Abstract: The present invention provides a bumper reinforcement comprising a body having a upper plate, a front plate connected with a front end of the upper plate and extended downward, and a lower plate connected with a lower end of the front plate; towers, each of which including a base plate provided in a rear part thereof to be mounted on a body frame of a vehicle and a lateral plate formed at one end of the base plate to be connected to the body; and a connecting part to connect the body and the towers, wherein the front plate of the body has a upper part, a lower part and a middle part, and the connecting part comprises parallel parts to connect the upper and lower parts of the front plate of the body with a front end of the lateral plate of the tower, and a slant part to connect the middle part of the front plate of the body with a rear end of the lateral plate of the tower.

Abstract: A tubular bumper beam includes mounts for mounting to a vehicle frame and a crush cone in front of each mount. Each crush cone includes a flange engaging a front wall of the beam and includes a tube section extending through the front wall into engagement with a rear wall of the beam. A thermoformed energy absorber includes ridges engaging horizontal channels in the face and recesses receiving the flanges of the crush cones. The energy absorber is thermoformed to include crush boxes. At least two crush boxes include adjacent side walls having root sections bonded together near their base walls for increased strength. This is accomplished by scriving and cutting back a leading edge of one of the blade-shaped protrusions, such that the scrived leading edge leaves the root regions exposed so that the root regions bond together while the plastic material is hot.

Abstract: A collision energy-absorbing device includes a body member connected between the frame assembly of a motor vehicle and a bumper beam. The body member collapses as the bumper beam and the frame assembly are moved relatively toward one another during a vehicle collision. The body member has a first telescoping portion and a second telescoping portion that are connected by a connecting portion. The telescoping portions have different cross-sectional dimensions to enable the telescoping portions to move one within the other into collapsing telescoping relation as the body member collapses with the connecting portion being deformed and received between the telescoping portions. One or more protrusions extending from one of the telescoping portions interfere with relative movement of the other of the telescoping portions to retard movement of the telescoping portions into telescoping relation.

Abstract: An energy absorption impact system for vehicle bumpers and the like includes a mounting plate with a central opening therethrough, and a generally box-shaped sheet metal crush member. The crush member has a top wall, a bottom wall and opposite sidewalls arranged in a generally frustro-pyramidal shape, defining a large end connected with a vehicle bumper, and a small end connected with the mounting plate about the central opening. Impact on the vehicle bumper inelastically deforms the walls of the crush member toward the central opening in the mounting plate to absorb energy associated with the impact.

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 damping device used for motor vehicle safety, for damping the displacement of at least one part set in motion during a collision between a motor vehicle and an external object, the part being, for example, a bumper, a steering column or a bonnet of a motor vehicle, the device comprising an actuator that is able to displace a piston and is characterized in that it includes a wire having one end connected to a fixed portion of the vehicle, the actuator, which is secured to the part to be damped, interacting with the wire in order to retard and then stop the part.

Abstract: A bumper assembly (10) for an automotive vehicle is described. In an example embodiment, the assembly comprises a beam and a fascia at least partially covering the beam. The beam comprises at least one crush can (12).

Abstract: A vehicle bumper structure includes a cushioning member provided at a rear surface of a rear bumper beam. The cushioning member has upper and lower hollow protrusions of different protrusion lengths extending transversely of the vehicle along the rear surface of the rear bumper beam. The upper hollow protrusion, having a protruding length longer than the protruding length of the lower hollow protrusion, includes a protrusion top with a pair of right and left slit-shaped openings provided on right and left sides of a central portion for allowing easy buckling of the upper protrusion.

Abstract: An energy-absorbing system includes a tube made of a continuous material, such as heat-treatable steel. The tube has first and second ring sections connected by an intermediate section. In one aspect, the intermediate section is flared and/or pinched to cause one tube section to predictably telescopingly roll upon impact. In another aspect, one section is annealed to optimize elongation and yield properties to facilitate rolling upon impact. By this arrangement, upon the bumper system receiving a longitudinal impact, the first and second ring sections telescopingly collapse with a predictable and consistent rolling collapse. Methods related to the above are also disclosed.

Abstract: An energy absorbing assembly for a vehicle including an elongated crash box having ends with circular cross sections. One end of the crash box is received in a bumper beam and is friction welded to an inside surface of the beam. The other end of the crash box is friction welded to a bracket assembly.

Abstract: A bumper device, wherein the front wall part (5) and the rear wall part (6) of a bumper stay (4) disposed between a bumper reinforcement (2) and a side member (3) and connected to each other through a plurality of ribs (7, 8, 9,10), the inner and outer ribs (7, 8) diverge forward, a projected part (11) extending inward is provided on the inner rib (7), and the width dimension (11) of the front wall part (5) is formed larger than the width dimension (12) of the rear wall part (6), whereby the inner rib (7) of the plurality of ribs (side walls) disposed between the bumper reinforcement and the side member of a vehicle body to connect the front and rear walls of the bumper stay to each other can be prevented from being bent inward.

Abstract: An apparatus for controlling rigidity of a vehicle body includes a wall to which a collision load is imposed from its front end side, a base member disposed at a rear end side of the wall, a slide member having opposite top and bottom plates and one vertical plate contiguously extending between edges of the top and bottom plates, and actuators for establishing and releasing connection between the wall and the slide member. The top plate is disposed over a top end (upper end portion) of the wall, the bottom plate is disposed underneath a bottom end (lower end portion) of the wall, and the vertical plate is disposed at the front end of the wall. The slide member is slidable with respect to the base member in a collision. The actuators serve to establish the connection between the top end and the top plate and between the bottom end and the bottom plate.

Abstract: A deployable cellular structure providing impact energy absorption capability is disclosed. The structure may be packed when not in use and deployed automatically or manually to provide impact protection. The structure is useful in a variety of situations including vehicular protection of occupants, deployable highway safety barriers, and aviation emergency safety devices.

Abstract: A bumper apparatus for a vehicle includes a bumper reinforcement extending in a vehicle width direction and a bumper stay fastened to one side of the bumper reinforcement and including a body extending in a front-rear direction of a vehicle and a first plate fastened to one end of the body. The first plate includes a contacting surface portion provided along the bumper reinforcement, a slanting surface portion branching from the bumper reinforcement, a first flange portion extending outside the body of the bumper stay, and second flange portions provided at both side ends of the first plate contacting with side surfaces of the body of the bumper stay.

Abstract: A body frame of a vehicle for securing, in control of buckling, necessary strength without increasing the size of the frame member, and for reducing impact deceleration produced at the start of buckling. The body frame of has a frame member provided in one of a front portion and a rear portion of the vehicle; and a load imposing device, provided at an end of the frame member, for imposing a load on the frame member toward at least two opposite directions which are substantially perpendicular to a longitudinal direction of the frame member, when impact on the frame member is anticipated or imposed. The load imposing device may have a member made of a shape memory alloy.

Abstract: An impact absorber for a vehicle includes an outer body including a cavity having an axis, and an inner body situated partially within the cavity for relative movement into the cavity when the absorber is subjected to an impact. The inner body has at least one lateral protrusion. A number of deformable units are located in the outer body at different positions along the cavity. The deformable units partially protrude into the cavity for successive engagements and deformations, one unit after another unit, along the cavity, by the protrusion of the inner body moving into the outer body, thereby absorbing the energy of an impact in different stages. Each deformable unit includes a rigid ball protruding into the cavity and a deformable plate fixed behind the ball.

Abstract: A truck mounted attenuator includes an interface structure comprising a pivot mount at a first location and a bearing surface at a second location vertically spaced from the first location. The pivot mount is adapted to be pivotally mounted to a pivotable truck component and the bearing surface is adapted to slidably engage an understructure of the truck. A backup structure is pivotally mounted to the interface structure at a third location and is engaged with the interface structure at a fourth location spaced from the third location. A crash cushion is supported at least in part by said backup structure. This crash cushion can be implemented as described in detail below to provide carefully tailored decelerating loads on the impacting vehicle. In other aspects, a truck outfitted with an impact attenuator and a method for mounting a truck mounted attenuator on a truck are also provided.

Abstract: A bumper assembly (20) for an automotive vehicle is described. In an example embodiment, the assembly comprises a beam (24) and an injection molded energy absorber (22) secured to the beam. The energy absorber comprises at least one crash can (62). The assembly further comprises a fascia (26) for covering the beam and the energy absorber.

Abstract: A motor-vehicle bumper assembly has a transverse rigid and U-shaped rail having an inner wall closely juxtaposed in a normal motor-vehicle travel direction with a frame of a motor vehicle, an outer wall spaced farther from the frame than the inner wall, and a horizontal wall extending between the inner and outer walls. Two crush cans spaced transversely apart support the rail on the motor-vehicle frame. Each can has a first U-section element extending in the direction and having an inner end fixed to the frame and an outer end fixed to the inner rail wall and a second U-section element nested with and mostly vertically offset from the respective first element and having an inner end fixed to the frame and an outer end extending past the inner rail wall. An outer mounting plate is fixed to the second-element outer end and to the outer rail wall.

Abstract: In a vehicle with a bumper which is attached to the vehicle transverse to the longitudinal direction of the vehicle via a deformation element, the deformation element exhibits two first side walls that are spaced apart, and are joined to second side walls that are spaced apart. The first and second side walls have first and second grooves that run transverse to the longitudinal direction of the vehicle and are arranged in pairs opposite each other, each in a common plane. The first grooves extend over the whole breadth of the first side walls and the second grooves extend over only a middle part of the second side walls leaving a region free at both edges. The first grooves are arranged in pairs in first planes and the second grooves are arranged in pairs in second planes situation between two subsequent first planes.

Abstract: A truck mounted attenuator (TMA) is constructed to minimize length during use in a horizontal position and height in a vertical transport position, as well as to minimize wind resistance and buffeting at highway speeds. A modular construction is employed, so that only damaged portions of the TMA can be removed and replaced in the field after a vehicle impact. The TMA comprises a plurality of outwardly curved tubular structural members which are designed to buckle upon application to the TMA of forces resulting from vehicular impact. The rigid tubes buckle at a high initial force, then proceed to crush at a lower force once the sides have buckled outwardly sufficiently to protect vehicle occupants during the critical first two feet of travel after impact. This design also provides increased protection for errant vehicles which impact the TMA device from an angle (i.e. “coffin corner” impact).

Abstract: A flange connection between a longitudinal beam of a vehicle as a first component and a carrier element, which can be mounted to it, as a second component, whereby a flange plate operatively mounted to either the first or second component and a counter flange plate operatively mounted to the other of the first or second component. To hold the flange plate tight to the counter flange plate, a wedge effect is used. A connection bolt having a wedge slope protrudes from the flange plate, wherein the wedge slope extends in a cross direction. The counter flange plate has a feed-through opening for the connection bolt, and wherein a locking component is placed at its inner side. In the connected position, the locking component surrounds the locking bolt and establishes a wedge surface that interacts with its wedge slope. Furthermore, the locking component exhibits at a side opposite the wedge surface, a clamping screw that can be tightened against the connection bolt.

Abstract: The bumper system is used on a motor vehicle and generally includes a bumper beam and an energy-absorbing bracket connected to the bumper beam. The bracket includes a hollow energy-absorbing body having a first end and a second end. The bracket body may be saddle-shaped between the first and second ends. The bracket body deforms during a collision involving the motor vehicle. In another embodiment, the bracket body may have a first cross sectional shape at the first end that transitions to a second cross sectional shape at the second end. The second shape may be different from the first shape, or be similar to the first shape, but be, for example, rotated about 90° from the first shape. The first shape may be elongated along a first axis and the second shape elongated along a second axis rotated about 90° from the first axis.

Abstract: A bumper structure comprise a bumper reinforcement, a bumper fascia extending along and located in front of the bumper reinforcement, and an impact absorber arranged between the bumper reinforcement and the bumper fascia. The bumper reinforcement extends in a lateral direction of a vehicular body and attached to the vehicular body. The bumper reinforcement has a front surface, stepped or tapered in shape, so that the bumper reinforcement retreats at a lower portion thereof more than at an upper portion thereof. The impact absorber has upper and lower portions so that the lower portion thereof is longer and stronger than the upper portion thereof. The impact absorber has a rear surface, stepped or tapered in shape, such that the rear surface of the lower portion projects toward the bumper reinforcement with respect to the rear surface of the upper portion so as to face the front surface of the bumper reinforcement.

Abstract: A shock absorber capable of preventing the collapse or deformation of a vehicle body member when a local load applied to a bumper, without being influenced by the arrangement and construction of the vehicle body member. The shock absorber comprises a multi-diameter stepped tube having different diameter tube portions integrally formed by partially reducing or partially enlarging a straight tube that can be plastically deformed through a stepped portion connecting those tube portions under installation of which a smaller-diameter tube portion connecting to the bumper and of which a larger-diameter tube portion connecting to the side member, a mounting part having a quadrilateral shape with a diagonal length of which is longer than the diameter of the larger-diameter tube portion and positioned at a front end of the side member, and load transmission members fixed between an outer side surface of the larger-diameter tube portion and the mounting part.

Abstract: In order to prevent a rear bumper from penetrating in the event of a crash so far into the vehicle body that a rear flap can no longer be operated, a so-called supporting element is arranged within the bumper in the area of the longitudinal center plane of the vehicle and/or at the ends, which supporting element constructs the bumper in a rigid manner in this area.

Abstract: A vehicle mounted crash attenuator includes first and second bays mounted together at a rotational joint. One or more hydraulic cylinders are mounted between the bays to move the second bay between a deployed position, in which the first and second bays are aligned horizontally, and a retracted position, in which the second bay is rotated about the rotational joint by a rotation angle greater than 90° from the deployed position. In this way, the second bay is raised above the first bay, and the overall length of the crash attenuator is shortened, all without excessively increasing the overall height of the crash attenuator.

Abstract: The modular front end forms the front portion of a motor vehicle. The modular front end includes a bulkhead defining a plurality of integrally formed attachment mounts. A drive train assembly carrying at least an engine of the motor vehicle is attached to the bulkhead at the attachment mounts. A crash energy absorption assembly is attached to the attachment mounts on the bulkhead and generally extends around the drive train assembly. An apron assembly is attached to the bulkhead at the attachment mounts and is generally positioned above the drive train assembly and crash energy absorption assembly.

Abstract: A tow nut for a vehicle bumper assembly having an engagement portion by which a tow eye may be connected thereto and an attachment portion by which the tow nut may be attached to the assembly, characterized in that the tow nut is provided, between the engagement and attachment portions, with a zone of weakness whereby relative movement between the engagement portion and the assembly is permitted, under an impact condition.

Abstract: An energy-absorbing bumper with a structural part of foam material or the like which is arranged underneath an outer skin or shell, supports the outer skin or shell in a flexible manner and is arranged between a collision contact zone of the outer skin or shell and a rear side of the bumper.

Abstract: A bumper system for vehicles includes a tubular beam having front, top, bottom, and rear walls, and further having open tubular ends. The bumper system further includes a pair of mounting brackets each attached to the rear wall and extending around the associated ends and forwardly to a location where it attaches to the front wall of the one end. One or more crush initiating apertures are formed in one or more of the walls of the ends of the beam to provide more controlled energy absorption upon corner impost so as to reduce or better control damage to the vehicle's frame.

Abstract: An impact energy transmitting arrangement (10) for transmitting energy, which arises during impact between a vehicle (12) on which the arrangement (10) is mounted and a foreign body, to a vehicle structure (14). The arrangement includes first means (18) displaceable in a first direction, and second means (20) adapted for co-operation with the first means. The first and second means are operable such that the arrangement, below a first predetermined value of a parameter representative of the energy to be transmitted, presents a first resistance-to-displacement value and, above the first predetermined value, presents a second resistance-to-displacement value. The first resistance-to-displacement value is greater than the second resistance-to-displacement value. In this manner, a bumper assembly which is stiff at very low speeds is rendered less stiff at higher speeds which otherwise could cause injury to pedestrians.

Abstract: A protective structure for vehicles that uses at least one front cross member (17A), flat or shaped, made of metal or plastic, featuring at least one first absorber element or buffer (16), connected externally after the cross member (17A), and/or at least one second absorber element (25), positioned internally, in order to increase energy absorption during impact with respect to traditional structures. The structure can incorporate one or more buffers (16) designed, in particular, to absorb impact between vehicles and pedestrians (so-called pedestrian impact).

Abstract: A shock absorber as being of a bumper supporting member and a shock absorber as being of a side member, which retain the sinking motion of a smaller-diameter tube portion into a larger-diameter tube portion even if an impact is applied at a larger angle obliquely of an axial direction, thereby to achieve the absorption of the impact energy by a plastic deformation. A plastically deformable straight tube is partially reduced or partially enlarged to form a smaller-diameter tube portion and a larger-diameter tube portion, which join to each other through a step portion. The step portion is formed by joining a folded-back portion of the smaller-diameter tube portion and a folded-back portion of the larger-diameter tube portion, which have circular arc-shaped sections having arcuate angles more than 90 degrees.

Abstract: The deformation element (1) of a rail-borne vehicle is disposed in the region of at least one deformation zone (3) located on the end side of the vehicle, wherein the deformation element (1) is formed as a tubular hollow box (6) with at least one sidewall (9) of the deformation element (1) being formed with a polygonal cross-section comprises an inwardly directed indentation (4), wherein the indentation (4) is provided on the longitudinal-side end region of the deformation element (1) remote from the rail-borne vehicle underframe (2).

Abstract: A truck mounted attenuator includes an interface structure comprising a pivot mount at a first location and a bearing surface at a second location vertically spaced from the first location. The pivot mount is adapted to be pivotally mounted to a pivotable truck component and the bearing surface is adapted to slidably engage an understructure of the truck. A backup structure is pivotally mounted to the interface structure at a third location and is engaged with the interface structure at a fourth location spaced from the third location. A crash cushion is supported at least in part by said backup structure. This crash cushion can be implemented as described in detail below to provide carefully tailored decelerating loads on the impacting vehicle. In other aspects, a truck outfitted with an impact attenuator and a method for mounting a truck mounted attenuator on a truck are also provided.

Abstract: A crush rail or other structural member of a vehicle is provided with crush triggers. The crush triggers are formed by heating localized areas of the crush rail or other part and allowing them to cool slowly to provide increased ductility and reduced strength in a localized region. The crush rail is designed to collapse in a series of convolutions in a regular and repeated pattern. Crush triggers may be provided on body pillars, steering columns, drive shafts, engine support cradles, and other parts of a vehicle. A plurality of crush triggers may be provided on a single structural member depending upon impact absorption requirements.

Abstract: In a vehicle with bumper which is attached to the vehicle transverse to the longitudinal direction of the vehicle via a deformation element (10) the deformation element (10) exhibits two first side walls (28, 30) that are spaced apart, and are joined to second side walls (40,42) that are spaced apart. The first and second side walls (28, 30, 40, 42) feature first and second grooves (48a,b, 50a,b; 50a,b, 54a,b) that run transverse to the longitudinal direction of the vehicle and are arranged in pairs opposite each other, each in a common plane. The first grooves (48a,b, 58a,b) extend over the whole breadth of the first side walls (28, 30) and the second grooves (52a,b, 54a,b) extend over only a middle part of the second side walls (40,42), leaving a region free at both edges. The first grooves (48a,b, 58a,b) are arranged in pairs in first planes and the second grooves (52a,b, 54a,b) are arranged in pairs in second planes situated between two subsequent first planes.

Abstract: A bumper system for vehicles includes a tubular beam having front, top, bottom, and rear walls, and further having open tubular ends. The bumper system further includes a pair of mounting brackets each attached to the rear wall and extending around the associated ends and forwardly to a location where it attaches to the front wall of the one end. One or more crush initiating apertures are formed in one or more of the walls of the ends of the beam to provide more controlled energy absorption upon corner impost so as to reduce or better control damage to the vehicle's frame.

Abstract: According to the current invention, a bumper apparatus for vehicle comprises a bumper reinforcement made of an extruded aluminum base alloy material being formed in cross-section having two separated vertical portions, an upper horizontal rib, an intermediate horizontal rib, and a lower horizontal rib provided therebetween, each end of the upper, intermediate and lower horizontal ribs are connected to upper portions, middle portions and lower portions of the vertical portions respectively. In this configuration, the thickness of the intermediate rib is thicker than the thicknesses of the upper rib and the lower rib to make the upper rib and the lower rib be buckled to deform earlier than the intermediate rib when load is applied to the bumper apparatus, and the thickness of the intermediate rib is not more than to make a strength of the bumper apparatus be over a vehicle body tolerable force.

Abstract: A motor-vehicle bumper assembly has a transverse rigid and U-shaped rail having an inner wall closely juxtaposed in a normal motor-vehicle travel direction with a frame of a motor vehicle, an outer wall spaced farther from the frame than the inner wall, and a horizontal wall extending between the inner and outer walls. Two crush cans spaced transversely apart support the rail on the motor-vehicle frame. Each can has a first U-section element extending in the direction and having an inner end fixed to the frame and an outer end fixed to the inner rail wall and a second U-section element nested with and mostly vertically offset from the respective first element and having an inner end fixed to the frame and an outer end extending past the inner rail wall. An outer mounting plate is fixed to the second-element outer end and to the outer rail wall.

Abstract: A shock absorber comprising a first collapsible shock absorbing part and a second shock absorbing part adapted to be compressed in an axial direction thereof inclined outward in the width direction of a vehicle. The first shock absorbing part has a structure of a basin-like truncated conical shape having a bead integrally formed therewith. The direction of the transmission of an impact force F is corrected by utilizing this first shock absorbing part to an axial direction of the second shock absorbing part, and the second shock absorbing part is thereby compressed in the axial direction without inclining the second shock absorbing part.

Abstract: Method and arrangement for providing an underrun protection arrangement for a vehicle (1) having a frame (3), an impact element (7) arranged in a position that corresponds to an anticipated stress from a force, F, in the event of a possible collision with another vehicle (2). At least one link element (8) is also included that is firmly connected to the impact element (7) and is fixed so that it can pivot in relation to the said frame (3). An energy-absorbing element (11) is provided that connects the impact element (7) to the frame (3) and which is designed to compress in the event of a pivoting movement on the part of the impact element (7). At least one locking element (10) is included that is designed to permit the pivoting movement only in the event of a stress acting on the impact element (7) with a force that exceeds a predetermined limit.

Abstract: An blow molded energy absorber for a front bumper system on automotive vehicles is a molded unitary structure having a crushable forward projecting portion adapted to crush upon impact and rearward portion for attachment to a vehicle.

Abstract: A shock absorber comprising a first collapsible shock absorbing part and a second shock absorbing part adapted to be compressed in an axial direction thereof inclined outward in the width direction of a vehicle. The first shock absorbing part has a structure of a basin-like truncated conical shape having a bead integrally formed therewith. The direction of the transmission of an impact force F is corrected by utilizing this first shock absorbing part to an axial direction of the second shock absorbing part, and the second shock absorbing part is thereby compressed in the axial direction without inclining the second shock absorbing part.

Abstract: A flange connection between the longitudinal beam of a vehicle as a first component (1) and a carrier element, which can be mounted to it, as a second component (2), exhibits a flange plate (3) at the one component and a counter flange plate (4) at the other component. For the purpose of holding together tight the flange plate (3) and the counter flange plate (4) by utilizing a wedge effect, a connection bolt (7) protrudes at the flange plate (3), whereby said connection bolt (7) exhibits a wedge slope (9), which stretches in the cross direction. The counter flange plate (4) exhibits a feed-through opening (12) for this connection bolt (7), and a locking component (15) can be placed at its inner side. In the connected position, this locking component (15) surrounds the locking bolt (7) and establishes a wedge surface (18) that interacts with its wedge slope (9).

Abstract: A bumper arrangement for a vehicle comprises a bumper beam (17) fastened in two crash boxes (11, 12). The bumper beam (17) has a U-profile with a central flange (18) and two webs (19, 20) and has its opening towards the vehicle. The central flange has a recess (21) that is shallow at the mountings to the crash boxes (11, 12) and deepens therebetween so that the bumper beam will be so stiff that it will transfer substantial force to both crash boxes also in an off-set crash. This design makes the width of the part of the bumper beam adjacent the vehicle small.

Abstract: In order to have an external force heading from the front toward the occupant received, a bumper member extending substantially along the length of the vehicle is disposed under or by the sides of the cabin (riding space). The shock absorbing members are connected at the rear ends of the bumper member. Even in the case of the vehicle in which it is difficult to dispose the shock absorbing member at the front portion of the vehicle within the range of the length of the vehicle for example, when an impact load is exerted to such a vehicle, the impact load may be efficiently absorbed. As a consequent the riding space for an occupant can be maintained. The shock absorbing body may be constructed of an upper shock absorbing member and a lower shock absorbing member. The upper and lower shock absorbing members may be formed of two types of members having different crushing features.

Abstract: An energy absorbing unit for use as a vehicle bumper having an upper zone and a lower zone wherein the upper zone comprises an inner relatively high density foam material for protecting a structural part of the vehicle by absorbing energy in a direction generally longitudinal of the vehicle and an outer relatively low density foam material for providing protection against impact for a body by absorbing energy during impact. The lower zone includes a foam material having a density intermediate that of the foam materials in the inner and outer areas of the upper zone.

Abstract: An energy absorber comprising a base and a plurality of recesses extending from the base. At least some of the plurality of recesses have a rim, a first wall extending between the base and the rim, a first floor, and a second wall extending between the rim and the first floor. At least some of the plurality of recesses are oriented such that their first and second walls are inclined respectively at angles alpha and beta to a major incident component of the impacting force, where alpha and beta lie between 1 and 45 degrees.