Abstract: A tunable knee blocker energy absorption system for a vehicle having an instrument panel, a structural cross-car member, and an occupant protection device includes a left energy absorption (EA) bracket configured to couple to the structural cross-car member and including a left lower EA bracket, a left upper EA bracket, and a left EA bridge. A right EA bracket is configured to couple to the structural cross-car member and includes a right lower EA bracket and a right upper EA bracket. The left EA bracket and the right EA bracket are distinct from each other to manage a non-uniform load path of occupant femurs into the instrument panel and alter the kinematic response of the occupant back to a uniform presentation to the occupant protection device.

Abstract: A structural panel joining part for a vehicle having an underbody hold-down panel, a floor panel, a dash panel, and a cowl side panel includes an underbody coupling first portion configured to couple to at least one of the underbody hold-down panel and the floor panel, a dash panel coupling second portion configured to couple to the dash panel, and a cowl side coupling third portion configured to couple to the cowl side panel. The structural panel joining part maintains structural integrity between the underbody hold-down panel, the floor panel, the dash panel, and the cowl side panel to provide structural reinforcement during small overlap rigid barrier impacts to facilitate reducing structural intrusion into an occupant compartment of the vehicle.

Abstract: A control arm includes a wheel side end, a body side end, a first connecting member extending between the wheel side end and the body side end, a second connecting member extending between the wheel side end and the body side end, and having a reduced section portion, and a fracture zone extending through the first and second connecting members in a substantially fore-aft direction of the vehicle, the reduced section portion being within the fracture zone. A thickness of the reduced section portion is tunable to establish a controlled fracturing during a small overlap rigid barrier impact event where: (i) an initial fracture of the first connecting member occurs within the fracture zone, and (ii) a secondary fracture of the second connecting member occurs within the fracture zone at the reduced section portion, to thereby provide a desired rearward trajectory of the wheel assembly during the impact event.

Abstract: A structural small overlap rigid barrier (SORB) joining bracket for a vehicle having an underbody hold-down assembly, a cowl side assembly, and a body mount assembly configured to connect a vehicle body to a vehicle frame includes a cowl side coupling first portion configured to couple to the cowl side assembly, and an underbody coupling second portion configured to couple to the underbody hold-down assembly and the body mount assembly. The SORB joining bracket couples and maintains structural integrity between the underbody hold-down assembly and the cowl side assembly, and couples with the body mount assembly to increase vehicle load capacity by providing a direct load path into the frame of the vehicle. A frame extension tube assembly creates additional strength and stiffness via stack-up with the SORB joining bracket.

Abstract: A tunable knee blocker energy absorption system for a vehicle having an instrument panel, a structural cross-car member, and an occupant protection device includes a left energy absorption (EA) bracket configured to couple to the structural cross-car member and including a left lower EA bracket, a left upper EA bracket, and a left EA bridge. A right EA bracket is configured to couple to the structural cross-car member and includes a right lower EA bracket and a right upper EA bracket. The left EA bracket and the right EA bracket are distinct from each other to manage a non-uniform load path of occupant femurs into the instrument panel and alter the kinematic response of the occupant back to a uniform presentation to the occupant protection device.

Abstract: A control arm includes a wheel side end, a body side end, a first connecting member extending between the wheel side end and the body side end, a second connecting member extending between the wheel side end and the body side end, and having a reduced section portion, and a fracture zone extending through the first and second connecting members in a substantially fore-aft direction of the vehicle, the reduced section portion being within the fracture zone. A thickness of the reduced section portion is tunable to establish a controlled fracturing during a small overlap rigid barrier impact event where: (i) an initial fracture of the first connecting member occurs within the fracture zone, and (ii) a secondary fracture of the second connecting member occurs within the fracture zone at the reduced section portion, to thereby provide a desired rearward trajectory of the wheel assembly during the impact event.

Abstract: A structural panel joining part for a vehicle having an underbody hold-down panel, a floor panel, a dash panel, and a cowl side panel includes an underbody coupling first portion configured to couple to at least one of the underbody hold-down panel and the floor panel, a dash panel coupling second portion configured to couple to the dash panel, and a cowl side coupling third portion configured to couple to the cowl side panel. The structural panel joining part maintains structural integrity between the underbody hold-down panel, the floor panel, the dash panel, and the cowl side panel to provide structural reinforcement during small overlap rigid barrier impacts to facilitate reducing structural intrusion into an occupant compartment of the vehicle.

Abstract: A structural small overlap rigid barrier (SORB) joining bracket for a vehicle having an underbody hold-down assembly, a cowl side assembly, and a body mount assembly configured to connect a vehicle body to a vehicle frame includes a cowl side coupling first portion configured to couple to the cowl side assembly, and an underbody coupling second portion configured to couple to the underbody hold-down assembly and the body mount assembly. The SORB joining bracket couples and maintains structural integrity between the underbody hold-down assembly and the cowl side assembly, and couples with the body mount assembly to increase vehicle load capacity by providing a direct load path into the frame of the vehicle. A frame extension tube assembly creates additional strength and stiffness via stack-up with the SORB joining bracket.

Abstract: A vehicle front structure includes side rails, rail tips, and a tension member. The side rails extend longitudinally in a front portion of the vehicle on left and right sides of a central longitudinal axis of the vehicle. The rail tips have a plurality of flat walls that define a hollow polygonal body disposed about a tip axis. The rail tips have proximal and distal ends. The proximal end is fixedly coupled to a forward terminal end of the side rail inboard of an outer quarter of a total vehicle width. The rail tip extends outboard and forward such that the distal end is disposed within the outer quarter. The flat walls have a forward wall thickness that is less than a rearward wall thickness. The tension member is fixedly coupled to the distal ends and spans laterally therebetween.

Abstract: A vehicle front structure includes side rails, rail tips, and a tension member. The side rails extend longitudinally in a front portion of the vehicle on left and right sides of a central longitudinal axis of the vehicle. The rail tips have a plurality of flat walls that define a hollow polygonal body disposed about a tip axis. The rail tips have proximal and distal ends. The proximal end is fixedly coupled to a forward terminal end of the side rail inboard of an outer quarter of a total vehicle width. The rail tip extends outboard and forward such that the distal end is disposed within the outer quarter. The flat walls have a forward wall thickness that is less than a rearward wall thickness. The tension member is fixedly coupled to the distal ends and spans laterally therebetween.

Abstract: A vehicle front structure includes side rails, rail tips, and a tension member. The side rails extend longitudinally in a front portion of the vehicle on left and right sides of a central longitudinal axis of the vehicle. The rail tips have a plurality of flat walls that define a hollow polygonal body disposed about a tip axis. The rail tips have proximal and distal ends. The proximal end is fixedly coupled to a forward terminal end of the side rail inboard of an outer quarter of a total vehicle width. The rail tip extends outboard and forward such that the distal end is disposed within the outer quarter. The flat walls have a forward wall thickness that is less than a rearward wall thickness. The tension member is fixedly coupled to the distal ends and spans laterally therebetween.

Abstract: A vehicle front structure includes side rails, rail tips, and a tension member. The side rails extend longitudinally in a front portion of the vehicle on left and right sides of a central longitudinal axis of the vehicle. The rail tips have a plurality of flat walls that define a hollow polygonal body disposed about a tip axis. The rail tips have proximal and distal ends. The proximal end is fixedly coupled to a forward terminal end of the side rail inboard of an outer quarter of a total vehicle width. The rail tip extends outboard and forward such that the distal end is disposed within the outer quarter. The flat walls have a forward wall thickness that is less than a rearward wall thickness. The tension member is fixedly coupled to the distal ends and spans laterally therebetween.