Stability of shock absorbing property of a shock absorber provided on a back surface of a door trim is improved. A shock absorber is attached on the back surface of the door trim, and absorbs impact applied to the door. A quadrangular tube element of the shock absorber has an end plate on a tube tip surface, and faces the back surface of the door trim. The quadrangular tube element has an approximate U shape in which three side surfaces are closed by an upper plate, a lower plate, and a front plate, and the remaining one side surface is opened.

A structural member 10 includes a hat member 1 and a closing plate 2. The length LY of the tubular portion formed by the hat member 1 and the closing plate 2 is 6 or more times the height H of a pair of side walls 11 and 12. Each of the side walls 11 and 12 includes a high-strength portion 11A or 12A and low-strength portions 11B or 12B. The high-strength portion has a yield strength not less than 500 MPa. The low-strength portions have a yield strength of 60 to 85% of that of the high-strength portion. Each high-strength portion extends a distance not less than ()H and not more than 3H as measured in the direction in which the ridges extend, and is provided such that the high-strength portions of the pair of side walls face each other. A pair of low-strength portions sandwich the associated high-strength portion.

A combined composite and metal energy absorber includes a composite structure and a first metallic tube with a first section and a second section, the first section being joined to the composite structure. The composite structure and the first metallic tube have a tailored crush profile to avoid premature crushing of any of the composite structure and the first metallic tube.

An impact absorber to be mounted between a vehicular panel and a vehicular interior part covering the vehicular panel from a vehicular interior side includes an opposite wall to be opposite the vehicular panel, outer walls extending from edges of the opposite wall toward a vehicular interior side, and an extended wall extending from the opposite wall toward the vehicular interior side and having a side edge connected to the one outer wall, and the extended wall having a thickness that is increased from a vehicular interior end thereof toward a vehicular exterior end thereof, and the extended wall having a cutout hole that is open toward a vehicular exterior side.

A fiber-reinforced resin load energy-absorber has: a multi-layer woven fabric or laminated woven fabric as a reinforcement base material; a resin as a matrix; slits; binding threads; and reinforcing members. The reinforcement base material has corners formed by bending said reinforcement base material. Slits are provided at least in the portions of the reinforcement base material that form the corners. The binding threads bind each of the woven fabric layers in the multi-layer woven fabric or laminated woven fabric. The binding threads are configured so as to bind each of the woven fabric layers when the multi-layer woven fabric or laminated woven fabric is divided in the thickness direction into at least two woven fabric layers. The reinforcing members are held inside the slits.

An energy absorber comprises a base having a weakened portion, a mounting aperture, and a connecting aperture. An energy absorber assembly includes the energy absorber, an anchor member extending through the connecting aperture, a mounting bracket including an aperture, and a fastener extending through the aperture of the mounting bracket and the mounting aperture of the energy absorber.

An energy-absorbing assembly for a vehicle includes a carrier plate and a plurality of discrete energy-absorbing elements. The carrier plate includes a first polymer and a first plurality of reinforcing fibers. The plurality of energy-absorbing elements each includes a second polymer and a second plurality of reinforcing fibers. The plurality of energy-absorbing elements is fixed to the carrier plate. Each energy-absorbing element of the first plurality of energy-absorbing elements includes an elongated hollow structure defining a longitudinal axis extending nonparallel to the carrier plate. Another energy-absorbing assembly includes a carrier plate and a plurality of discrete energy-absorbing elements. The carrier plate includes a first polymer and a first plurality of reinforcing fibers. The plurality of energy-absorbing elements each includes a second polymer and a second plurality of reinforcing fibers. Each energy-absorbing element includes a transverse wall and is fixed to the carrier plate.

A torque rod comprises: a first annular portion elastically connected to a first attachment member to be connected to a power unit; a second annular portion elastically connected to a second attachment member to be connected to a vehicle; a connection stay portion extending radially outward from an outer circumferential part of the second annular portion and connecting with an outer circumferential part of the first annular portion, and including an upper branch portion and a lower branch portion having lower bending strength than the upper branch portion; a wall portion connecting with the first annular portion and the connection stay portion, and forming a cavity to which part of the first annular portion is exposed; and a projection portion projecting in an axial direction of the first annular portion from a site of the first annular portion exposed to the cavity.

An impact absorbing member 10 able to secure absorption energy while lightening weight by absorbing the impact load applied in the axial direction by periodic buckling, wherein the impact absorbing member 10 is provided with a main body 20 comprised of metal sheet and having a polygonal shape in cross-section vertical to an axial direction and a center sheet 30 comprised of metal sheet and provided at a hollow part in the main body along the axial direction, the polygonal shape of the main body 20 includes a pair of long side (20a, 20b) facing each other, the center sheet 30 is joined to each of the long sides (20a, 20b) of the polygonal shape of the main body 20, and the sheet thickness t1 (mm) of the main body 20 and the sheet thickness t2 (mm) of the center sheet 30 satisfy 1.3t1t2.

To increase a compactness of damping systems intended to operate in the event of a dynamic landing of an aircraft, a damping system comprises a primary damper device and a secondary damper device. The primary damper device comprises at least one beam, each beam extending along a direction of a longitudinal axis. The damping system is configured so that at rest, the primary damper device has a stiffness greater than a stiffness of the secondary damper device in the direction of the longitudinal axis. When a force is applied to the damping system along the direction of the longitudinal axis, with a value less than a limit value, each beam remains in a compression state. When the force applied has a value greater than or equal to the limit value, each beam undergoes buckling and the secondary damper device undergoes elastic deformation.