GB2523087A - Optimum collision damage reduction system - Google Patents

Abstract

A collision damage reduction system comprises a plurality of flowable and deformable substances 22 held in sealed containers 23 each of which also contains a pressure release valve 32 and a pressure sensor. The system may also include a number of hard plates10 and a means 3, (44, fig 3a) to prevent the system moving relative to the colliding object 1. In use the deformable substance is forced out of the container through the pressure release valve, absorbing the energy of the collision. A computer system 12 and a plurality of object sensors (15, fig 3b) measure the speed and distance of the colliding object and set the pressure valve. The system may also include pistons (20, fig 4) which are held in the container and force air out through the pressure release valve. The system may be used in landing areas for VTOL aircraft, on motor vehicles or on protective clothing.

Description

Intellectual Property Office Application No. GB1402217.2 RTM Date:t2 June 20t5 The following terms are registered trade marks and should be read as such wherever they occur in this document: Keviar' Intellectual Property Office is an operating name of the Patent Office www.gov.uk/ipo

OPTIMUM COLLISION DAMAGE REDUCTION SYSTEM

1. FIELD OF THE INVENTION

The present invention relates to an optimum collision damage reduction system that can be used as a landing system for VTOL devices and protective devices for humans, cars, (rains and military vehicles.

2. BACKGROUND OF THE INVENTION

The death rate for VTOL (Vertical and Take-off and Landing) aeroplanes such as the Hawker Harrier is very high especially during landing. For this reason, it is not economical to provide public VTOL transportation system despite its numerous advantages in this era of traffic congestion. If it is possible to travel safely by using VTOL aeroplanes. we can transport more peop'e quickly even in congested cities. Helicopters are niuch safer but its accident rate is still high comparcd to other modes of transportation such as cars simply because any fault is disastrous. Numerous efforts had been made in providing landing systems for VTOL devices that include helicopters but there is none for safety. Pat. No. US 2013/0001366 Al (WoliT et al, 2013) uses a net to capture a VTOL vehicle landing normally but it was not designed to handle a faulty vehicle dropping like a stone. Earlier attempts like vertical nets and robot arm that rotates are even less practical and destructive.

There are a lot of efforts to improve the safety of aeroplanes by incorporating parachutes such Pat. No. EP0599437 Bi (Stenmic. 1993), EP1747990 Bi (Christof, 2006).

US4033528 (Diggs, 1976). US4050657 A (Murphy, 1976), and ejection seats, but these parachutes only work at certain altitudes. That could be the reason why there is no attempt at all in providing any safety system for VTOL devices such as helicopters. This is not necessarily the case. The present invention solves the safety aspect at landing altitudes of any VTOL devices.

At such low altitudes there are many successful safety devices as shown by movie stuntmen jumping off buildings to land on huge cushions or huge flexible canvas as also used by firemen. They are however limited to Ught weights and useahle only once. They cannot he practically used as a landing system for VTOL devices. They do not provide optimum protection for the thickness of protective devices that is required to prevent damage to humans.

The same techniques can he used horizontally to reduce vehicle crash damage as well as protection against projectile weapons. The present invention can also be used for human drivers as improvements to the safety belts and air bags. The prior art in safety belts and air bags do not offer optimum crash protection so that some avoidable damage may still be inflicted. The prior art in vehicle crashes rely on crumpling zones and reinforcement bars.

They a'so do not provide the most dependably optimum protection for the situations that the crash occurs. Prior art in armours used as protections against destructive weapons also use brute force hy using the strength of the materials to stop the destructive actions of the weapons used. The present invention will need to use these armours as well hut wifi optimise their effectiveness so as to reduce damage to the desired level consistently and dependably as well as reducing weight and cost of the various armours used.

Many prior arts such as US Patent Application No. US20120239247 Al, uses various speed and acceleration sensors in order to detect crashes but the events had already occurred before any action can be taken.

Crash cushions such as US Patent No. US7484906 B2, relies on the energy absorption principles where the material properties will deform and absorb the crash energy. The amount of absorbed force can only be adjusted during installation, not real time. Again, it is designed for maximum energy absorption, not for consistent deceleration of the crashed vehicle that is optimum in order to minimise damage to humans and eargos.

Crash seats such as US Patent No. US 7866606 B2. under the name Aircraft Crash Worthy Energy Absorber System. has linrited space to act in order to provide safe deceleration rate, and will incur more weight and complexity to the aircraft or vehicle.

There is also no prior art in protection for extremely high speed vacuum tunnel transportation systems at speeds greater than 5000 km/hr.

The prior arts that are closest in inventiveness are the adaptive shock absorbers such as US Patent No. US 8112198 B2 (Parison. 2012). which uses atwo stage system with adjustable damping forces and energy recovery systems. The present invention can he considered as the application of these adaptive shock absorbers to a different problem. These adaptive shock absorbers handle smaller maximum invasive forces compared to collisions. These adaptive shock absorbers handle accelerations in multiple directions quickly whereas the present invention only need to handle quickly in one direction so can apply cost saving techniques. The information that are provided to these adaptive shock absorbers is different from the present invention simply because their objectives are different. The invasive forces that adaptive shock absorbers need to handle conic at multiple unpredictable times, so the optirnisation for these shock absorbers cannot be constant acceleration, but the present invention is optimised for constant acceleration in order to optimise the damage reduction to humans and cargos to he the minimum.

3. TECHNICAL PROBLEM The prior aris in landing systems for VTOL do not address any safety issue at all, whereas the landing systems for humans jumping off high buildings are not suitable for heavier objects as exemplified by VTOL devices. Even if the VTOL devices are of the light weight type such as small remote control drones, the cushion landing platforms are too unstable for landing operations for VTOL device and they are not meant for long term use.

The technique that is used by the present invention for vertica' protection can also he used horizontally. Current human and c'*go protection systems, vehicle crash protection systems and armours are designed for energy absorption but not optimised to their best potentials by making sure that constant acceleration is achieved.

Prior arts are offly provided with data during a crash, not with long range prediction data in order to be prepared for any crash that may happen and therefore optinlise the properties of the safety device for the minimum damage that the safety device is capable of Part of the reason is that prior arts settings cannot be adjusted in real time, which the present invention provides.

Prior arts, in circumstances where the energy absorbing devices are fixed to the objects, are also not optimal because they are not designed for constant acceleration. These applications are such as but not limited to, recoil reduction in guns, car shock absorbers during crash landings and buildings and structures during earth quakes.

4. TECHNICAL SOLUTION The prior art in landing systems for VTOL do not address any safety at all. The landing systems for humans jumping off high buildings are not suitable for heavier objects such as VTOL devices. The cushion landing platforms are too unstable for anding operations and they are not meant for long term uses. The present invention addresses all these issues including economic issues in the implementation of safe landing systems.

The present invention is safe by limiting the acceleration of a free failing object. Based on Newton's Laws of Motion, acceleration is derived from the formula F = nice where F is force, in is the mass of the object and a is the acceleration of the object. A falling object experiences an acceleration of g which is approximately 9.Sl ms2 so the force on the falling object of mass in is ing.

Energy, F, is defined by E= F, where F is the force being used and s is the distance that the force is applied. For an object of mass in, falling for s distance, the energy is therefore equal to ings. When the object hits the ground. the energy has to go somewhere. If the object is strong and solid, it may just bounce up if it meets a solid and strong floor, hut this is rarely the case. The object has to move in order to dissipate the energy, and this leads to the crumpling of the object if the landing floor is solid and strong.

Let us say the energy dissipated on the solid floor, of object of mass in is Fo, with the average force Fo and distance moved E0 must he equal to F based on the princip'e of the conservation of energy.

SinceE =Fs, Es = E0s0. so, Fo = Fs/so, Equation (1).

But F0 = ma0 and F=mg, so substimting into equation (1), ma0 = mgs/sg Eliminating in, ceo = g (s / so), Equation (2).

If the stopping distance o is very low, a0 is very high. If (s / s0) is only 10, a0 = 10 g.

If a person travels with an acceleration of 10 g, it means that his body weight appears to be times that at normal gravity. Fighter pilots experience this punishing ordeal when doing dog lights, which results in them fainting, even with special suits because blood cannot

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flow to their brain, as their blood is too heavy br their hearts to pump into their brains.

Aircraft airframes are not designed to withstand much higher force, called the g force, than 10. For healthy humans, most can survive up to 20 g force. So the trick to safety is to restrict the g force to about 20 iii order to make it safe for most humans. To make it even safer, we can make the g force to 10 or even lower but the cost will increase.

For a 20 m fall, in order to restrict the g force to less than 20. from equation (2). the distance for it to cover is shown by the stopping distance: so = s x g ÷ 20 g = 20m / 20 = I in So the cushion must he able to contract by I m in order to absorb the energy hut the acceleration when going through a cushion may not he even so the g forces can exceed 20.

A much thicker cushion is a safer but must be of sufficient flexibility so as not to allow the object to travel right through to the hard ground.

All prior art safety devices use devices that do not offer constant force all throughout the impact so they do not provide the optimum protection in giving equal trauma force for the human occupant or cargo. We can ensure the constant deceleration by applying constant force while deforming only in the direction of the impact. For armours, the deformation may be slightly skewed in order to deflect the destructive projectile instead of absorbing fully all of its kinetic energy. The amount of force that the present invention can handle is only limited by the available space. The present invention trades space to impact force.

The amount of counter force applied against the colliding objects is determined by the pressure setting.

The pressure setting is adjusted by adjusting the pressure at which fluid escapes through the pressure release valves. When the fluid escapes, the dimension will decrease in the direction of the impact if we restrict the sideway flow of the fluid. The pressure release valves are closed by springs that can be compressed by bolts with threaded screws turning inside a fixed nut. The tighter the springs are compressed by the bolt, the higher the force that is exerted to the valves so that the valve can only he opened at a higher force. By turning the bolts, the force that is excited on the valves can vary, thus varying the pressure inside the container.

Using hydraulics to provide the counter force is just one of the ways. Alternative ways exist in the form of frictional and magnetic forces. Frictional force is simpler but the energy cannot he recovered. Magnetic forces can generate dectric energy which can he stored and later reused just like the hydraulic shock/energy absorbers.

By making the acceleration of the shock absorbing unit of the recoil reduction system of guns constant, there should he kss unpredictable movements of the guns for subsequent aiming and firing. By incorporating a crash mode in car shock absorbers, some serious damage may be prevented by limiting the acceleration to just around 20 g so that most humans can still survive when cars fall to the ground. By combining traditional shock absorbing techniques with the present invention, buildings and structures can endure earth quake shocks better with the constant acceleration setup.

The force setting for the pressure release valves can be adjusted manually or computerised or combinations, depending on the situations. For example, by noting the distance of the vehicle from the potential crash object, either the ground or other vehides. we can set the pressure release valves pressure settings even before the crash happens so that when the crash occurs, the resulting deceleration can be minimised instead of being fixed to the highest deceleration rate.

For small vehicles where forward dearance is too small, we can use expandable containers, similar to air bags, which are expanded just before impact, modified to incorporate hard plates, rcinforccd side dimensions and pressure release valvcs. Even normal airbags can be improved by incorporating pressure release valves which are controlled by computers fed with sensor and other data inputs.

At extremely high speed in vacuum tunnels, a carriage carrying an expandable Kevlar airhag is put just behind the head of the train which acts as the hard pbte. The hag can he expanded by braking the passenger carriages only. The head of the train therefore pulls the Kevlar airbags out while gas is supplied by rockets or gas cylinders to expand the airbags.

The Kevlar airbags should be of sufficient size to fill the tunnels, only during impact. The tunnel walls will therefore provide additional tensile strength and stopping force for the expanded Kevlar airbags.

The present invention will provide improvements in protection by being optimum in setting a constant deceleration rate without incurring excessive material costs or design and material efforts.

5. ADVANTAGEOUS EFFECTS The present invention provides a solid stable horizontal surface, sufficient for landing and taking off, without excessive movement, until a force of more than around S g or sonic other settings that need to he determined to suit the particular requirement. is applied to it.

Then the landing surface will collapse evenly, by providing an equal deceleration, depending on the embodiment. A computerised system is the preferable embodiment. It can constantly adjust the force applied such that the who'e allowahle vertical movement of the landing platform is used up and the force applied to the landed VTOL vehicle can be much less than 20 g. which is the case as the VTOL vehicle sowy descends.

Similar advantages and savings exist for other applications such as armours. crash zones, gun recoils, crash mode for shock absorbers and earth quake resistant devices for buildings and structures.

6. DESCRIPTION OF THE DRAWINGS

The invention is best described by using the following: Figure 1 showing a VTOL aircraft hovering above the landing platform, Figure 2 showing a VTOL aircraft landing on the landing pat1orm.

Figure 3 showing a car collision damage reduction system.

Figure 4 showing a collision damage reduction system applied to a main battle tank and Figure 5 showing a collision damage reduction system used in a body armour.

Figure 6 showing a collision damage reduction system used in vacuum tunnels.

7. BEST MODE The configuration of the present invention will be apparent from the description of embodiments with reference to the accompanying drawings.

As shown in Figure 1, the landing system of the present invention includes a hard plate (10), an adaptive constant acceleration shock absorber (11) consisting of a moveable piston (20) which slides via a seal (21) inside a rigid container (23) filled with deformable substances (22) such as hut not limited to, gas and small objects that can he squeezed in and out through adjustable bidirectional pressure rdease valves (32) via pipes (31), the pressure of the valves being controlled by a computer system (12). The rigid container (23) nust he strong enough to disallow any side movement or change of side dimension of the hard plate (10).

The computer system (12) controls the fluid pump (35) and reservoir (30), taking inputs from human operators as well as accelerometers (13) which detects the acceleration of the hard plate (10) and also the object sensors (15) which measure the height of the Vertical Landing and Takeoff (VTOL) vehicle (1) from the ground level (2) so that proper adjustments can he made to the force of the pressure release valves (32) in relation to the vertical movement available for the hard plate (10) to move to the bottom level under the ground (3) where the fluid reservoir (30) and pumps (35) may he stored. In this embodiment, the bottom level under the ground (3). serves as a restraint for the forward motion of the hard plate (10) and container (23) serves as the restraint for the side motion of the hard plate (10).

Fig. 2a shows the VTOL vehicle (I) landing normally. The hard pkite (10) need not move much relative to the ground level (2) for comfortable landing. Some movement may be allowed in order to limit the acceleration during landing to a more comfortable level of much less than 1 g by allowing some movement by reducing the setting of the bidirectional pressure release valve (32).

Fig. 2h shows the VTOL vehicle (I) crashing from the original position in Fig. Ia. The frontal movement allowed (5) should be more than one twentieth of the safe height at which VTOL engines can fail completely. For example, if the frontal movement allowed (5) is 2m, the safe height should be 40m. The one twentieth figure assumed that most humans can survive at up to 20 g acceleration on their bodies. If the VTOL vehicle (1) engines fail at 20m, while the frontal movement allowed (5) remains at 2rn, the acceleration that the human passengers experience will be only 10 g.

8. MODE FOR INVENTION Fig. 3a shows the side view of a car @0) equipped with the present invention of collision damage reduction system consisting of an air tight and sufficiently strong container (23) preferably lined with air proof Kevlar fabric, filled with high pressure gas (22) inside the container (23) equipped with a hard plate (10) and accelerometer (13) behind the hard plate to detect the acceleration of the hard plate (10), in order to adjust (he pressure rdease valve (32). The container (23) is restrained by a strong support (44) so that the collision force will collapse the container (23) first before allowing the object colliding with the ear (40) to pass through the strong support (44). This mode for the invention does not have the moveable piston (20) but collapses the container without leaking the gas (22) inside the container (23) except through the pressure release valve (32) which is no longer bidirectional because this mode is for a one use only. The pressure adjustment for the pressure release valve (32) is no longer a constant pressure hut a variahle value that may rely partly on the reading of the accderometer (13) as well as a predetermined value determined via expcrintents and calculations based on the deformation data of thc container (23).

Fig. 3b which is a front view of the car @0). shows another sensor to detect incoming objects, object sensor (15). It allows the pressure release valves (32) to be pre adjusted even before a collision for optimum lowest level of acceleration for the passenger caught.

by the air hag system (41). The same information of the object sensor (15) and accelerometcr (13) is fed to the air bag system @1) which is equipped with an adjustable pressure release valve (32) to allow for optimum pressure to reduce damage to passengers during collision once the air hag is deployed. In this mode also, the pressure adjustment of the pressure release valve (32) is no longer constant.

In this embodiment for a car (40), fluid pump (35) is only optionally provided in order to save cost and weight but an alternative and even more effective embodiment should include an air pump similar to the fluid pump (35) in Fig. la. The fluid pump (35) may be important for smafl ears that do not have sufficient forward clearance to absorb the collision energy. It can be used to increase the forward dimension of the container (23) when an impact is imminent by pumping the Kevlar bag container (23) with high pressure air through the pipe (31) and a bidirectional pressure release valve (32).

The solid sideway restraint of the rigid container (23) is replaced by steel rings or rings of thicker Kevlar, in order to save weight and cost. To compensate for the possible increase in surface area facing the colliding object, caused by insufficient sidcway restraint tensile strength, thus varying the force applied to stop the colliding object, which varies the deceleration, the pressure need to be reduced with time. This may be done by monitoring the real acceleration of the hard plate using the accelerometer (13) attached to the back of the hard plate (10) or in combination of results of experiments and calculations based on the shape and strength of the container (23).

Fig. 4 shows the front view of a main battle tank (50) such as the Ml Abrams equipped with the present invention of collision damage reduction system. It consists of the hard plate (10), accelerometer (13), bidirectional pressure release valve (32). strong support (44). moveable piston (20) which in this mode is an extension of the hard plate (10) that will fit into a depression (51) in the strong support (44) moving within the strong container (23), fluid (22), pipes (31), pumps (35), fluid reservoir (30) and computer system (12).

Missing in the diagram is the object sensor (15) because the information from this object sensor (15) can be substituted by other defence sensors available in a battle tank.

Fig. 5a shows the front view of the body armour system applied to a human body (60) consisting of the hard plate (10), bidirectional pressure release valves (32), air pressure pumps (35). shoulder support fabric armour (70) and shoulder joint fabric armour (71).

Fig. Sb shows the side view of the body armour system comprising of hard plates (10) in front and at the back shaped with the body contour, Keviar lined container 23) filled with air and the shoulder joint Fabric armour (71). The air pressure pumps (35) keeps the air pressure inside the Kevlar container (23) sufficiently high so that the hard plate can exert sufficicnt forcc to decelcrate a hard objcct such as a bullct. Thc hard platc (10) should bc designed with sufficient stiffness that the bullet does not decelerate less than the amount required to stop the bullet from reaching the flesh of the human body (60) that is to he protected. The amount of deceleration which is required is dependent on the movement allowed for the Kevlar container (23) and therefore the thickness of the hard plate (10).

The larger the movement allowed of the container (23), the thinner the hard plate (10).

Fig. Sc shows the top view of the body armour showing the hard plates in front and rear (10). Kevlar lined container (23) filled with air and pressure release valves (32). The pressure release valves (32) should also preferably be adjustable so that the body armour can handle a variety of threats without reducing the recharge time for the air inside the container (23). The air pump (35) should keep on pumping air as long as the required pressure is not achieved. After a bullet has hit the armour, a lot of air should have been discharged in order to decelerate the bullet in a constant way. The air pump (35) must work hard to pump the air back, in order to recover the stopping power of the armour.

Fig. 6 shows (lie top view ol a vacuum tunnel transportation system. The train travels in a vacuum tunnel (80). The head carriage (81) pulls the Keviar airbag carriage (82) and passenger carriage (83) using the train linkages (84). The Keviar airhag is equipped with compressed gas/rocket (85) which will be deployed just before a collision occurs to expaml the Keviar airbag. When a collision is detected, the head caniage (81) is not braked while the Kevlar airhag carriage (82) and passenger carriage (83) are braked. The train linkage connecting the Kevlar airbag carriage to the head calTiage (81) and passenger carriage (83) are ufflocked. These actions help to expand the Kevar airhag (86) quickly to its maximum size. During impact, the pressure release valves (32) will limit the pressure inside the Kevlar airbag (86) in order to prevent the Kevlar airbag (86) from being torn.

The side dimension of the Kevlar airbag (86) is designed such that at maximum tensile stress, the Kevlar airhag can use the tunnel wall as additional support.

Another alternative embodiment is to use it. for fixed objects instead of colliding objects such as for recoil force reduction systems, crash mode for car shock absorbers and earth quake resistant devices for buildings and structures.

Although the present invention has been described with reference to specific embodiments, also shown in the appended figures, it will be apparent for those skilled in the art that. many variations and modifications can be done within the scope of the invention as described in the specification and defined in the following daims.

Description ol the reference numerals used in the accompanying drawings according to the present invention: Reference

Description

Numerals VTOL vehicle 2 ground evel 3 bottom level under the ground frontal movement allowed hard plate 11 adaptive constant acceleration shock absorber 12 computer system 13 accelerometers object sensors movcahlc piston 21 seal 22 deformahle substance 23 container reservoir 31 pipes 32 adjustable pressure release valves fluid pump car 41 air bag system 44 strong support main battle tank 51 depression human body fabric armour 71 shouldcr joint fabric armour SO vacuum tunnel 51 head carriage 82 Kcvlar airbag carriage 83 passenger carriage 84 train linkage compressed gas/rocket 86 Kcvlar airhag

Claims (9)

1. WHAT IS CLAIMED IS: 1. A collision damage control system comprising: -a plurality of flow able and deformable substances of a plurality of mixtures of various types such as hut not limited, to gases, liquids, rubber, foam, small hard substances and soft metal (22), -a plurality of scaled containers (23), that contain flow ahlc and deformable substances (22) at sufficiently high pressure, -a plurality of pressure release valves (32) with a plurality of directions which have the means to release the said flow able and deformahie substances (22) at an adjustable pressure, -a device such as but not limited to, bottom level under the ground (3) or strong support (44), which has the means to restrain the said container (23) from moving with respect to the colliding object, -a plurality of pressure sensors that may be attached to the said pressure release valves (32) and -a plurality of systems that may be mechanical, hydraulic. electrical or combinations of them that may use the pressure infoirnation as well as other information provided by a plurality of users to set the said pressure release vaNes (32).
2. 2. The collision damage control system as defined in claim 1 comprising: -a plurality of hard plates (10).
3. 3. The collision damage control system as defined in claim 2 comprising: -a plurality of accelerometers as means to measure the acceleration of the said hard plate (10), -a plurality of object sensors (15) as a means to measure the speed am! distance of the colliding object (I) and -a plurality of computer systems (12) that use all the information that are available in order to control the setting of the pressure release valves (32).
4. 4. The collision damage control system as defined in claim 3 comprising: -a plurality of moveable pistons (20) attached to the hard plates (10), -a plurality of seals (21) to allow the said piston (20) to move freely into the said container (23), -a plurality of devices that have the means to restrain the said hard plate (10) in the side to side movement which may be implemented but not exclusively by using the said strong container (23) to maintain its orientation with respect to the incoming object that coflides with the hard plate (10), -a plurality of reservoirs (30) to hold the extra deformable substances (22), -a plurality of pipes (31) to movc the dcformablc substanccs 22) into thc said reservoirs (30) and -a plurality of fluid pumps (35) to pump the deft)lmahle substances (22) hack into the said containers (23).
5. 5. A device as defined in claim 4 comprising: -objects such as but not limited to, guns, cars, buildings and structures which are attached to the hard plates (10) or part of the hard plates (10) themselves as means to reduce their movements to constant accelerations only which are set to he the highest that the objects may tolerate/operate efficiently.
6. 6. The collision damage control systcm as dcfincd in claim 3 comprising: -means to slow down the movement of the moveablc pistons (20) by using friction, whereby some form of rough suitaces between the surfaces of the moveable pistons and the container (23) are pressed together at variable pressures and -means to slow down the movement of the moveable pistons 20) by using electrical means whereby some form of magnetic fields are generated in either the moveable pistons (20) or the container (23) and induces currents in the other surface by using coils of wires and these currents are used to charge battcrcs or dummy loads through means to control the amount of culTcnts flowing through the coils such as but not limited to variable resistors.
7. 7. A method of designing a damage collision reduction system comprising steps of: -providing a plurality of collision damage control systems as defined in claims I and 2; and -determining the deformation data of the container 23) with respect to the colliding force, remaining movement allowed and pressure inside the container (23); and -determining and providing the type and thickness of the said hard plate (10) which is required for (he available movement allowed (5) provided by the said container (23): and -determining the pressure setting for the said container (23) before the collision using the deformation data so as to get the minimum acceleration of the hard plate (10) throughout the collision; and -setting the pressure settings of the said pressure release valves (32) before the collision.
8. 8. A method of designing a damage collision reduction system comprising steps of: -providing a plurality of collision damage control systems as defined in claim 3; and -determining and providing the type and thickness of the said hard plate (10) which is required for the available movement allowed provided by the said container (23): and -determining the deformation data of (lie said container (23) with respect to the colliding force, remaining movement allowed and prcssure insidc the said container (23); and -determining the pressure setting for the said container (23) before and during the collision using the said computer system (12) getting input from, hut not limited to, deformation data, human input, accelerometers (13), object sensors (15) and military defence sensors, so as to get constant acceleration of the hard plate (10) throughout the collision; and -setting the pressure settings of the pressure release valves before and during collision; and -pumping the said container (23) or Kevlar airbag (86) to its operating size with the flow-able and deformable substances (22) before and after the collision.
9. 9. A method of designing a damage collision reduction system comprising steps of: -providing a plurality of collision damage control systems as defined in claim 4; and -determining and providing the type and thickness of the said hard plate (10) which is required for thc available frontal movement allowed (5), provided by the said container (23); and -determining the pressure setting for the said container (23) before and during the collision using the said computer system (12) getting input from such as hut not limited to, human input, accelerometers (13) and object sensors (15) so as to get constant acceleration of the hard p'ate (10) throughout the collision: and -setting the pressure settings of the pressure release valves before and during coflision; and -pumping the said container (23) so as to increase its size, with the flow-able and deformable substances (22) before the collision.