Abstract: In a frontal collision energy absorption structure for a vehicle (1) including a chassis frame (9), an engine mount bracket (27) is attached to a main frame (10) of the chassis frame (9) extending in a vehicle length direction, and is, in the vehicle length direction, apart from a connection part of the main frame (10) and a suspension tower (101), a connection part of the main frame (10) and a second cross-member (12) arranged apart from the suspension tower (101) in front thereof, and a connection part of the main frame (10) and a third cross-member (13) arranged apart from the suspension tower (101) in rear thereof.

Abstract: A B-pillar (12) for a vehicle is fastened between a roof member (13) and a sill member (15) of the vehicle. The pillar has a martensitic structure and the steel has an tensile strength of at least 1300 MPa. Close to the lower fastening portion (14) there is a soft portion (20) with a tensile strength of less than 800 MPa. This soft portion has a height of at least 30 mm, extend over less than ? of the pillar height, and is so positioned that the lower fastening portion is martensitic.

Abstract: A shock absorbing member is supported on a shock absorbing member support bracket fixed onto a floor tunnel sandwiched between left and right front seats. Therefore, it is possible to allow the front seats to interfere with the shock absorbing member so that the member can absorb collision energy at a time of a side collision of a vehicle. Because a lower portion of a front wall connected to an inverted-U-shaped inner face of the shock absorbing member is connected to an upper portion of a front wall of the shock absorbing member support bracket, the front wall of the shock absorbing member support bracket receives a load of the side collision in a shearing direction. Accordingly, it is possible to increase strength of the front wall of the shock absorbing member support bracket against the side collision, prevent the shock absorbing member from falling down sideways, and enhance the shock absorbing effect.

Abstract: An energy-absorbing device is provided that is mountable to an engine cradle of a vehicle. The device includes spaced-apart first and second plates having first and second plate lengths respectively, with the first plate length being less than the second plate length. A divider plate is positioned between the first and second plates. Opposing first and second side walls connect the first plate to the divider plate. The first and second side walls have first and second angled edges defining first and second incline angles, respectively, relative to the divider plate. The first and second incline angles are each less than 90 degrees. A distal portion of the device, at least partially defined by the first and second angled edges, is configured to provide lower resistance to an impact force relative to a proximal portion of the device, thereby providing progressive crush resistance.

Abstract: A positioning pin and a bolt hole positioned near this pin are provided at a plate-shaped rear-portion attachment face portion of a suspension cross member. A positioning hole having the positioning pin inserted thereinto and a bolt hole positioned near this positioning hole are provided at a tunnel frame on the side of a vehicle. The rear-portion attachment face portion and the tunnel frame are fastened by a bolt inserting into the bolt holes together with a nut. Accordingly, the support rigidity of the suspension cross member during the normal vehicle traveling can be secured and the smooth retreat of the power unit to restrain the collision load from having bad influence on passengers in the vehicle frontal collision can be achieved.

Abstract: A frontal structure is provided for a motor vehicle that includes, but is not limited to a support structure that can be connected to longitudinal members of a front frame, to which a cooling module is fastened with a retaining device, and a bumper cross member mounted ahead of the cooling module. The retaining device includes, but is not limited to at least two cooling module holders that are attached to a component selected from support structure and cooling module and which are provided with elongate recesses, in which retaining elements attached to the respectively other component are anchored. The retaining device is configured in such a manner that in the event of a backward yielding of the bumper cross member, a translational displacement of the cooling module in the direction opposite to the direction of travel is possible.

Abstract: A sub-frame mount for a suspension may include a frame structure having an upper plate and a lower plate, a front mounting portion provided at a front portion of the frame structure, and connected to a vehicle body through a first mount bolt, and a rear mounting portion provided at a rear portion of the frame structure, and connected to the vehicle body through a second mount bolt, wherein the respective rear mounting portion includes, a first hole formed at the upper plate, a second hole corresponding to the first hole and formed at the lower plate, width of the second hole corresponding approximately to the width of the body of the second mount bolt, and a third hole connected to the second hole so that a head of the second mount bolt can pass through the third hole.

Abstract: A member of a vehicle frame structure includes an extension portion that extends in a longitudinal direction and a kick portion positioned behind, and below the extension portion. Buckling lines are formed in parallel with each other in the extension portion, and each of the buckling lines is inclined such that a lower end is positioned ahead of an upper end in a side view. If a collision load is applied from a front side of a vehicle at the time of vehicle collision, the extension portion is deformed along the buckling lines, and a front end of the extension portion is displaced downward. Therefore, a vertical offset between the front end of the extension portion and the kick portion is reduced, thereby reducing a bending moment applied to the kick portion. Accordingly, the required yield strength of the kick portion can be set to a lower value.

Abstract: A vehicle structure arrangement includes a pressurizable reinforcement element that may be arranged interiorly a beam, such as an A-pillar to reinforce the beam. The reinforcement element may be a tubular element having a flexible wall portion, The tubular element may be adapted to be self-stiffened when in a pressurized active state. In the pressurized state, the material and dimension of the tubular element wall portion are adapted to withstand actual stresses along longitudinal direction of the wall portion. The reinforcement element may be activated by a pre-crash unit.

Abstract: A vehicle frame structure includes a central frame member, extending in a vehicle longitudinal direction at a central portion of a body frame. The central frame member includes a front end joined to a second front cross pipe, and a rear end joined to a second lower crossmember behind the second front cross pipe. When viewed from the side, the central frame member extends in a substantially straight line along with the left and right front reinforcing pipes. The front end portion of the central frame member is joined to the second front cross pipe at a position inwardly of a joint between the left front reinforcing pipe and the second front cross pipe, and inwardly of a joint between the right front reinforcing pipe and the second front cross pipe. Such frame structure lowers level of a center of gravity of the vehicle, and enhances rigidity.

Abstract: A reinforcement device for a vehicle is formed in a slender shape and comprises a medial region with a hydraulic damper. The damper generates a damping force against deformation in the longitudinal direction. The longitudinal direction is defined as a lateral direction of the associated vehicle body. The reinforcement device is removably mounted at both ends to a frame of the vehicle.

Abstract: A frontal collision energy absorbing structure includes a pair of left and right main frames. A front cross member and a rear cross member each connect the left and right main frames. A suspension tower and an engine mount bracket may each be attached to each main frame. Each front suspension tower is spaced out from the joint between the front cross member and the main frame. Each rear suspension tower is spaced out from the joint between the rear cross member and the main frame. Each of engine mount bracket is longitudinally spaced apart from the following joints: the front cross member and the main frame; the rear cross member and the main frame, and the suspension tower and the main frame.

Abstract: The invention relates to a safety system for motor vehicles having sensor devices for detecting an accident and an apparatus for reinforcing a carrying construction (1) of a motor-vehicle roof (6), in particular the A, B or C column of the motor vehicle, which protrudes beyond a lower edge of a window opening (4), in which an inflatable reinforcing element (2) is deployed which is fastened to the carrying construction (1) and can be filled with gas via a gas generator (3) if corresponding sensor data are present. The invention also relates to a carrying construction (1) per se.

Abstract: An impact-damping structure with crash boxes is provided with an extension of the ends of the chassis members of a vehicle to a transverse impact member. An extension pipe with a towing lug that aligns flush with the chassis member is arranged in a center of one of the crash boxes. The extension pipe is connected with the end of the chassis member via a spreading device of the crash box.

Abstract: A crash attenuator for decelerating an impacting vehicle includes a first end that can be releasably secured to a vehicle, and a second end that is longitudinally spaced from the first end. The second end includes an impact member that is movable in the longitudinal direction from a pre-impact position to an impact position. At least a pair of deformable attenuator members are spaced laterally and extend longitudinally between the first and second ends. At least a portion of the attenuators are bent in a non-outboard direction when the impact member moves from the pre-impact position to the impact position.

Abstract: A vehicle body rear part structure improved against rear-side collisions is disclosed. The rear part of a vehicle body includes left and right rear side frames; a front cross member and a rear cross member, both extending between the left and right rear side frames; and a bar and a bracket. The rear cross member has arm support parts for supporting lower arms of left and right rear suspensions on a center part which is lower than lateral ends of the vehicle body. The bar is curved in a convex manner toward the bottom of the vehicle body, and the bar connects center parts of the front and rear cross members together. The bracket mounts a rear end of the bar to the rear cross member while enclosing the rear end from the bottom of the vehicle body.

Abstract: Overlapping section (81) is constructed by positioning an inner side wall portion (78) of an outer impact absorbing section (63) closer to a longitudinal centerline (48) of a vehicle body than an outer side wall (33, 103) of a front side frame (11, 12; 91), so that a collision impact load can be transmitted to the outer side wall portion by way of the overlapping section. Inner impact absorbing section (62) projects forward by a greater length than an outer impact absorbing section (63). Thus, an airbag-deploying acceleration threshold value Gs is set within a range between an acceleration level when the inner impact absorbing section (62) alone is deformed by impact energy and an acceleration level when the inner and outer impact absorbing sections (62, 63) are deformed.

Abstract: Provided is a front structure of a vehicle 1, and the front structure includes a pair of side frames 2 and a first cross member 31. The pair of side frames 2 are disposed respectively on both sides of the vehicle in a vehicle-width direction and extend in a front-to-rear direction. The first cross member extends in the vehicle-width direction, and connects front-end portions 25 of the pair of side frames 2. Each of the front-end portions 25 of the side frames 2 includes a protruding portion 26 that extends frontwards integrally thereof beyond the first cross member 31. In the event of a frontal collision of the vehicle 1, the protruding portions 26 absorb the produced energy, so that the amount of deformation of portions respectively of the side frames 2 located at rear sides of the front-end portions 25 can be reduced.

Abstract: There is provided an underbody structure capable of exactly distributing and transmitting a front collision load to front and back skeleton portions of an underbody even in a case where the front collision load to be input from the front of a vehicle is concentrated on one side in a vehicle width direction. When a power unit 1 moves rearward due to an offset collision load of a right front face of a vehicle, a right connecting arm 7G of a sub-frame 7, an engine rear mount 7E, and right and left stoppers 7H and 7I receive an offset collision load from the power unit 1, thereby suppressing generation of an unintended rotative force in the power unit 1. The sub-frame 7 distributedly transmits an offset collision load to a rear portion 4A of a right front side member 4, and right and left tunnel reinforcements 5 and 5 mainly through four paths of a right beam 7D, a right load transmission beam 7J2, and right and left load transmission beams 7J3 and 7J4 of an intermediate portion.

Abstract: A structure reduces impact force incurred when a structural body located forward of the vehicle interior comes toward the vehicle interior. The structure includes a pressing mechanism arranged forward of the vehicle interior. The pressing mechanism applies a pressure downwardly to the structure in order to restrict the structure from entering into the vehicle interior. The structure further includes a drive member to drive the pressing mechanism in the case of emergency.

Abstract: A frontal structure is provided for a motor vehicle. The frontal structure includes, but is not limited to a support structure, to which a radiator is fastened and on which a bumper girder is mounted in front of the radiator in such a manner that it yields backward toward the radiator in case of an impact. The fastening of the radiator to the support structure is formed by a frame, in which the radiator is retained and which is in turn anchored to the support structure via connection elements which detach if a maximum force is exceeded. The frame is adapted to the form of the bumper girder and the radiator to come into contact with the bumper girder earlier than the radiator in case of yielding backward of the bumper girder.

Abstract: A positioning pin and a bolt hole positioned near this pin are provided at a plate-shaped rear-portion attachment face portion of a suspension cross member. A positioning hole having the positioning pin inserted thereinto and a bolt hole positioned near this positioning hole are provided at a tunnel frame on the side of a vehicle. The rear-portion attachment face portion and the tunnel frame are fastened by a bolt inserting into the bolt holes together with a nut. Accordingly, the support rigidity of the suspension cross member during the normal vehicle traveling can be secured and the smooth retreat of the power unit to restrain the collision load from having bad influence on passengers in the vehicle frontal collision can be achieved.

Abstract: A motor vehicle front structure is provided with at least one front frame having two side members and an impact cross member structure. Two crash boxes are fixed between the respective front end of the side members and the impact cross member structure. Each of the crash boxes includes, but is not limited to a first and a second leg that are jointly fixed to the front end of each side member and in the shape of a V in the direction of the impact cross member structure turn into ends spread from each other The spread ends are fixed on end regions of the impact cross member structure.

Abstract: A motor vehicle front structure is provided with at least one front frame having two side members and an impact cross member structure. Two crash boxes are fixed between the respective front end of the side members and the impact cross member structure. Each of the crash boxes includes, but is not limited to a first and a second leg that are jointly fixed to the front end of each side member and in the shape of a V merge with ends spread from each other in the direction of the impact cross member structure. The spread ends are fixed on end regions of the impact cross member structure. A connecting structure with honeycomb construction is arranged between the legs.

Abstract: A vehicle front end structure is provided with a vehicle body frame forming a frontward portion of a vehicle, a longitudinal acceleration sensor, a frontward vehicle component, a rearward extending part and a bracket. The frontward vehicle component is disposed to protrude farther forward than the vehicle body frame. The rearward extending part is connected to the frontward vehicle component and extends to a rearward position of the vehicle body frame. The bracket fixes the rearward extending part to the vehicle body frame at a connection area such that the rearward extending part is located farther rearward than the connection area of the vehicle body frame, with the bracket being constructed such that the rearward extending part releases from the vehicle body frame when a force acts to move the frontward vehicle component and the rearward extending part rearward.

Abstract: A deflector device for motor vehicles, the front part of the chassis which comprises a left-hand and right-hand longitudinal beam, arranged before a front wheel and configured by a deflector that projects from the longitudinal beam in a substantially horizontal manner and backward at an angle to protect said front wheel in the case of a collision. The deflector device prevents the vehicles from being caught and being pushed off the road in the event of a partially overlapping frontal collision. The deflector device comprises a deflection element which can be longitudinally displaced from a rest position to an operational position, said deflection element consisting of a slider guided on or in the deflector and a forward-facing shoulder.

Abstract: Vehicle body structure includes: a sub frame mounted to a vehicle body frame via elastic members and having at least one of suspensions and a power source supported thereon; a collision detecting sensor; and load transmitting connection mechanisms for connecting the sub frame to the vehicle body frame once the collision detecting sensor detects a collision of the vehicle. Load transmission characteristic provided between the vehicle body frame and the sub frame by the load transmitting connection mechanism is greater than a load transmission characteristic provided by the elastic bushes.

Abstract: A vehicle frame structure includes a tunnel portion provided in a floor and left and right side members. Each of the side members includes a front side member, an inner member, and an outer member. The inner and outer members branch off from the front side member in a direction toward the rear of the vehicle. The inner member extends toward the rear of the vehicle along the tunnel portion. The inner members of the left and right side members are connected together by a plurality of connecting portions in the longitudinal direction of the vehicle at least at a location corresponding to a front portion side of the tunnel portion. These connecting portions break when a front impact load is input to at least one of the side members.

Abstract: A section of a motor vehicle front low area includes a first extendable elongated part, whose rear end is placed in front of a vehicle structural element embodied in a form of a cradle, whereas the front end thereof is connected to a bar-type structural element of the vehicle by a first connection device. The rear end of the first elongated part is movably mounted in front of the cradle-shaped vehicle structural element. The first connection device includes a connection in a form of a slide bar enabling a substantially longitudinal movement to be carried out and a removable stop member for normally hindering movement up to the removal.

Abstract: An interface joint for a motor vehicle is provided that serves as a node to connect a longitudinal motor compartment frame rail, an energy absorbing device, referred to as a crush box, and an engine cradle. The interface joint is a unitary component having a plate portion, first and second flange portions, and an engine cradle attachment portion. The first flange portion extends longitudinally from the plate portion and is adapted for engagement with the crush box. The second flange portion extends longitudinally from the plate portion opposite the first flange portion and is adapted for engagement with the frame rail. The engine cradle attachment portion extends between the flange portions and is adapted for attachment to the engine cradle.

Abstract: A vehicle body structure includes at least one side sill and at least one outrigger, the at least one side sill being connected to the at least one outrigger, wherein the at least one side sill is made of an extruded material and has a front end portion protruding vehicle frontward from a connecting portion between the at least one side sill and the at least one outrigger. In the vehicle body structure, the front end of the side sill is disposed frontward from a front end of a side sill in a conventional vehicle body structure and the front end of the side sill is formed to be a part for receiving a front wheel.

Abstract: An electric vehicle has a first bracket (23) that supports a battery unit (10)-side end of a power unit (16) and extends in a width direction of the vehicle. The first bracket (23) is coupled to a vehicle body through a first coupling section (26) formed in one end of the first bracket (23) and a second coupling section (26) formed in the other end, and the power unit (16) is coupled to the first bracket (23) through at least two inner coupling sections (24) that are located more inside than the first and second coupling sections (26) as considered in the width direction of the vehicle. A first fragile portion (48) is formed between the first coupling section (26) and the inner coupling section (24) closest to the first coupling section (26), and between the second coupling section (26) and the inner coupling section (24) closest to the second coupling section (26).

Abstract: A front side frame includes a bend portion which is operative to bend outward when an impact load acts on the front side frame from ahead. The bend portion is provided in a specified location such that the bend portion in a bending state substantially contacts a damper of the suspension from a vehicle front side. Accordingly, a rear end of the front side frame can be prevented properly from moving back when the impact load acts on the front side frame from ahead.

Abstract: Triangular left and right load transmission members each have a first arm interconnecting a front sub frame and a left or right rear frame, a second arm interconnecting the front sub frame and a left or right side sill, and a third arm interconnecting the left or right side sill and the left or right rear frame. The transmission members each transmit an impact load from the front sub frame to the left or right rear frame via the first arm and to the left or right side sill via the second arm. A cross member spans between the side sills and fixedly connected to the rear frames. Left and right rigid areas are formed by the transmission members, cross member and right rear frames.

Abstract: A reinforcement device for a vehicle is formed in a slender shape and comprises a medial region with a hydraulic damper. The damper generates a damping force against deformation in the longitudinal direction. The longitudinal direction is defined as a lateral direction of the associated vehicle body. The reinforcement device is removably mounted at both ends to a frame of the vehicle.

Abstract: A sub-frame structure, which mounts a fuel cell thereon and is supported by a vehicle body, the sub-frame structure including: front and rear cross members which support front and rear ends of the fuel cell on upper surfaces thereof and extend in a vehicle width direction; an intermediate cross member that is provided between the front and rear cross members and extends in the vehicle width direction; and a pair of side members that connects the front and rear cross members and the intermediate cross member and extends along side surfaces of the fuel cell, wherein a space having a predetermined size is formed between (a) a portion of the intermediate cross member, which is provided between the pair of side members, and (b) a lower surface of the fuel cell.

Abstract: Vehicle front body structure includes, in each of its left and right sections, a damper housing having mounted thereon an upper portion of a suspension damper; a front side frame having the housing attached thereto; a damper housing connection bracket inserted in an opening of the frame; a welding section formed on the housing and fixed to the bracket; a lid fitted in the opening to form the frame as a closed-sectional-shape structure. The body structure also includes a collar nut provided within the side frame and supporting a sub frame, and each of the housings has a lower section connected to the collar nut.

Abstract: Fuel tanks (52, 54, 56) are disposed in parallel along a vehicle transverse direction on a rear sub frame (40). The fuel tank (54) is placed on fuel tank supporting brackets (62) which span between a cross rail (46) and a cross rail (48) of the rear sub frame (40). In a case in which an impact load F1 is applied to the fuel tank (56), the fuel tank (56) abuts a rear cross member (20), and upward movement is impeded. Therefore, weak portions (70) of the fuel tank supporting brackets (62) break, and the fuel tank (54) limitedly moves toward a bottom of a vehicle body.

Abstract: There is provided an underbody structure capable of exactly distributing and transmitting a front collision load to front and back skeleton portions of an underbody even in a case where the front collision load to be input from the front of a vehicle is concentrated on one side in a vehicle width direction. When a power unit 1 moves rearward due to an offset collision load of a right front face of a vehicle, a right connecting arm 7G of a sub-frame 7, an engine rear mount 7E, and right and left stoppers 7H and 7I receive an offset collision load from the power unit 1, thereby suppressing generation of an unintended rotative force in the power unit 1. The sub-frame 7 distributedly transmits an offset collision load to a rear portion 4A of a right front side member 4, and right and left tunnel reinforcements 5 and 5 mainly through four paths of a right beam 7D, a right load transmission beam 7J2, and right and left load transmission beams 7J3 and 7J4 of an intermediate portion.

Abstract: A reinforcing member for vehicles comprises a pair of fixed parts fastened on spaced-apart portions of a vehicle body, and a bar body for connecting the respective fixed parts. A rotation allowing mechanism is provided on at least one of the fixed parts in order to allow the bar body to rotate with respect to the vehicle body. Therefore, the respective two portions of the vehicle body, on which the fixed parts are fastened respectively, are allowed to have angle variations to each other without changing the space between the two portions of the vehicle body. Consequently, the rigidity of the entire vehicle body can be improved without the degradation in the drivability and the ride comfortableness of the vehicle.

Abstract: A system for providing protection to a vehicle occupant during a side impact event is disclosed. The system includes an outer panel, which may be a vehicle door outer sheet metal, an inner panel, which may be a vehicle door trim, and an elongated structural member disposed between the outer panel and the inner panel. The elongated structural member is generally disposed perpendicularly with respect to the inner and outer panels and is in general alignment with the pelvic area of the adjacent occupant. The elongated structural member may have an I-beam configuration which extends from the outer panel to the inner panel in the occupant's pelvic zone. The elongated structure may progressively crush during the impact event while pushing the occupant. During an impact event, the elongated structure is pushed vehicle-inward and provides pelvic support to the adjacent occupant.

Abstract: A system for absorbing energy in a vehicle includes a pair of laterally spaced upper and lower side rails which extend along a longitudinal axis. The lower side rails are disposed below the upper side rails. An upper member extends transverse to the longitudinal axis and interconnects the upper side rails. A lower member extends transverse to the longitudinal axis and interconnects the lower side rails. The upper and lower members are each disposed to transmit energy from the upper and lower members through the respective upper and lower side rails. The upper and lower members are configured to simultaneously deform upon impact of the vehicle with an object and transfer a force generated from impacting the object to the upper and lower side rails, respectively.

Abstract: A cross-member for a trailer frame and a frame incorporating the same. The cross-member extends between longitudinally aligned rails designed to pivotally support a dumping body thereon. The cross-member includes a cylindrical tube having a wall defining a bore therethrough. A planar member is received within the bore and is axially aligned therewith. The tube includes one or more axially aligned openings proximate a central region thereof. The planar member is disposed intermediate the openings and is aligned axially with the openings. The cross-member is substantially rigid under tension and at least a portion thereof is flexible under torsion.

Abstract: A steering gearbox mounting structure having an intermediate bracket mounts a steering gearbox for steering wheels of a vehicle on a subframe of the vehicle. The intermediate bracket has a breakable portion which breaks when a force greater than a predetermined force is applied to the breakable portion to provide an impact absorbing stroke of an engine of the vehicle. The breakable portion may have a thin portion such as a plate or a recess portion and is more breakable in the traveling direction than the width direction. First and second intermediate brackets may be used which include first and second kinds of breakable portions that are breakable in different modes, respectively.

Abstract: A front structure 1 of a vehicle body has a shock absorber receiver 13 projecting forward from a dash panel 3, which is located at a position corresponding to a shock absorber 8 in a vehicle width direction and in a vehicle height direction. In the front structure 1 of the vehicle body, the shock absorber receiver 13 restricts backward movement of the shock absorber 8 upon a collision of a vehicle 2, so that a collision load acting on the shock absorber 8 can be efficiently dispersed to a framework of the vehicle body while being transmitted through the shock absorber receiver 13 to the dash panel 3. When the shock absorber 8 moves backward upon the collision of the vehicle 2, the shock absorber 8 comes into contact with the shock absorber receiver 13, and the distance becomes shorter between support points of the shock absorber 8 than before, so as to enhance flexural rigidity and reaction force.

Abstract: A vehicle having an engine support structure. A cradle for supporting an engine is provided that has first and second apertures that are spaced apart from each other and receive a frame rail.

Abstract: A sub-frame mount for a suspension may include a frame structure having an upper plate and a lower plate, a front mounting portion provided at a front portion of the frame structure, and connected to a vehicle body through a first mount bolt, and a rear mounting portion provided at a rear portion of the frame structure, and connected to the vehicle body through a second mount bolt, wherein the respective rear mounting portion includes, a first hole formed at the upper plate, a second hole corresponding to the first hole and formed at the lower plate, width of the second hole corresponding approximately to the width of the body of the second mount bolt, and a third hole connected to the second hole so that a head of the second mount bolt can pass through the third hole.

Abstract: A bridge-shaped frame member is disposed on a front side frame in front of a suspension tower so as to extend vertically and stride over a No. 4 mount. Accordingly, there can be provided a vehicle front body structure that can attain a proper energy absorption of the front side frame with its axial compression can be attained at a vehicle crash.

Abstract: A system for absorbing impact energy includes a container formed with a plurality of faces. An energy absorbing material is substantially contained within the container. A first elongated member has a proximate end and a distal end. The proximate end is proximate and approximately perpendicular to a first face of the container. A long axis of the first elongated member intersects the first face. A first bumper is connected to the distal end of the first elongated member. A second elongated member has a proximate end and a distal end. The proximate end is proximate and approximately perpendicular to a second face of the container. A long axis of the second elongated member intersects the second face. The second elongated member is approximately perpendicular to the first elongated member. A second bumper connected to the distal end of the second elongated member.

Abstract: A force redistributing system operably attached to a vehicle. The system includes a first cross-car member, a first side load distributor and a second side load distributor. The first and second side load distributors are parallel to and spaced apart from each other and are attached at respective first ends to opposing ends of the first cross-car member. The system includes a second cross-car member having opposing ends, which are attached to second ends of the first and second side load distributors. The system establishes cross vehicle loading of force from a rear impact wherein the force from the rear impact on the vehicle is transferred along an upper path and a lower path.