Abstract: A boot seal for variable compression-rate engine includes a boot-seal element, and a reinforcement member. The boot-seal element includes an inner layer, and an outer layer. The inner layer is disposed on the inner face of the boot-seal element, and is composed of a fluorinated rubber. The outer layer is disposed on a more outer side of the boot-seal element than is the inner layer. Moreover, the boot-seal element is formed in a circumferentially developed state so as to have circumferential ends, and is then completed by joining the circumferential ends with each other. Thus, the boot-seal element makes an elastically deformable cylindrical bellows shape having a root that dents inward diametrically. In addition, the reinforcement member is disposed in the root of the cylindrical bellows-shaped boot-seal element at least.

Abstract: A boot seal for variable compression-rate engine includes a boot-seal element, and a reinforcement member. The boot-seal element includes an inner layer, and an outer layer. The inner layer is disposed on the inner face of the boot-seal element, and is composed of a fluorinated rubber. The outer layer is disposed on a more outer side of the boot-seal element than is the inner layer. Moreover, the boot-seal element is formed in a circumferentially developed state so as to have circumferential ends, and is then completed by joining the circumferential ends with each other. Thus, the boot-seal element makes an elastically deformable cylindrical bellows shape having a root that dents inward diametrically. In addition, the reinforcement member is disposed in the root of the cylindrical bellows-shaped boot-seal element at least.

Abstract: A boot seal for variable compression-rate engine includes a cylindrical boot-seal element, and a deformation inhibitor. The boot-seal element has an end being fixed to the cylinder block of the variable compression-rate engine, and another end being fixed to the crankcase. Moreover, the boot-seal element is provided with a bellows-shaped cylindrical deformer being made of an elastically deformable material. The deformation inhibitor is disposed outside or inside the boot-seal element in order to control the boot-seal element so as to deform outwardly or inwardly to a predetermined deformation magnitude.

Abstract: In a pedestrian protection apparatus installed in a lower part of a front of a vehicle, a plate extends in a longitudinal direction of the vehicle, and includes a front section having at least a portion protruding from the front of the vehicle, a rear section fixed to the vehicle, and a center section provided between the front and rear sections. The front section is more rigid than the rear section, and the center section is less rigid than the front section and more rigid than the rear section.

Abstract: A shock absorbing structure for a motor vehicle including at least one main body which includes a top wall and two leg walls, wherein the distance between the leg walls in a direction in which they are opposed to each other gradually increases with an increase in a distance in a direction which is away from the top wall toward the distal portions, with an obtuse interior angle being formed at each of corners which are formed by the top wall and the respective two leg walls, the top wall and the leg walls are integrally formed of a synthetic resin material whose tensile elongation according to ASTM D638 is not less than 150%, an inner surface of each corner being provided by a concave curved surface having a radius of curvature of not less than 2.0 mm.

Abstract: In a pedestrian protection apparatus installed in a lower part of a front of a vehicle, a plate extends in a longitudinal direction of the vehicle, and includes a front section having at least a portion protruding from the front of the vehicle, a rear section fixed to the vehicle, and a center section provided between the front and rear sections. The front section is more rigid than the rear section, and the center section is less rigid than the front section and more rigid than the rear section.

Abstract: A shock absorbing structure for a motor vehicle including at least one main body which includes a top wall and two leg walls, wherein the distance between the leg walls in a direction in which they are opposed to each other gradually increases with an increase in a distance in a direction which is away from the top wall toward the distal portions, with an obtuse interior angle being formed at each of corners which are formed by the top wall and the respective two leg walls, the top wall and the leg walls are integrally formed of a synthetic resin material whose tensile elongation according to ASTM D638 is not less than 150%, an inner surface of each corner being provided by a concave curved surface having a radius of curvature of not less than 2.0 mm.

Abstract: A shock absorbing structure for a vehicle, including (a) a plurality of main bodies each made of a resin and including a lateral wall that extends substantially in a shock-receiving direction in which a shock is to be primarily applied to the shock absorbing structure, and (b) at least one connecting body each made of a resin and connecting adjacent ones of the main bodies. Each of the at least one connecting body includes a first connecting portion and a second connecting portion. The first connecting portion has a shape configured to be deformable more easily in a perpendicular direction that is perpendicular to the shock-receiving direction, than in a parallel direction that is parallel to the shock-receiving direction. The second connecting portion has a shape configured to be deformable more easily in the parallel direction than in the perpendicular direction.

Abstract: A shock absorbing structure for a vehicle, including (a) a plurality of main bodies each made of a resin and including a lateral wall that extends substantially in a shock-receiving direction in which a shock is to be primarily applied to the shock absorbing structure, and (b) at least one connecting body each made of a resin and connecting adjacent ones of the main bodies. Each of the at least one connecting body includes a first connecting portion and a second connecting portion. The first connecting portion has a shape configured to be deformable more easily in a perpendicular direction that is perpendicular to the shock-receiving direction, than in a parallel direction that is parallel to the shock-receiving direction. The second connecting portion has a shape configured to be deformable more easily in the parallel direction than in the perpendicular direction.