Abstract: A vehicle bumper is provided integrally to include metal beam-extension portions on both right-and-left end sides of a metal bumper-beam portion. In this vehicle bumper, the bumper-beam portion and the beam-extension portion include a vertical wall portion, an upper wall portion and a lower wall portion, and a resin reinforcing rib is joined to inner surfaces of a void formed of each of the wall portions. In addition, in this vehicle bumper, an extension dimension of the upper wall portion and the lower wall portion of the beam-extension portion is larger than an extension dimension of the upper wall portion and the lower wall portion in the bumper-beam portion, the resin reinforcing rib in the beam-extension portion is joined to the vertical wall portion, the upper wall portion, and the lower wall portion of the beam-extension portion; and the stiffness of the bumper-beam portion is higher than the stiffness of the beam-extension portion.

Abstract: A multi-tubular beam for a vehicle, such as a vehicle structure or a bumper reinforcement, includes an elongated beam formed with a metal sheet. The metal sheet has a central section and outer sections extending along a length of the metal sheet. The outer sections are disposed in opposing directions from the outer edges of the central section to provide adjacent first and second tubular portions. The central section forms a common center wall between the adjacent first and second tubular portions. A first edge portion of the metal sheet is disposed along and in parallel alignment with the center wall. The first edge portion is attached to the center wall at a first weld joint to form the first tubular portion. The first weld joint includes a weld material that extends through a thickness of the center wall and into a thickness of the first edge portion.

Abstract: A vehicle front body structure is provided for reliably transferring a collision load to a crash can and a front frame by preventing a bumper beam from buckling during a small overlap collision. Bending rigidity of the bumper beam in a vehicle width direction is such that 1) a bending moment generated on the bumper beam when a collision load in a direction toward a vehicle rear side is applied to an extending section, which extends outward in the vehicle width direction from a crash can fixed section, is the highest in a vehicle width direction inner end portion of the crash can fixed section on a side where the collision load is applied, and 2) the bending moment is continuously reduced as a distance from the vehicle width direction inner end portion in the vehicle width direction increases.

Abstract: A body for a vehicle includes a bridge member having a pipe shape of an open cross-sectional structure in which one side thereof is opened, having end portions formed in a closed shape, and having an intermediate portion formed to be bent, and at least two members, wherein the bridge member is connected to a weak rigidity portion between the at least two members of the body.

Abstract: A vehicle component mounting unit for mounting a component assembly to a frame with a closed cross-section including a mounting plate formed with at least one bolt engagement hole and conjoined to the frame, and a weld nut formed with a nut hole connected to the bolt engagement hole, welded to the mounting plate, and fitted to a mounting hole formed in the frame.

Abstract: A rocker structure includes a closed cross-sectional part that extends along a vehicle front-rear direction on the outer side of a floor panel of a vehicle in a vehicle width direction, a horizontal plate, and a first vertical plate. The closed cross-sectional part includes an outer wall, an inner wall, a lower wall, and an upper wall. The horizontal plate has a ridge and a valley, and is propped along the vehicle width direction between the outer wall and the inner wall, and the ridge and the valley are provided alternately along the vehicle width direction. The ridge protrudes upward in the vehicle-height direction, and the valley is depressed downward in the vehicle-height direction. The first vertical plate is propped along the vehicle-height direction between the horizontal plate and one of the lower wall and the upper wall.

Abstract: A bumper reinforcement includes a body part extending in a vehicle width direction, and a terminal part, which extends in the vehicle width direction, is attached to an end part of the body part in a longitudinal direction, and is joined to the body part in a state of being superimposed on the end part of the body part. Rigidity of the end part of the body part in the longitudinal direction is lower than rigidity of a center part of the body part in the longitudinal direction.

Abstract: The invention relates to a bumper beam (B) comprising a main cross member (1) and a cross member part (2) fixedly attached to said main cross member (1). Said cross member part (2) forms in itself or together with one or more portions of the main cross member (1) a closed chamber (C) in a cross section of the bumper beam and is arranged at an upper side (11) or at a lower side (12) of said main cross member (1). Said closed chamber (C) abuts and extends over only a portion of said upper side (11) or said lower side (12) of said main cross member (1) as seen in the cross direction of said main cross member (1) and over essentially the entire length and in a longitudinal direction of said main cross member (1). Said main cross member (1) together with said cross member part (2) form a closed main chamber (M).

Abstract: A vehicle body structure having left and right side frames located on both sides in a vehicle width direction, each side frame including an end on an external force acting side that receives a collision load in a vehicle longitudinal direction acting from outside of a vehicle, and an end on an opposite side of the end on the external force acting side. The side frames are provided with a plurality of fragile portions on left and right sides. The plurality of fragile portions include at least left and right first fragile portions located at the ends on the external force acting side, and left and right second fragile portions located on sides of the ends on the opposite side. An area of each of the left and right first fragile portions is set to be larger than each of areas of the left and right second fragile portions.

Abstract: An energy absorbing structure of a vehicle of the present invention has: a bumper reinforcement positioned at a vehicle front end portion or a vehicle rear end portion, the bumper reinforcement extending in a vehicle transverse direction; and a crash box made of a fiber-reinforced resin, the crash box being disposed at a side opposite a side of input of collision load to the bumper reinforcement, and the crash box being structured to include a crash box main body having a closed cross-sectional structure. An upper portion and a lower portion of the crash box main body do not overlap the bumper reinforcement as seen from a vehicle longitudinal direction.

Abstract: A hollow profile has at least one internal partition for forming chambers, in which, in order to fix an attached part to the hollow profile, an insert part is arranged in a mounting position within one chamber, and the insert part has a connecting means for producing a connection to the attached part. The insert part is formed as a multi-chamber profile having a profile direction extending perpendicular to the profile direction of the hollow profile and perpendicular to the partition, for an interface of the insert part, resting on an outer boundary wall of the hollow profile, to have a journal-like connecting flange which, in order to fix the insert part in the mounting position, engages with a form fit in a through opening in the boundary wall. The insert part is formed with a length in the profile direction of the insert part so as to enable insertion of the insert part into the chamber of the hollow profile and for positioning the same in the mounting position.

Abstract: A vehicle front end structure includes a bumper fascia, a headlamp assembly and a front grille. The bumper fascia has a main body and a projecting portion extending upwardly from the main body. An inboard side of the projecting portion includes a flange. The headlamp assembly includes a housing installed to the bumper fascia above the main body via a projection extending in an inboard direction from an inboard side of the housing. The projection includes an attachment part releasably fastened to the flange. The front grille is installed to the bumper fascia above the main body and inboard of the projecting portion of the bumper fascia. The front grille also attaches to the flange such that the projecting portion of the bumper fascia extends between an outboard edge of the front grille and an inboard side of the lens.

Abstract: An automobile bumper beam to be disposed in a vehicle width direction includes: a small sectional area portion at a center in the vehicle width direction; paired sectional area changing portions continuous to outsides in the vehicle width direction of the small sectional area portion; and paired large sectional area portions continuous to outsides in the vehicle width direction of the sectional area changing portions. The small sectional area portion projects most outward in a front-rear direction at paired impact load input portions. Thus, impact load in minor collision is inputted as two-point concentrated load to the paired input portions of a bumper beam body, reducing a peak value of bending moment acting on the body, and the sectional area changing portions and large sectional area portions bear the moment, thereby enhancing strength of the body, reducing its thickness and weight, and achieving an excellent collision energy absorbing effect.

Abstract: In one example, an apparatus includes a casing configured to be coupled to a frame of a vehicle at a first end of the casing. The casing comprises friable foam having a first stiffness. The apparatus further includes a void within the casing defined by (i) an inner wall of the casing and (ii) an opening at a second end of the casing. The apparatus further includes an insert positioned within the void, the insert comprising a material having a second stiffness that is different from the first stiffness.

Abstract: The present disclosure provides an apparatus, a system for a under-run protection device for a vehicle comprising a first beam member extending laterally to the direction of the vehicle, wherein a partial portion of the first beam has a corrugated cross-section. A second beam member mounted on the first beam member positioned and adapted to absorb an impact from another vehicle by deforming when the impact force exceeds a predetermined level, further the partial corrugated cross-section of the first beam member enables reduction in construction/manufacturing material for the said second beam member. A plurality of brackets characterized by a L-shape, joined to the first beam member at one arm of the L-shape and with the vehicle at other arm of the L-shape.

Abstract: A motor vehicle bumper with a crossmember (1) in channel form and a front element (2), which is mounted in front of said crossmember and is in channel form, said crossmember and front element together forming a pedestrian protection system, characterized in that, in the assembled state, the front element (2) has a greater overall height (h2) than the crossmember (1), and the rear part (3a, 3b), which faces the crossmember, of the upper and lower wall regions of said front element are inclined from the horizontal towards the crossmember (1).

Abstract: The invention is directed to an electrical pedestal comprising an elastomeric base and housing which are configured as one piece to together define a unitary hollow enclosure for accommodating one or more electrical components.

Abstract: A vehicle bumper beam including: a resin beam having an elongate body extending along a vehicle-width direction, two tubular shock-absorbing portions disposed at the beam body's opposite longitudinal end portions extending in front-rear direction, the beam body and shock-absorbing portions being formed with each other; a metal beam disposed outside the resin beam in the front-rear direction, fixedly fitted to the resin beam. Further, flat attachment portions, formed with inner end portions of the shock-absorbing portions in front-rear direction; bent portions bent in a crank extending from attachment portions outward in front-rear direction, the beam body being to attachment portions via bent portions, the metal beam fixedly fitted to an outer surface of the beam body's intermediate portion; metal beam's opposite end portions extending beyond bent portions covering the right and left sides, fixedly fitted to distal end portions; each space defined by shock-absorbing portion, metal beam and bent portion.

Abstract: An impact absorber includes a an energy absorbing member that is formed of a composite material and absorbs impact energy by being crushed in a predetermined crush direction, an outer tube member disposed so as to surround the periphery of the energy absorbing member over the energy absorbing member along the crush direction, and a pressing member disposed so as to be in contact with the front end of the energy absorbing member and the front end of the outer tube member and presses the energy absorbing member and the outer tube member simultaneously in the crush direction to thereby crush them. The outer tube member is formed in a shape in which tubular portions are coupled in the crush direction, and is crushed in the crush direction while the tubular portions are regularly folded when the outer tube member is pressed by the pressing member in the crush direction.

Abstract: An automotive component including a composite casting is provided. The composite casting includes a steel member and an end cap fastened to an end portion of the steel member. A cast coupling member is cast about the end portion of the steel member including the end cap, thereby positively and rigidly securing the cast coupling member to the steel member. The automotive component can comprise an engine cradle, a control arm, an instrument panel support structure, a bumper assembly, or a twist axle. The cast coupling member is typically formed by casting-in-place aluminum about the end cap and the end portion of the steel member. The steel member is typically a tubular member, and the end cap typically includes a flange designed to provide a mechanical interlock surface with the cast coupling member. For example, the flange can have a polygonal shape, an outwardly extending member, or notches.

Abstract: A reinforcement beam is roll formed from a metal sheet for use in a vehicle bumper system. The reinforcement beam includes adjacent tubes having a common center wall and lateral portions extending from opposing sides of the common center wall that are roll formed simultaneously in the same rotational direction to enclose interior volumes of the adjacent tubes and to define top and bottom walls and front and rear wall of the reinforcement beam. The front walls of the adjacent tubes each include a channel rib depressed into the interior volume of the respective adjacent tube longitudinally along the reinforcement beam for stiffening the respective front wall. A weld is formed separately in each of the seams between the front walls and between the rear walls, thereby defining a crevice rib between the channel ribs to improve the bending strength and torsional strength of the reinforcement beam.

Abstract: A vehicle impact-absorbing member has a columnar wood member and a hollow cylindrical metal frame body covering side-surfaces of the wood member and is configured to axially receive a compression load caused by impact in the event of a collision in an axial direction of wood member. The frame body may have a square cylindrical shape. A ratio of an outer side in a hollow square cross-sectional surface of the frame body to a thickness of the frame body is set to a range of 9-12.

Abstract: A tubular back beam for a vehicle is provided to effectively cope with crashes, including a head-on crash, an offset crash, etc., thus promoting excellent crashworthiness, and thereby maximally reducing damage to a vehicle body, in addition to maximally mitigating injuries to a pedestrian and a passenger.

Abstract: A bumper reinforcement includes a front wall portion, an upper wall portion, and a lower wall portion. The front wall portion constitutes the front portion of the bumper reinforcement. The upper wall portion constitutes the upper half of the rear portion of the bumper reinforcement. The lower wall portion, connected to the lower edge of the front wall portion, constitutes the lower half of the rear portion. Outer grooves, formed by denting the front wall portion rearward, extend along the vehicle width direction. Upper grooves, formed by denting downward a top wall of the upper wall portion, are located intermittently along the width direction and extend in the longitudinal direction. The lower wall portion comprises a bottom wall constituting the bottom of the lower wall portion. Lower grooves, formed by denting the lower wall portion upward, are located intermittently along the width direction and extend in the longitudinal direction.

Abstract: A motor vehicle bumper with a crossmember (1) in channel form and a front element (2), which is mounted in front of said crossmember and is in channel form, said crossmember and front element together forming a pedestrian protection system, characterized in that, in the assembled state, the front element (2) has a greater overall height (h2) than the crossmember (1), and the rear part (3a, 3b), which faces the crossmember, of the upper and lower wall regions of said front element are inclined from the horizontal towards the crossmember (1).

Abstract: An attachment assembly for a vehicle having a receiver for pulling an object or being pulled. The attachment assembly includes a support member for connection to the receiver and an attachment member connected to the support member to provide both pivotal and rotational movement.

Abstract: The present invention relates to a bumper reinforcement for vehicles having a fixing portion 11 to be fixed to a vehicle structural member at a part of the bumper reinforcement in a longitudinal direction. The bumper reinforcement is constituted by an integrally molded product obtained by deforming a hollow extruded product by plastic working. When the fixing portion 11 and vicinities thereof is defined as a reinforced portion 1, light-weighted portion 21s and 22 smaller in second moment of area and cross-sectional area than the reinforced portion 1 are provided at least part of a non-reinforced portion constituted by a portion other than the reinforced portion. This makes it possible to decrease the number of parts and trim the weight while securing strength.

Abstract: An energy absorbing extruded bumper for a vehicle is formed from a lightweight metal, preferably aluminum base alloy material. The extruded bumper includes an outer wall, an inner wall, a top wall connecting the outer and inner walls, and a bottom wall connecting the outer and inner walls. Extending between the outer and inner walls are two or more s-curved trigger stiffeners. The trigger stiffeners include an upper s-curved trigger stiffener connecting the outer and inner walls and a lower s-curved trigger stiffener connecting the outer and inner walls. The lower s-curved trigger stiffener is spaced apart from the upper s-curved trigger stiffener.

Abstract: In various embodiments, a structural body of a vehicle comprises: a hollow metal component comprising walls that define a channel, wherein the metal vehicle component has a metal component length, and wherein the metal vehicle component is selected from the group consisting of beam, rail, pillar, chassis, floor rocker, and cross-bar, combinations comprising at least one of the foregoing; and a plastic reinforcement having a honeycomb structure, wherein the plastic reinforcement is located in the channel. The metal component can be a portion of the structural body of the vehicle.

Abstract: An automotive impact absorbing member integrally formed of synthetic resin material having lengthwise shape that extends with a constant hollow cross section. The impact absorbing member includes: plate-shaped rib portions each extending in a direction perpendicular to an impact load input direction; and load transmitting portions connecting with rib portions at either widthwise end thereof for transmitting a widthwise direction component force of the impact load to the rib portions. At least one of the plate-shaped rib portions has a thin portion of minimum thickness dimension situated in a widthwise center section thereof, and has a pair of gradual change portions situated to either side of the thin portion in a width direction and which increase gradually in thickness dimension outwardly in the width direction.

Abstract: A roll formed step rail for a vehicle comprises an elongated rail body having two opposing edges which define a longitudinal channel. The channel receives a pinch clamp which is wider than the channel and has a fastening hole and an alignment means. The rail body is lowered onto the mounting surface of a mounting bracket adapted for rigid connection to a vehicle. The mounting surface defines another fastening hole and another portion of the alignment means. A fastener draws the pinch clamp and the mounting surface toward opposite sides of the opposing edges of the rail body. Because the pinch clamp spans the width of the channel and is aligned properly relative to the mounting surface, the rail body is secured between the clamp and the mounting surface by the tightened fastener.

Abstract: A strength member for an automobile body such as a side member or a pillar which has a bent portion which is bent two-dimensionally or three-dimensionally and which has an ultrahigh strength with a tensile strength exceeding 1100 MPa is provided. The strength member for an automobile body has a tubular body which has a closed cross section which does not have an outwardly-extending flange and which has a bent portion which is bent two-dimensionally or three-dimensionally, a portion to be cut or punched, and a portion to be welded.

Abstract: Embodiments of methods for attaching and upper bumper cover and a lower bumper cover to a vehicle comprise providing a vehicle body and a bumper fascia coupled to the vehicle body, attaching the upper bumper cover to the vehicle body at a position at least partially covering the bumper fascia, at a position above the bumper fascia, or combinations thereof, and attaching the lower bumper cover to the vehicle body at least partially cover the bumper fascia, wherein the lower bumper cover is coupled to and disposed underneath the upper bumper cover.

Abstract: 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.

Abstract: A vehicle bumper structure includes a pipe member that extends along the vehicle-width direction. A bumper shock absorbing member extends along the vehicle-width direction, and has a loading space in which the pipe member is placed. A fixing member has a first end portion which is fixed to a vehicle body and a second end portion to which the bumper shock absorbing member is fixed. A bumper cover may be provided on the outer side of the bumper shock absorbing member, and cover the bumper shock absorbing member, the pipe member, and the fixing member.

Abstract: A bumper beam has a bow-formed outer profile (14), that has a central flange (16) and two webs (15, 18) and is fastened in two crash boxes (12, 13) with its central flange facing away from the crashboxes. The outer profile has a cover (15) so that the bumper beam will have a closed profile. The cover (15) has a central flange (24) and two webs (25, 26). The webs (17, 18) of the outer profile (14) are joined in pairs with the webs (25, 26) of the cover (15), and the web height of the cover at its center is bigger than the web height of the outer profile (14) at its center.

Abstract: A parking bumper shell that can be easily filled with a heavy form-filling material (such as concrete) to form a parking bumper is provided. The parking bumper shell may be injection molded from durable, brightly-colored, UV- and weather-resistant plastic. Undercuts, such as in the form of a plurality of undercut wings or z-puller pins, may be disposed on the interior of the parking bumper shell's top and side walls to aid in holding the parking bumper shell and the heavy filling material together. The parking bumper shell may also include internally projecting hollow extensions that are adapted to receive anchoring posts. While the parking bumper shell is being filled, it may be placed in a rigid frame which helps the shell to keep its shape during filling. The parking bumper shells are light-weight, nestable, and do not require internal steel rebar reinforcement, thereby greatly reducing transportation costs.

Abstract: A B-shaped tubular reinforcement beam for vehicle bumper systems has a constant B section and longitudinal sweep. The tubular beam has a vertical cross section defining at least first and second tubes connected by a center web, and a front wall that extends across the tubes and the center web to define a channel. The channel has a depth dimension (D1) to the center web of about 15-30 mm, and preferably about 20 mm depth. The first and second tubes on their channel-side portion each include a section of wall defining a radius (R1) that is between about 15-30 mm, and preferably 25 mm.

Abstract: A B-shaped tubular reinforcement beam for vehicle bumper systems has a constant B section and longitudinal sweep. The tubular beam has a vertical cross section defining at least first and second tubes connected by a center web, and a front wall that extends across the tubes and the center web to define a channel. The channel has a depth dimension (D1) to the center web of about 15-30 mm, and preferably about 20 mm depth. The first and second tubes on their channel-side portion each include a section of wall defining a radius (R1) that is between about 15-30 mm, and preferably 25 mm.

Abstract: An energy management system comprising a longitudinally extending beam including a first beam portion and a second beam portion. A first one of the first beam portion and the second beam portion has a first face, a first side wall and a second side wall. A second one of the first beam portion and the second beam portion has a second face. The first side wall has a first U-shaped section spaced from the first face and the second side wall has a second U-shaped section spaced from the first face. The first side wall rolls to enlarge the first U-shaped section and the second side wall rolls to enlarge the second U-shaped section during an impact force directed against the first face of the first beam portion or the second face of the second beam portion.

Abstract: A single component bumper beam and lower frame midrail structure, is formed through a hydroforming process to create a uniform “B-shaped” cross-sectional configuration with internal crash triggers to enhance crash performance. The mounting legs of the integral bumper structure are formed with a reduced cross-section at the terminal ends thereof to facilitate insertion into lower frame midrails formed from a pair of horizontally disposed tubes. The terminal end portions of the mounting legs are formed with a longitudinally extending slot to receive a central co-joined wall member formed through the welding of the two vertically oriented tubular members in the lower frame midrails. The single component bumper and longitudinally extending mounting leg structure can be formed by welding together two vertically oriented tubes.

Abstract: A bumper absorber for protecting pedestrians (20) is formed into a W-shaped cross-sectional configuration, as taken along a direction which is orthogonal to a longitudinal direction of the bumper absorber. The W-shaped cross sectional configuration has portions in which a front notch portion (22), an upper rear notch portion (24), and a lower rear notch portion (26) overlap with one another in a vertical direction of a vehicle. Ribs (30) are formed respectively at the upper rear notch portion (24) and the lower rear notch portion (26), and a triangular notch (32) is formed from a vehicle rear side at each of the rib (30). Further, the ribs 30 are formed at the upper rear notch portion (24) and the lower rear notch portion (26) so as to be separated from each other at predetermined intervals in a longitudinal direction of the bumper absorber, namely, in a transverse direction of the vehicle. With this structure, a rise in impact load acting on a pedestrian who is hit by a bumper can be controlled.

Abstract: A bumper system includes a beam having mounts adapted for mounting the beam to a vehicle, and a thermoformed energy absorber positioned on a face of the beam for distributing impact energy prior to deformation of the beam. The bumper system further includes a fascia support having a first section with a rear concave surface matably engaging a front surface of the energy absorber and a second section with fascia attachment structure adapted for securing a fascia to the fascia support in a supported position. By constructing different fascia supports, different fascia can be supported on the same beam and energy absorber combination, thus saving tooling costs and reducing the number of different parts that must be inventoried.

Abstract: A vehicle bumper is disclosed that includes a first vehicle mounting member, a second vehicle mounting member and an elongated energy absorbing structure. The first and second vehicle mounting members are configured to be attached to a vehicle at horizontally spaced apart locations and to support the vehicle bumper. The elongated energy absorbing structure is movably attached to both of the vehicle mounting members to linearly deform and torsionally deform with respect to the mounting members in response to a vehicular impact. The vehicle bumper absorbs energy linearly and torsionally in response to vehicular impact.

Abstract: An article comprises a plurality of auxetic structures wherein the auxetic structures are of size greater than about 1 mm. The article also comprises at least one cell boundary that is structurally coupled to the auxetic structures. The cell boundary is configured to resist a deformation of the auxetic structures. An automotive energy absorber comprises a plurality of auxetic structures wherein the auxetic structures are of size greater than about 1 mm.

Abstract: A formed beam for use as a vehicle bumper having an elongated body exhibiting front and rear opposing surfaces and top and bottom surfaces interconnecting the front and rear surfaces, such that the beam defines a swept shape between first and second opposite ends. A plurality of spaced apart and transverse extending beads are formed upon the top extending surface of said beam and at least a portion of one of the front and rear surfaces are inwardly displaced relative to each other and during formation of an arcuate profile to the beam, and such that the front and rear surfaces exhibit at least partially non-parallel surfaces.

Abstract: A bumper beam is formed from a tailor welded blank with thinner gage sheet metal laser welded to thicker gage sheet metal at opposing sides thereof. The tailor welded blank is then formed into a bumper beam having a uniform B-shaped cross-sectional configuration from one terminal end to the other. Each fore-and-aft extending wall of each cell of the B-shaped cross-sectional configuration is formed with first and second hinges at a bend line between substantially horizontal portions of the wall and an intermediate transitional portion such that the horizontal portions are at different vertically spaced positions. Upon receipt of an impact, the first hinges bend into the corresponding cell while the second hinges bend outwardly. The second hinges on the corresponding inner walls of the two cells contacting upon deep collapse to enhance energy absorption.

Abstract: A bumper beam assembly for a vehicle comprises a bumper beam having at least two round pipes, a bracket, first and second support members, first and second side frames, and a bracket formed into a rounded shape to match the external shape of the round pipes. The round pipes are arranged vertically and the sum of the diameters of the round pipes is smaller than the height of the bumper beam. The first and second support members have arc-shaped recesses which conform to the external shape of the round pipes and support the round pipes to connect the side frame to the round pipes, and one of the round pipes is positioned below a central point of the first and second side frames, and one of the round pipes is positioned above the central point.

Abstract: A back beam structure of an automobile bumper in which the back beam is shaped to have the predetermined spaces respectively on top and bottom by bending one panel many times so that both ends of the panel meet at the front center of the back beam. The ends of the panel meeting at the front center of the back beam are bent to a round shape so that they contact the inner surface of the rear side of the panel. Multiple brackets are installed in intervals connecting the upper and lower parts of the back beam at the front side of the back beam.

Abstract: A vehicle bumper (20) integrates rigid and flexible components into a single co-injection molded structure. In a preferred embodiment, a flexible fascia (58) is provided with integrated rigid fastener brackets (62, 66, 70, 71), energy absorption structure and head lamp brackets and housings (62). A method for manufacturing such a bumper provides for the injection of two different plastic materials during the same molding process. The flexible plastic material first injected into the mold. Then, the rigid plastic material is injected at gates located where the rigid material is desired. In one embodiment, the rigid material is completely contained within the flexible material. The rigid material may be either a higher stiffness plastic or a fiber reinforced plastic.