Abstract: An energy dissipation system for a frame of a vehicle includes a frame rail including a crushable region and a non-crushable region. An energy dissipation device includes an energy transfer portion arranged partially in the crushable region and partially in the non-crushable region and configured to move in response to a vehicle impact on the frame rail. An energy dissipation portion is arranged within the non-crushable region, connected to the energy transfer portion. The energy dissipation device includes a first region connecting the energy dissipation portion to the non-crushable region, and a second region connecting the energy dissipation portion to the energy transfer portion. The first region of the energy dissipation portion is stiffer than the second region of the energy dissipation portion.

Abstract: An energy dissipation system for a frame of a vehicle includes a frame rail including a crushable region and a non-crushable region. An energy dissipation device includes an energy transfer portion arranged partially in the crushable region and partially in the non-crushable region and configured to move in response to a vehicle impact on the frame rail. An energy dissipation portion is arranged within the non-crushable region, connected to the energy transfer portion. The energy dissipation device includes a first region connecting the energy dissipation portion to the non-crushable region, and a second region connecting the energy dissipation portion to the energy transfer portion. The first region of the energy dissipation portion is stiffer than the second region of the energy dissipation portion.

Abstract: A vehicle having a structure is provided. The system includes a cradle mounted to the structure at a first position and a second position, the second position being spaced apart from the first position. A rear drive module is provided having a housing, the housing coupled to the cradle between the first position and the second position, the housing coupled to the cradle in at least two locations. At least one linkage is operably coupled to the housing on a first end and to the structure on a second end.

Abstract: A panel assembly includes a first panel and noise attenuation panel that is attached to the first panel. The noise attenuation panel includes a central portion having a length and a width. The central portion of the noise attenuation panel is spaced from the surface of the first panel by a gap distance to form a gas chamber between the surface of the first panel and the central portion of the noise attenuation panel. The panel assembly includes at least one wall structure that is disposed within the gas chamber. The wall structure extends between the central portion of the noise attenuation panel and the surface of the first panel, and includes a pattern that defines a fluid flow path through the gas chamber, which includes an effective length that is greater than both the length and the width of the central portion of the noise attenuation panel.

Abstract: A panel assembly includes a first panel defining a surface, and a boom attenuation panel. The boom attenuation panel includes a circumferential edge, and a central portion. The boom attenuation panel is attached to the surface of the first panel, along the circumferential edge of the boom attenuation panel. The central portion of the boom attenuation panel is spaced from the surface of the first panel a gap distance to form a gas chamber between the surface of the first panel and the central portion of the boom attenuation panel. The gas chamber contains a gas that is moveable within the gas chamber in response to wave-like motion of the first panel. Movement of the gas increases the effective acoustic mass of the boom attenuation panel, and damped the wave-like motion of the first panel, which operates to reduce noise generated from the wave-like motion of the first panel.

Abstract: A vehicle having a structure is provided. The system includes a cradle mounted to the structure at a first position and a second position, the second position being spaced apart from the first position. A rear drive module is provided having a housing, the housing coupled to the cradle between the first position and the second position, the housing coupled to the cradle in at least two locations. At least one linkage is operably coupled to the housing on a first end and to the structure on a second end.

Abstract: An upper strut assembly comprising a strut rod, a jounce bumper, a jounce bumper cup, and an upper strut mount attached to the strut rod by a fastener is disclosed. The strut rod extends about a vertical axis. The jounce bumper axially encompasses the strut rod. The jounce bumper cup includes an upper surface that is fixed about a top portion of the jounce bumper. The upper strut mount limits an anticipated peak force applied to the upper strut assembly.

Abstract: An upper strut assembly comprising a strut rod, a jounce bumper, a jounce bumper cup, and an upper strut mount attached to the strut rod by a fastener is disclosed. The strut rod extends about a vertical axis. The jounce bumper axially encompasses the strut rod. The jounce bumper cup includes an upper surface that is fixed about a top portion of the jounce bumper. The upper strut mount limits an anticipated peak force applied to the upper strut assembly.

Abstract: A device for curtailing electric demand is suitable as a tool for responding to the real-time pricing of electrical energy or for reducing demand during power shortages. The device (104) according to the present invention works in conjunction with an energy management system (40), which receives demand signals from an electric meter (24). Upon executing a curtailment command sent to the device (104) through a communications network (48, 50, 102), device intercepts and biases the signal going to the energy management system (40), which, in effect, coerces it to reduce the demand upon the meter (24) and upon the electric grid (20).