper where the cladding element is adjusted to the styling of the motor vehicle, while the bumper substructure comprises the actual impact limiter.
The bumper substructure is frequently spaced apart from the cladding element, creating a cavity between the bumper substructure and cladding element that can vary in depth depending on the vehicle type. This cavity adversely narrows a barrier penetration pathway that must be provided to ensure that no damage is done to the outer skin of the motor vehicle, in particular, even if the vehicle styling or design provides for a longer overhang.
This absence of damage must be ensured at low collision speeds, without body parts or the outer skin of the motor vehicle itself being touched or damaged. However, since the bumper substructure only becomes active once the cladding element has become dented during a collision to the point that the dented cladding element is able to convey the impact force to the bumper substructure, the bumper substructure must at great expense be adjusted to the various styling configurations of the different models within a series of motor vehicles to ensure the prescribed barrier penetration pathway for each of the models, and hence ensure the absence of damage to the body for each individual model.
In view of the foregoing, at least one object is to provide an impact-limiting system for a motor vehicle with a cladding element and a bumper substructure that can be used for different vehicles within a platform and/or bridge platforms with varying body overhangs. In addition, other objects, desirable features, and characteristics will become apparent from the subsequent summary and detailed description, and the appended claims, taken in conjunction with the accompanying drawings and this background.
This at least one object, and other objects, desirable features, and characteristics, is achieved with an impact limiting system of a vehicle that has a cladding element and bumper substructure. The bumper substructure is arranged on the vehicle body, spaced apart from the cladding element, and covered by the cladding element. The bumper substructure exhibits impact energy absorbing elements and the impact limiting system exhibits an impact force conveying element arranged between the cladding element and bumper substructure.
At least one advantage to such an impact-limiting system is that varying gaps between the cladding element and bumper substructure are now filled by a impact force conveying element. As a result, the impact force-conveying element makes it possible to maintain the required penetration depths of the barriers despite uniform bumper substructures in different vehicle models. This ensures adherence to the required absence of damage given different styling configurations utilizing only one bumper substructure identical for all models.
Above all, the impact force conveying element permits optimal use of the resultant cavity created through the use of just one version of the bumper substructure given different styling contours. The barrier exposure area can here be specifically influenced by the impact force-conveying element.
In a preferred embodiment of the invention, the impact force conveying element forms a spacer, which is inserted between the cladding element and bumper substructure and balances out the styling differences between vehicle models relative to the barrier penetration pathway.
The impact force-conveying element is preferably dimensionally stable and rigid, and conveys the impact force acting on the cladding element to the bumper substructure. Therefore, it is important in terms of the configuration of the impact force conveying element that enough strength be provided to handle the forces that arise during an impact load in the low speed range, especially since the impact force conveying element cannot be allowed to fail at loads pursuant to standardized insurance classification tests and during the corresponding type verifications and tests usually performed in the US and Canada. Further, the structural design of the impact force conveying element must be such that uniform or only slightly deviating kinematics for the deforming overall impact limiting system set in during a collision or impact load, regardless of the size and depth of the impact force conveying element required to fill the gap between the cladding element and bumper substructure.
The impact force conveying element preferably exhibits a dimensionally stable, structured plastic compound, the contours of which are adjusted to the cladding element and bumper substructure. In order to ensure dimensional stability and rigidity for the plastic compound, this plastic compound can preferably exhibit a particle-filled plastic compound with a hard material particle fill level of about 40% v/v to about 80% v/v.
Such hard material particles are preferably ceramic particles, which are lighter in comparison to metal particles, and can be adjusted by way of the plastic compound to varying contours of the cladding element and bumper structure. The hard material particles can also have short fibers or whiskers, which elevates the dimensional stability and strength of the plastic compound.
As an alternative, the impact force conveying element can exhibit a dimensionally table, structured metal construction, the contours of which are also adjusted to the cladding element and bumper substructure. To save on weight, the impact force-conveying element can here have a honeycomb structure, and the honeycomb structural elements can exhibit checkerboard, tetragonal, hexagonal or polygonal shapes. In each case, however, the webs of the honeycomb structure are aligned in the impact force direction so as to ensure the function of an impact force-conveying element.
While the cladding element forms an outer skin for the impact limiting system, and can be adjusted to the styling of the respective vehicle model, the bumper substructure forms the actual impact limiter. The cladding element is frequently also referred to as a bumper skin, since it has no impact limiting function, and often only represents a beautifully designed cladding for the bumper structure.
In another embodiment of the invention, the bumper substructure exhibits deformation elements, which are preferably aligned in the impact force direction, and deform to a certain degree without the outer skin of the vehicle being damaged outside the impact limiting system. As a result, it is possible to switch or replace only the deformation elements in the impact limiting system according to an embodiment of the invention after a low-speed collision.
To this end, the bumper structure substructure preferably exhibits a dimensionally stable, flexible transverse carrier, which is supported on the deformation elements. This transverse carrier is dimensionally stable to an extent that the transverse carrier and impact force conveying element are only elastically deformed at low impact speeds, while the deformation elements are plastically and/or rubber-elastically deformed. The impact force-conveying element can here at least partially envelop the transverse carrier. It is also possible or the transverse carrier to partially envelope the impact force conveying element. Finally, the impact force-conveying element is positively fixated on the transverse carrier in another embodiment of the invention.
The impact force-conveying element can also exhibit latching hooks, which are used to clip it to the bumper substructure or cladding element. The cladding element and/or the bumper substructure can also be provided with attachment elements, to which the impact force-conveying element is secured. Attachment elements such as these, like screws or rivets, as well as the latching hooks together can ensure that the impact force-conveying element can be replaced after damage has been done. In addition, a positive joint can be established between the impact force conveying element and cladding element or bumper substructure via bonding or thermal joining, which might reduce manufacturing costs, but diminishes the switching capability given damage to the impact force conveying element specific to the latching hook or attachment elements.
It is further provided that that the impact force-conveying element be arranged in multiple pieces over the width of the bumper substructure. The advantage to this is that the replacement and repair costs can be reduced given damage to the impact force conveying element, since only the damaged segments of the impact force conveying element have to be changed out. It may be advantageous relative to the impact force distribution to provide a one-piece impact force-conveying element for the entire width of the bumper substructure.
The impact force-conveying element can exhibit a metal structure instead of a plastic structure. These types of structures can be based on an injection molded part, extruded section or welded structure or thermoformed part prefabricated from either plastic or metal. It is also possible to fabricate the impact force-conveying element as a single piece with the cladding element, and mount it along with the cladding element on the bumper substructure.
Depending on the attachment method used, corresponding sprues, round or oblong holes, welding nuts or bolts must be provided either on the bumper substructure or the cladding element so as to ensure a reliable assembly of the entire impact limiting system. At least some of the advantages of the impact limiting system according to at least one embodiment of the invention have to do with:
1. The cost-effective, rigid and light construction; 2. The high variability of the impact limiting system, and the impact force conveying element incorporated or attached as a spacer enables the use of a single bumper substructure for various styling configurations and body overhangs; 3. The use of the impact force-conveying element as a spacer in multiple models; 4. The lack of impairment to the “low-speed behavior” and “high-speed behavior” during collisions. In another embodiment of the invention, the bumper substructure can exhibit a metal part from an extruded section or welded structure, which is situated between the transition from the deformation elements to the body. This metal part can exhibit a sheet steel part or extruded aluminum part.
FIG. 1 shows a diagrammatic partial view of an impact limiting system, a first embodiment of the invention;
FIG. 2 shows a diagrammatic partial view of an impact limiting system, a second embodiment of the invention;
FIG. 3 shows a schematic drawing with an impact limiting system, a third embodiment of the invention;
FIG. 4 shows a schematic drawing with an impact limiting system, a fourth embodiment of the invention;
FIG. 5 shows a diagrammatic, perspective partial view of an impact limiting system, a fifth embodiment of the invention;
FIG. 6 shows a diagrammatic, perspective partial view of an impact limiting system according to FIG. 5 from another viewing angle; and
FIG. 7 shows a diagrammatic, perspective partial view of an impact limiting system according to FIG. 5 from yet another viewing angle.
FIG. 1 shows a diagrammatic partial view of an impact limiting system 1, a first embodiment of the invention. In this embodiment of the invention, a bumper substructure 9 exhibits a transverse carrier 21, which conveys the impact energy to impact-absorbing elements of the bumper substructure 9 (not shown here). This transverse carrier 21 is covered by a cladding element 8, which is adjusted to the styling of a motor vehicle in the area of the bumper substructure 9, and is also referred to as bumper skin.
In the partial view shown here on FIG. 1, the cladding element 8 has not been mounted to a vehicle yet, but rather is situated remote from the transverse carrier 21 of the bumper substructure 9 to provide an open view of an impact force-conveying element 12 whose contour has been adjusted to an interior side 26 of the cladding element 8 and the rear side 25 of the transverse carrier 21.
When securing the cladding element 8 to the motor vehicle, this impact force-conveying element 12 occupies a gap arising between the cladding element 8 and bumper substructure 9, so that the dimensional stability and rigidity of the impact force-conveying element 12 make it possible, in particular at low collision speeds, to convey the impact energy to the transverse carrier 21, which in turn conveys the impact energy under a low deformation and/or elastic flexibility to the impact-absorbing elements of the bumper substructure 9 (not shown).
In addition to acting as a spacer 13 that fills the free space between the assembled cladding element 8 and assembled bumper substructure 9, the impact force-conveying element 12 exhibits an overhang 24, which can be put over the transverse carrier 21 so as to positively and/or non-positively join the impact force-conveying element 12 with the bumper substructure 9. In this embodiment of the invention, the impact force-conveying element 12 is positively joined with the cladding element 8, and extends over the entire width of the bumper substructure 9.
To this end, the positive joint is achieved by bonding the impact force-conveying element 12 with the inside 26 of the cladding element 8. Instead of a positive joint, however, screws, rivets or latching hooks can also be provided on either the cladding element 8 or bumper substructure 9 to secure the impact force-conveying element 12. The one-piece impact force-conveying element 12 extending over the entire width of the bumper structure 9 can also be replaced by partial segments of the cladding element 8 distributed over the width of the bumper substructure 9.
FIG. 2 shows a diagrammatic partial view of an impact limiting system 2, a second embodiment of the invention. In this partial view, the cladding element 8 curves over both the impact force-conveying element 12 and the bumper substructure 9. Only one section of the impact force-conveying element 12 is visible, while the structure of the impact force-conveying element 12 exhibits a honeycomb structure 18 so as to advantageously save on weight. The webs 19 of the honeycomb structure 18 can be massive, dimensionally stable and consist of a rigid material, so that the impact force acting on the cladding element 8 is directly conveyed to the bumper substructure 9, which also exhibits a transverse carrier 21 in this embodiment of the invention.
FIG. 3 shows a schematic drawing with an impact limiting system 3, a third embodiment of the invention. This schematic drawing shows the rear area 28 of a vehicle 7, which is built upon a vehicle body 10, and exhibits the impact limiting system 3 on the vehicle body 10. Situated between the impact limiting system 3 and the vehicle body 10 is a metal part 23, for example one made of an extruded material, which the impact-absorbing elements 11 of the bumper substructure 9 act upon. The styling or design of this vehicle model 14 produces only a very slight distance a between the bumper substructure 9 and a cladding element 8, which is bridged by a dimensionally stable spacer 13 whose bumper-side contour 17 and cladding element-side contour 27 are adjusted to the bumper substructure 9 or the cladding element 8, so as to ensure a barrier penetration pathway 16 at a standardized impact load on the impact limiting system 3 at a constant depth c of the bumper substructure 9 without damaging the rear area 28 of this vehicle model 14.
FIG. 4 shows a schematic drawing with an impact limiting system 4, a fourth embodiment of the invention. Even though the rear area 28 of another vehicle model 15 clearly projects over the rear area 28 depicted on FIG. 3, a bumper substructure 9 can still be used for the different model at the identically constant depth c. Only the greater distance a between the cladding element 8 and bumper substructure 9 must be offset by a correspondingly enlarged spacer 13, so that the barrier penetration pathway 16 can her also be maintained at low collision speeds without damaging the rear area 28 of the vehicle model 15. As a result, identical bumper substructures 9 can be provided for varying model series, while still maintaining the absence of damage, for example to the rear area 28 for all models by adjusting only the impact force-conveying element 12 as the spacer 13 to the different styling or designs model series, or to the varying platforms.
FIG. 5 shows a diagrammatic, perspective partial view of an impact limiting system 5, a fifth embodiment of the invention. In this figure, the cladding element is omitted in order to reveal the contour 27 toward the cladding element, and the honeycomb structure 18 of the impact force-conveying element 12. In this embodiment of the invention, the impact force-conveying element 12 largely envelops a transverse carrier 21, which is supported on impact absorbing elements 11 in the form of deformation elements 20, which are in turn secured to a metal part 23 that establishes the connection to the body as a transverse beam.
This transverse beam or metal part 23 exhibits an extruded aluminum alloy in this embodiment of the invention. The transverse carrier 21 can be a sheet steel part or injection molded aluminum part, while the deformation elements 20 are configured in such a way that they can absorb a correspondingly high impact energy through deformation at low collision speeds. Even through the impact force-conveying element 12 in this embodiment of the invention partially envelops the bumper substructure 9, it is still possible to have other configurations in which the impact force-conveying element 12 is partially enveloped by the transverse carrier 21.
The webs 19 of the honeycomb structure 18 are dimensioned in such a way that as to be able to convey a correspondingly high impact force. They are also aligned in the impact direction. As shown by this impact force-conveying element 12, the honeycomb structures 18 exhibit a checkerboard layout, although polygonal, in particular hexagonal, structures are also possible.
FIG. 6 shows a diagrammatic, perspective partial view of the impact limiting system 5 according to FIG. 5 viewed at another angle, now revealing how the impact force-conveying element 12 is secured to the transverse carrier 21 by means of latching hooks 22. These latching hooks 22 positively clip over the edge of the transverse carrier 21 while attaching the impact force-conveying element 12, so that the impact force-conveying element 12 becomes secured to the transverse carrier 21, as opposed to the embodiment on FIG. 1.
FIG. 7 shows a diagrammatic, perspective partial view of the impact limiting system 5 according to FIG. 5 viewed at yet another angle. As evident here, the contour 17 of the impact force-conveying element 12 is precisely adjusted to the contour of the transverse carrier 21, and the latching hooks 22 of the impact force-conveying element 12 are positively secured to the transverse carrier 21. The shape of the impact force-conveying element 12 corresponds to a large “C”, wherein the legs 29 and 30 of the C-shape do not contribute to conveying the impact force, but rather enable and support the securing function of the latching hooks 22.
Patent CitationsCited PatentFiling datePublication dateApplicantTitleUS380069 *Feb 1, 1887Mar 27, 1888 And williamUS3547515 *Sep 26, 1968Dec 15, 1970Glass Lab CoCombination protective and decorative edge trimUS3574379 *Jul 8, 1968Apr 13, 1971Jordan Alexander TResilient shock-absorbing bumperUS3861110 *Mar 19, 1974Jan 21, 1975Specialties ConstBumper guardUS3863589 *Jun 11, 1973Feb 4, 1975Bertin & CieFender systemUS3865358 *Nov 29, 1972Feb 11, 1975Butters Jeff ADent deflector for mobile homesUS3880454 *Nov 6, 1972Apr 29, 1975Daimler Benz AgBumper for vehicles, especially motor vehicleUS3897095 *Dec 7, 1973Jul 29, 1975Ford Motor CoResilient bumper assemblyUS3997208 *Dec 1, 1975Dec 14, 1976Tetsuo NomiyamaAngular impact absorbing deviceUS4145077 *May 2, 1977Mar 20, 1979Daimler-Benz AktiengesellschaftBumper covering for motor vehiclesUS4492398 *Apr 23, 1982Jan 8, 1985Dr. Ing. H.C.F. Porsche AgResilient vehicle bumper indirectly secured to a rigid supportUS4542925 *Aug 26, 1983Sep 24, 1985Daimler-Benz AktiengesellschaftBumper for an automotive vehicleUS4856833 *Apr 24, 1987Aug 15, 1989Stamicarbon B.V.BumperUS4998761 *Apr 2, 1990Mar 12, 1991General Motors CorporationReinforced impact bar for a bumper assemblyUS5106137 *Jun 28, 1991Apr 21, 1992Davidson Textron Inc.Vehicle bumper with combination foam and air bag energy absorberUS5123688 *Apr 23, 1991Jun 23, 1992Tonen Sekiyukagaku K.K.Automobile bumper having smooth surface and manufactured by a blow molding processUS5139297 *Sep 12, 1991Aug 18, 1992Ford Motor CompanyInternal stroking bumper beamUS5201912 *Mar 12, 1992Apr 13, 1993Aisin Seiki Kabushiki KaishaBumper apparatus for automobileUS5219197 *Aug 24, 1992Jun 15, 1993General Motors CorporationReinforcing insert for an automotive bumperUS5265925 *Nov 5, 1992Nov 30, 1993Ford Motor CompanyEnergy dissipating bumper assemblyUS5290078 *Jun 1, 1992Mar 1, 1994General Motors CorporationIntegral fasteners for an energy absorber of a vehicular bumper assemblyUS5306056Jan 19, 1993Apr 26, 1994Dr. Ing. H.C.F. Porsche AgBumper for vehiclesUS5441319 *Jun 22, 1994Aug 15, 1995Honda Giken Kogyo Kabushiki KaishaAutomotive bumper stay structureUS5580109 *Aug 1, 1994Dec 3, 1996Chrysler CorporationBumper fascia support, bumper fascia support and reinforcement assembly, and bumper assemblyUS5603541 *Sep 22, 1995Feb 18, 1997Honda Giken Kogyo Kabushiki KaishaBumper beamUS5967592 *Sep 28, 1998Oct 19, 1999The Budd CompanyHollow FRP bumperUS5984389 *Sep 12, 1997Nov 16, 1999Daimler-Benz AktiengesellschaftBumperUS6065786 *Jul 22, 1998May 23, 2000Wheatley; Donald G.Vehicle bumper assemblyUS6142542 *Mar 12, 1999Nov 7, 2000Sherno; Stanley A.Collision impact absorberUS6308999 *Jul 21, 1998Oct 30, 2001Alcoa Inc.Multi-material hybrid bumperUS6371540 *Jul 4, 2000Apr 16, 2002Peugeot Citröen {overscore (A)}utomobiles S.A.Bumper beam for motor vehiclesUS6406081 *Mar 20, 2001Jun 18, 2002General Electric CompanyEnergy absorber systemUS6412836 *Oct 11, 2000Jul 2, 2002Ford Global Technologies, Inc.Bumper system for motor vehiclesUS6485072 *Nov 6, 2000Nov 26, 2002Ford Global Technologies, Inc.Bumper system for motor vehiclesUS6547295 *Oct 12, 2001Apr 15, 2003Adlev S.R.L.Impact energy absorption system for vehiclesUS6609740 *Feb 1, 2002Aug 26, 2003Shape CorporationBumper system with face-mounted energy absorberUS6623055 *Oct 16, 2001Sep 23, 2003Benteler Automobiltechnik Gmbh & Co. KgBumper for a motor vehicleUS6695366 *Jul 8, 2002Feb 24, 2004Talfourd-Jones Inc.Energy absorbing bumperUS6764117 *Mar 4, 2003Jul 20, 2004Ssab Hardtech AbBumper for a vehicleUS6863322 *May 31, 2001Mar 8, 2005Frederick D. HunterMotor vehicle bumperUS7004519 *Dec 1, 2003Feb 28, 2006Compagnie Plastic OmniumAutomobile beamUS7204531 *Jan 3, 2005Apr 17, 2007Hyundai Motor CompanyBumper beam structure for vehiclesUS7556297 *Jul 20, 2007Jul 7, 2009Toyota Jidosha Kabushiki KaishaAttachment structure of energy absorbing structureDE3020997A1Jun 3, 1980Feb 4, 1982Karmann Gmbh WImpact absorbing car bumper - has soft plastics moulding between metal support and outer plastics coverDE4201839A1Jan 24, 1992Jul 29, 1993Porsche AgStossfaenger fuer fahrzeuge, insbesondere kraftfahrzeugeDE10312510B3Mar 20, 2003Jan 20, 2005Daimlerchrysler AgBumper for motor vehicle has at least one inner section through which bumper fairing is mounted with spacing from flexural cross member, whereby bumper fairing is supported on foam component via inner sectionDE102005033074A1Jul 15, 2005Jan 25, 2007Audi AgRear bumper for motor vehicle has raised section to absorb initial impact of accident and provide limited deformationEP1775172A2Aug 26, 2006Apr 18, 2007GM Global Technology Operations, Inc.Device for absorbing shocksFR2736315A1 Title not availableWO2004106117A1Jun 2, 2004Dec 9, 2004Decoma International Inc.Bumper energy absorber and method of fabricating and assembling the same* Cited by examinerNon-Patent CitationsReference1European Patent Office, European Search Report for European Application No. 08013981.9, Apr. 28, 2009.2German Patent Office, German Search Report for German Application No. 102007040942.9, Sep. 4, 2008.Referenced byCiting PatentFiling datePublication dateApplicantTitleUS9248795Sep 22, 2014Feb 2, 2016Toyota Motor Engineering & Manufacturing North America, Inc.Frontal impact energy absorption membersUS9487168Oct 27, 2015Nov 8, 2016Honda Motor Co., Ltd.Automobile bumper beamUS9637077Jan 8, 2016May 2, 2017Toyota Motor Engineering & Manufacturing North America, Inc.Frontal impact energy absorption membersClassifications U.S. Classification293/120, 293/122, 293/132International ClassificationB60R19/03, B60R19/18Cooperative ClassificationB60R2019/186, B60R19/18European ClassificationB60R19/18Legal EventsDateCodeEventDescriptionNov 10, 2008ASAssignmentOwner name: GM GLOBAL TECHNOLOGY, INC., MICHIGANFree format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:SCHWARZ, MARTIN;KOHLRIESER, UTE;REEL/FRAME:021812/0523Effective date: 20081021Jan 8, 2009ASAssignmentOwner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGANFree format text: CORRECTION TO THE ASSIGNMENT RECORDATION COVER SHEET TO CORRECT THE TYPOGRAPHICAL ERROR IN THE ASSIGNEE NAME RECORDED AT REEL;ASSIGNORS:SCHWARZ, MARTIN;KOHLRIESER, UTE;REEL/FRAME:022077/0180Effective date: 20081021Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGANFree format text: CORRECTION TO THE ASSIGNMENT RECORDATION COVER SHEET TO CORRECT THE TYPOGRAPHICAL ERROR IN THE ASSIGNEE NAME RECORDED AT REEL: 021812 AND FRAME 0523;ASSIGNORS:SCHWARZ, MARTIN;KOHLRIESER, UTE;REEL/FRAME:022077/0180Effective date: 20081021Feb 4, 2009ASAssignmentOwner name: UNITED STATES DEPARTMENT OF THE TREASURY, DISTRICTFree format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:022201/0448Effective date: 20081231Owner name: UNITED STATES DEPARTMENT OF THE TREASURY,DISTRICTFree format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:022201/0448Effective date: 20081231Apr 16, 2009ASAssignmentOwner name: CITICORP USA, INC. AS AGENT FOR BANK PRIORITY SECUFree format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:022554/0538Effective date: 20090409Owner name: CITICORP USA, INC. AS AGENT FOR HEDGE PRIORITY SECFree format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:022554/0538Effective date: 20090409Aug 21, 2009ASAssignmentOwner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGANFree format text: RELEASE BY SECURED PARTY;ASSIGNOR:UNITED STATES DEPARTMENT OF THE TREASURY;REEL/FRAME:023126/0914Effective date: 20090709Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGANFree format text: RELEASE BY SECURED PARTY;ASSIGNORS:CITICORP USA, INC. AS AGENT FOR BANK PRIORITY SECURED PARTIES;CITICORP USA, INC. AS AGENT FOR HEDGE PRIORITY SECURED PARTIES;REEL/FRAME:023155/0769Effective date: 20090814Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC.,MICHIGANFree format text: RELEASE BY SECURED PARTY;ASSIGNOR:UNITED STATES DEPARTMENT OF THE TREASURY;REEL/FRAME:023126/0914Effective date: 20090709Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC.,MICHIGANFree format text: RELEASE BY SECURED PARTY;ASSIGNORS:CITICORP USA, INC. AS AGENT FOR BANK PRIORITY SECURED PARTIES;CITICORP USA, INC. AS AGENT FOR HEDGE PRIORITY SECURED PARTIES;REEL/FRAME:023155/0769Effective date: 20090814Aug 27, 2009ASAssignmentOwner name: UNITED STATES DEPARTMENT OF THE TREASURY, DISTRICTFree format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:023156/0313Effective date: 20090710Owner name: UNITED STATES DEPARTMENT OF THE TREASURY,DISTRICTFree format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:023156/0313Effective date: 20090710Aug 28, 2009ASAssignmentOwner name: UAW RETIREE MEDICAL BENEFITS TRUST, MICHIGANFree format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:023162/0237Effective date: 20090710Owner name: UAW RETIREE MEDICAL BENEFITS TRUST,MICHIGANFree format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:023162/0237Effective date: 20090710Nov 4, 2010ASAssignmentOwner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGANFree format text: RELEASE BY SECURED PARTY;ASSIGNOR:UNITED STATES DEPARTMENT OF THE TREASURY;REEL/FRAME:025245/0909Effective date: 20100420Nov 5, 2010ASAssignmentOwner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGANFree format text: RELEASE BY SECURED PARTY;ASSIGNOR:UAW RETIREE MEDICAL BENEFITS TRUST;REEL/FRAME:025315/0046Effective date: 20101026Nov 8, 2010ASAssignmentOwner name: WILMINGTON TRUST COMPANY, DELAWAREFree format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:025324/0475Effective date: 20101027Feb 10, 2011ASAssignmentOwner name: GM GLOBAL TECHNOLOGY OPERATIONS LLC, MICHIGANFree format text: CHANGE OF NAME;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:025781/0211Effective date: 20101202Nov 5, 2014FPAYFee paymentYear of fee payment: 4Nov 7, 2014ASAssignmentOwner name: GM GLOBAL TECHNOLOGY OPERATIONS LLC, MICHIGANFree format text: RELEASE BY SECURED PARTY;ASSIGNOR:WILMINGTON TRUST COMPANY;REEL/FRAME:034384/0758Effective date: 20141017RotateOriginal ImageGoogle Home - Sitemap - USPTO Bulk Downloads - Privacy Policy - Terms of Service - About Google Patents - Send FeedbackData provided by IFI CLAIMS Patent Services