A structural member for a vehicle includes bumper stays having a tubular configuration and fixed to each of front ends of a pair of front side members included in a vehicle, and a tubular bumper beam provided with holes and into which the bumper stay is inserted. Each of the bumper stays includes a first shock absorbing portion and a second shock absorbing portion provided adjacent to the first shock absorbing portion on an outer side.

A method of manufacturing a unitary energy absorbing structure for a vehicle includes providing a first mold having a cavity receiving a first mandrel and a second mold having a cavity receiving a second mandrel. At least one mandrel segment is positioned in the first mold cavity and cooperates with the first mandrel. One or more layers of composite material at least partially cover the first mold cavity, first mandrel, at least one mandrel segment and second mold. The unitary structure is formed from the first layer, the second layer and the third layer of composite material with the first mandrel, the at least one mandrel segment and the second mandrel in the first mold and the second mold.

A method of manufacturing a unitary energy absorbing structure for a vehicle includes providing a first mold having a cavity receiving a first mandrel and a second mold having a cavity receiving a second mandrel. At least one mandrel segment is positioned in the first mold cavity and cooperates with the first mandrel. One or more layers of composite material at least partially cover the first mold cavity, first mandrel, at least one mandrel segment and second mold. The unitary structure is formed from the first layer, the second layer and the third layer of composite material with the first mandrel, the at least one mandrel segment and the second mandrel in the first mold and the second mold.

A vehicle-body structure of a vehicle of the present invention comprises a bumper support portion provided at a vehicle body of the vehicle to support to bumper, a connection portion connecting the bumper and the bumper support portion and supporting the bumper, and a slide allowance portion configured to allow the bumper to slide in a vehicle longitudinal direction relative to the bumper support portion when a longitudinal load having a specified magnitude or larger is applied to the bumper from a vehicle outside, wherein the connection portion is provided on an upper face of the bumper support portion, and the slide allowance portion is configured to allow the longitudinal sliding of the bumper independently from the supporting of the bumper by the connection portion.

A vehicle-body structure of a vehicle of the present invention comprises a bumper support portion provided at a vehicle body of the vehicle to support to bumper, a connection portion connecting the bumper and the bumper support portion and supporting the bumper, and a slide allowance portion configured to allow the bumper to slide in a vehicle longitudinal direction relative to the bumper support portion when a longitudinal load having a specified magnitude or larger is applied to the bumper from a vehicle outside, wherein the connection portion is provided on an upper face of the bumper support portion, and the slide allowance portion is configured to allow the longitudinal sliding of the bumper independently from the supporting of the bumper by the connection portion.

A vehicle body front structure includes front frames, first and second bumper beams, sub-frames, gussets, and load transmission members. The front frames extend in a front-rear direction. The first bumper beam is disposed in front of the front frames. The first bumper beam extends in a vehicle width direction. The sub-frames are disposed below the front frames. The sub-frames extend in the front-rear direction. The second bumper beam is coupled to front ends of the sub-frames. Ends of the second bumper beam protrude further outward than the first bumper beam. Each gusset is coupled to a corresponding one of ends of the second bumper beam and a corresponding one of intermediate portions of the sub-frames. The gussets transmit an impact load to the intermediate portions. The load transmission members are coupled to the sub-frames. The load transmission members are disposed on outer side surfaces of the front frame.

A crash box may include one or more layers arranged to absorb crash energy. In some embodiments, the crash box includes a first layer having an outer skin defining a periphery of the first layer and at least one of: 1) a rib and web structure, and 2) an array of tubes disposed within the outer skin for absorbing crash energy, and a second layer adjacent to the first layer, the second layer having an outer skin defining a periphery of the second layer and at least one of: 1) a rib and web structure, and 2) an array of tubes disposed within the outer skin for absorbing crash energy.

A crash box may include one or more layers arranged to absorb crash energy. In some embodiments, the crash box includes a first layer having an outer skin defining a periphery of the first layer and at least one of: 1) a rib and web structure, and 2) an array of tubes disposed within the outer skin for absorbing crash energy, and a second layer adjacent to the first layer, the second layer having an outer skin defining a periphery of the second layer and at least one of: 1) a rib and web structure, and 2) an array of tubes disposed within the outer skin for absorbing crash energy.

A motor vehicle deformation device has two elements moveable together in a collision event and optionally locked. A locking device has a first centrifugal lever pivotably mounted about a first pivot axis located on the first element, a first torsion spring operatively connected to the first lever, a first rolling surface and a first contact surface arranged distally to same, as well as an identically designed second centrifugal lever neighboring the first lever. In a low-speed collision, the two levers each swivel such that the two rolling surfaces are in contact with one another and the two contact surfaces each rest against a corresponding receiving surface on the second element. In a pedestrian accident situation, the two levers each swivel such that the two rolling surfaces are in contact with one another, while the first and second contact surfaces are at a distance from the second element.

A motor vehicle deformation device has two elements moveable together in a collision event and optionally locked. A locking device has a first centrifugal lever pivotably mounted about a first pivot axis located on the first element, a first torsion spring operatively connected to the first lever, a first rolling surface and a first contact surface arranged distally to same, as well as an identically designed second centrifugal lever neighboring the first lever. In a low-speed collision, the two levers each swivel such that the two rolling surfaces are in contact with one another and the two contact surfaces each rest against a corresponding receiving surface on the second element. In a pedestrian accident situation, the two levers each swivel such that the two rolling surfaces are in contact with one another, while the first and second contact surfaces are at a distance from the second element.