Abstract: A bumper assembly has a cross beam formed with an outer vertical web and two horizontal sides extending inward from upper and lower edges of the web, and two vehicle frame members having support ends spaced inward from and vertically offset from a center of the cross-beam web. Respective crash boxes each formed as a horizontally extending tube have an outer end engaging the bumper cross beam and an inner end fixed to the frame members. The outer ends of the crash boxes are vertically offset from the respective inner ends. The inner ends of the crash boxes bear outward generally only on the web and on one of the sides of the cross beam. The other of the sides of the cross beam is generally out of engagement with the crash boxes.

Abstract: It is an object of the invention to provide a chassis structure for vehicles that can effectively absorb an impact. Side members extend in a longitudinal direction of a vehicle body along the sides of the vehicle body. The side members are made to buckle in the longitudinal direction upon receiving an impact. A cross member extends between the side members along the width direction of the vehicle body. Coupling rods are supported by the side members via support members. The cross member is fixed to tips of the coupling rods by bolts. When an impact exceeding a predetermined level is exerted on the cross member in the longitudinal direction, the support members are broken, whereby the cross member and coupling rods are detached from the side members.

Abstract: A carrier for use in supporting a component in a vehicle structure in accordance with the present invention includes at least a pair of side rails each having a first end and an opposed second end. The first and second ends of the side rails are attached to the vehicle structure, and each side rail includes a predetermined bending location at a predetermined location between the first and second ends. The component is adapted to be attached to the side rails intermediate the predetermined bending location and the first end. The side rails are operable to bend about the predetermined bending location when an impact load is applied to the first end of the side rails.

Abstract: A filler panel for inserting within a vehicle body section that has a plurality of slats positioned substantially parallel with respect to one another, and each slat has a slat connector mechanism. The apparatus further has a molded encasing exhibiting a shape suitable for insertion into the vehicle body section, and the molded encasing contains each of the plurality of slats secured substantially parallel with respect to one another within the molded encasing such that each connector mechanism associated with each of the plurality of slats protrudes from the encasing such that each connector mechanism is positioned to be affixed to the vehicle body section.

Abstract: The invention provides a signaling device for a motor vehicle, the signaling device being constituted by a skin of translucent material presenting an outside face to be seen from outside the vehicle when said device is mounted on the vehicle, and an inside face opposite the outside face. Projecting from its inside face, translucent skin has at least one rib made integrally with the skin and out of the same translucent material as the skin. The thickness of the rib is greater than the thickness of the translucent skin.

Abstract: An energy management system and device for use in an automotive frame, rail, or other structural component of an automotive vehicle. The frame or rail having a cavity or exposed surface capable of supporting at least one member. The member having an interior portion and an exterior portion with the interior portion being defined by at least one trigger or step change to the geometry of the inner portion to target and direct axial bending of the system. A reinforcing material, such as a polymer-based expandable material, is disposed along the exterior portion of a member prior to final assembly of the vehicle by the vehicle manufacturer. The system is activated as the vehicle undergoes the final vehicle assembly process and paint operation which activates and transforms the reinforcing material to expand, bond and structurally adhere the frame rail to mange, direct, and/or absorb energy in the event of an impact to the vehicle from an applied load or an external force.

Abstract: The invention capitalizes upon the absence of an engine compartment forward of the passenger compartment in the vehicle body and provides a frontal impact energy dissipation compartment forward of the passenger compartment. The frontal impact energy dissipation compartment is filled with an energy absorption structure, such as an aluminum honeycomb structure. Alternatively, a bulkhead member extends across the vehicle at the forward end of the passenger compartment to enhance structural integrity of the forward end of the vehicle. The bulkhead member may be integrated with air flow systems, cross-car structural support, safety airbags, slidable driver interface, speakers, etc.

Abstract: An apparatus for controlling rigidity of a vehicle body includes a wall to which a collision load is imposed from its front end side, a base member disposed at a rear end side of the wall, a slide member having opposite top and bottom plates and one vertical plate contiguously extending between edges of the top and bottom plates, and actuators for establishing and releasing connection between the wall and the slide member. The top plate is disposed over a top end (upper end portion) of the wall, the bottom plate is disposed underneath a bottom end (lower end portion) of the wall, and the vertical plate is disposed at the front end of the wall. The slide member is slidable with respect to the base member in a collision. The actuators serve to establish the connection between the top end and the top plate and between the bottom end and the bottom plate.

Abstract: The vehicle body side structure is provided that comprises a front pillar, a center pillar, a rear pillar, a side sill, a roof side rail, and front and rear strengthening members. The center pillar further comprises an inner pillar member or portion coupled to the roof side rail and the side sill and an outer pillar member or portion disposed on the transversely outward side of the inner pillar member. The outer pillar member is coupled to the side sill a vertically approximate center portion of the inner pillar member. A main energy absorbing section is provided at a lower end portion of the outer pillar member. The front and rear strengthening members are coupled only to the outer pillar member of the center pillars. As a result, a load input during a side collision is dispersed and transmitted through the strengthening members and through the inner pillar member.

Abstract: A floor-supporting configuration in motor vehicles that is optimized to prevent deformation of the foot well of the passenger cell and has a high degree of inherent stiffness in the event of a crash, particularly a head-on collision, while substantially limiting force absorption and force transfer to areas below and behind the passenger cell is provided. The desired stiffness and force transfer is essentially achieved by a special configuration of the longitudinal members, the front floor crossmember, and the sills relative to one another and by a special connection of these elements to one another.

Abstract: A deployable cellular structure providing impact energy absorption capability is disclosed. The structure may be packed when not in use and deployed automatically or manually to provide impact protection. The structure is useful in a variety of situations including vehicular protection of occupants, deployable highway safety barriers, and aviation emergency safety devices.

Abstract: The invention provides a method and assembly for fastening and reinforcing a structural member (e.g., an automotive vehicle pillar, such as an automotive “B” pillar). The assembly preferably includes a structural member having a first and a second portion defining a cavity therebetween. An expandable reinforcement material, such as an epoxy-based reinforcement material, and a spacer are typically disposed within the cavity. The assembly also typically includes a fastener or fastening assembly. In operation, the spacer preferably assists in supporting the first and second portions of the structural member during changes of state (e.g., softening) of the reinforcement material.

Abstract: A body frame of a vehicle for securing, in control of buckling, necessary strength without increasing the size of the frame member, and for reducing impact deceleration produced at the start of buckling. The body frame of has a frame member provided in one of a front portion and a rear portion of the vehicle; and a load imposing device, provided at an end of the frame member, for imposing a load on the frame member toward at least two opposite directions which are substantially perpendicular to a longitudinal direction of the frame member, when impact on the frame member is anticipated or imposed. The load imposing device may have a member made of a shape memory alloy.

Abstract: Method for manufacturing a structural member having a body portion (4) and at least one flanged terminal portion (22) comprising the steps of extruding a profile and making one or more lengthwise splits (8) in one end of said profile to obtain at least one foldable portion (7). The portion (7) is folded into a position whereby the flanged terminal portion (22) is obtained. A structural member having a body portion (4) and at least one flanged terminal portion (22), comprising an extruded profile with one or more lengthwise splits (8) in one end of said profile and thereby at least one foldable portion (7) which is folded in a position whereby a flanged terminal portion (22) is obtained.

Abstract: An energy-absorbing structure is provided, which comprises two generally parallel metal sheets arranged to receive an impacting force against the uppermost sheet and cooperatively prevent an object supported by the uppermost sheet from impacting a basal surface. One metal sheet may be fabricated from expanded metal for its non-isotropic shock-absorbing properties. The other metal sheet may be fabricated from a non-elastic material and arranged to be supported by pins inserted through holes along the perimeter of the sheet, so that when an impacting force is applied, it will resist the force until the force is sufficiently strong so as to shear the pins through the sheet and abruptly release, thus allowing the metal sheet fabricated from expanded metal to absorb the remainder of the impacting force. The invention may find application in vehicles operating in the air, land, or sea.

Abstract: A body subassembly for a vehicle that is designed to be mounted substantially flush with the surrounding vehicle body panels and an impact-absorbing bumper, and that is capable of deflecting with the stroke of the impact-absorbing bumper during impact. The body subassembly is preferably formed with at least one deformable resilient deflection member selectively located between an exterior member and a housing, between an inner lens and an outer lens in a dual lens system, or between the housing and the body of the vehicle or a member attached or molded thereto. Further, the resilient deflection member may be the exterior member itself or the housing itself. The resilient deflection member permits the exterior member or other components of the body subassembly to move upon impact without damage to itself or any other surrounding assembly components, and may be used as a styling element to enhance the aesthetic effect of the vehicle.

Abstract: An energy-absorbing system includes a tube made of a continuous material, such as heat-treatable steel. The tube has first and second ring sections connected by an intermediate section. In one aspect, the intermediate section is flared and/or pinched to cause one tube section to predictably telescopingly roll upon impact. In another aspect, one section is annealed to optimize elongation and yield properties to facilitate rolling upon impact. By this arrangement, upon the bumper system receiving a longitudinal impact, the first and second ring sections telescopingly collapse with a predictable and consistent rolling collapse. Methods related to the above are also described.

Abstract: An automotive vehicle frame reinforcement system has a skeleton member designed to be secured to a vehicle frame, such as a roof or pillar section. An expandable material, such as an epoxy-based reinforcing foam, is disposed on the skeleton member. Once the system is attached to the frame, the foam expands and cures during an automobile assembly operation, bonding the reinforcement system to the frame. As a result, the reinforcement system provides enhanced load distribution over the vehicle frame without adding excessive weight.

Abstract: A bumper having a hollow section and attached to it mounting brackets for attaching the bumper to a vehicle—in particular on longitudinal beams of a private car—is such that section walls that are spaced apart form a compression strut and a tensile strut and a pair of flanking walls joining the said struts make up the hollow section. The bracket itself is a hollow section which exhibits a length of hollow-section beam facing the longitudinal beam and a curved length which is bent out from its longitudinal axis and is for connection to the hollow section of the bumper.

Abstract: In a vehicle with a bumper which is attached to the vehicle transverse to the longitudinal direction of the vehicle via a deformation element, the deformation element exhibits two first side walls that are spaced apart, and are joined to second side walls that are spaced apart. The first and second side walls have first and second grooves that run transverse to the longitudinal direction of the vehicle and are arranged in pairs opposite each other, each in a common plane. The first grooves extend over the whole breadth of the first side walls and the second grooves extend over only a middle part of the second side walls leaving a region free at both edges. The first grooves are arranged in pairs in first planes and the second grooves are arranged in pairs in second planes situation between two subsequent first planes.

Abstract: An automotive vehicle frame reinforcement system has a skeleton member designed to be secured to a vehicle frame, such as a roof or pillar section. An expandable material, such as an epoxy-based reinforcing foam, is disposed on the skeleton member. Once the system is attached to the frame, the foam expands and cures during an automobile assembly operation, bonding the reinforcement system to the frame. As a result, the reinforcement system provides enhanced load distribution over the vehicle frame without adding excessive weight.

Abstract: A method of making an energy-absorbing structure in the form of a sheet having a pattern of alternating front and rear projections in front of and behind a median plane with each projection having an end face, a pitch region spaced from the end face, and a transition region therebetween including varying at least one parameter of the structure from the group consisting of local variation in sheet thickness in the pitch region, local variation in slope in the pitch region, geometry of the end face and geometry of the transition region, analyzing the energy absorption characteristics of the structure in response to the variation of the or each parameter, selecting the value of the or each parameter which gives a desired absorption characteristic and making a structure with the selected values of the or each parameter.

Abstract: A chassis having systems responsive to nonmechanical control signals and a simplified body-attachment interface includes regions optimized for energy absorption from an impact to the chassis periphery. A structural frame defines open spaces within which chassis systems are positioned. Material configured to absorb energy from an impact to the chassis periphery is located between the chassis periphery and the open spaces.

Abstract: A deformation element having a single or multi-chamber hollow section with a longitudinal axis to accommodate energy of impact acting in the direction of the longitudinal axis of the section. The deformation element contains outer section walls that form inner and outer section wall faces. The outer section walls are divided into section wall end lengths and lengths and section wall intermediate lengths, whereby the abutting section wall end length of a pair of outer section walls form corner regions with corners. The wall thicknesses of the section wall end lengths are greater than the wall thickness of the section wall lengths neighboring the section wall end lengths, with the result that a thickening of the section wall is provided in the corner region.

Abstract: A side impact protection system for a motor vehicle body having a stowed position and a deployed position, the system includes a first L-shaped rigid structure comprising a first portion and a second portion; a second L-shaped rigid structure comprising a first portion and a second portion; a synthetic cable fixedly attached to the second portions of the first and second L-shaped rigid structures, wherein the synthetic cable is made from a plurality of helically braided bundles of fibers selected from a group consisting of aramid fibers and liquid crystal polymer fibers characterized by strain-at-failure exceeding about 3 percent; and a deployment device in operative communication with the first portions of the first and second L-shaped rigid structures to selectively extend the first portion outwardly from the deployment device, and wherein in a stowed position the second portions are at about the same plane and in a deployed position the second portions are parallel and the synthetic cables form a web-like

Abstract: An impact absorbing structure for a vehicle body is provided with a pair of front side members extending in a longitudinal direction of a vehicle body, at vicinities of both ends of the vehicle body in a widthwise direction of the vehicle body, an engine room defined between the pair of front side members to allow an engine unit to be located therein, and a pair of engine attaching portions each of which is disposed on corresponding one of the pair of front side members, at an area facing the engine room. Each of the pair of engine attaching portions includes an engine mount to which the engine unit is connected, an engine mount bracket connected to the engine mount, and an engine mount bracket support intervened between the engine mount bracket and corresponding one of the pair of front side members to support the engine mount bracket.

Abstract: A shock absorber as being of a bumper supporting member and a shock absorber as being of a side member, which retain the sinking motion of a smaller-diameter tube portion into a larger-diameter tube portion even if an impact is applied at a larger angle obliquely of an axial direction, thereby to achieve the absorption of the impact energy by a plastic deformation. A plastically deformable straight tube is partially reduced or partially enlarged to form a smaller-diameter tube portion and a larger-diameter tube portion, which join to each other through a step portion. The step portion is formed by joining a folded-back portion of the smaller-diameter tube portion and a folded-back portion of the larger-diameter tube portion, which have circular arc-shaped sections having arcuate angles more than 90 degrees.

Abstract: An impact reduction vehicle bumper system for a vehicle has a pedestrian safety plate, which is connected to a steel bumper beam and occupies the region between a pair of frame rails that are disposed on the front of the vehicle. The bumper beam is connected to side brackets, which are bolted to the vehicle frame rails. Frame rail extensions are located in front of the frame rails and are welded to the side brackets.

Abstract: The present invention relates to a connection structure of a fender and a hood of a vehicle. A vertical flange extending from the outer plate of the fender panel to the engine compartment is bent in a V-shape, and the inner apron panel forming the closed surface together with the outer apron panel of the fender upwardly extends in the longitudinal direction. An impact to the fender panel is first absorbed by deformation of the V-shaped flange and secondarily absorbed by an energy absorption space defined above an outer apron panel. Therefore, it is possible to minimize injury to a pedestrian when a pedestrian crashes with a vehicle.

Abstract: A fiber composite crash structure has a hollow body which is produced entirely or partially from fiber composite material. Within the hollow body a web element is arranged running essentially in the longitudinal direction thereof. The web element is connected to the hollow body essentially in the contact region of web element and hollow body such that the structure is reinforced by reinforcing elements.

Abstract: To provide a cab supporting structure capable of supplying a protection function with a simple configuration by using an attenuation mechanism commonly used for a controlled vehicle for protecting the cab or an operator from high impact force acting on the cab while absorbing vibration and shock on the cab in a normal condition when a construction machine falls down. The cab supporting structure is provided with an attenuation mechanism elastically supporting a cab against a vehicle frame. A regulation member, only when certain displacement is generated in the cab in the extension direction of the attenuation mechanism, regulating this displacement is provided separately from this attenuation mechanism. The regulation member regulates the displacement of the cab before a stroke end of the attenuation mechanism. Upon arranging an operation machine on the vehicle frame, the regulation member is provided at least at the opposite side of the operation machine.

Abstract: A crush rail or other structural member of a vehicle is provided with crush triggers. The crush triggers are formed by heating localized areas of the crush rail or other part and allowing them to cool slowly to provide increased ductility and reduced strength in a localized region. The crush rail is designed to collapse in a series of convolutions in a regular and repeated pattern. Crush triggers may be provided on body pillars, steering columns, drive shafts, engine support cradles, and other parts of a vehicle. A plurality of crush triggers may be provided on a single structural member depending upon impact absorption requirements.

Abstract: A surface, which receives shocks when hit by a radio unit upon a vehicle collision, has grooves defined in a peripheral region thereof. The surface also has a protrusion in a region, which can possibly be hit by the radio unit. Upon a vehicle collision, a rear surface of the radio unit initially impinges upon the protrusion. Stresses are concentrated on the protrusion, developing a crack in a groove near the protrusion. Once the crack is developed, it easily spreads along the groove.

Abstract: Disclosed is a collision energy absorbing structure of a vehicle capable of relieving impact by using a tubular pipe member having equally-sized rectangular cross section and equal plate thickness and including no inside ribs and by adding a suitable trigger, and being easily manufactured at a low cost. By forming a cutout portion on the left side of the front end portion of the collision energy absorbing structure, the deformation starting portion is provided. The cutout portion is formed at parts of three flat plate portions comprised of one of the four flat plate portions and corresponding opposite portions thereof. The general portion, which follows the deformation starting portion, is tubular with rectangular cross section and has a closed cross-section structure.

Abstract: A reinforcing structure is provided to improve reinforcing effect for a body frame of a vehicle. A front pillar 10 as the body frame includes an outer member and a reinforcement 13. The reinforcing structure has a waveform adjusting mechanism 100 in addition to the outer member 11, 12 and the reinforcement 13. The waveform adjusting mechanism 100 adjusts various properties of peaks of respective waveforms in the buckling mode of the outer member 11, 12 and the reinforcement 13. The reinforcement 13 is connected to the outer member 11, 12 at its part except a minimum strength part of the outer member 11, 12. The waveform adjusting mechanism 100 is formed by the minimum strength part and a relief space S between the vicinity of the minimum strength part of the outer member and the reinforcement 13. Owing to the provision of the relief space S, it is possible to prevent a deformation of the outer member 11, 12 from transmitting to the reinforcement 13 immediately.

Abstract: A windshield assembly having a windshield outer periphery and including a first transparent member, a second transparent member and a transparent interlayer disposed between the first transparent member and the second transparent member. The assembly includes an insert having a first portion and a second portion, and the insert extends a portion of the windshield assembly outer periphery. A portion of the first portion of the insert extends between the first transparent member and the second transparent member. An insert for a windshield assembly is also disclosed.

Abstract: An impact energy transmitting arrangement (10) for transmitting energy, which arises during impact between a vehicle (12) on which the arrangement (10) is mounted and a foreign body, to a vehicle structure (14). The arrangement includes first means (18) displaceable in a first direction, and second means (20) adapted for co-operation with the first means. The first and second means are operable such that the arrangement, below a first predetermined value of a parameter representative of the energy to be transmitted, presents a first resistance-to-displacement value and, above the first predetermined value, presents a second resistance-to-displacement value. The first resistance-to-displacement value is greater than the second resistance-to-displacement value. In this manner, a bumper assembly which is stiff at very low speeds is rendered less stiff at higher speeds which otherwise could cause injury to pedestrians.

Abstract: The present patent application relates to a hollow elongated structural design component (1) for automotive vehicles. The component (1) has a portion bendable when a collision load is applied in a longitudinal direction of the thereof, which portion has an initial closed cross-section essentially orthogonal to said longitudinal direction. The component (1) comprise means (2a) arranged to, during the initial stages of bending, essentially maintain the initial cross-section of said portion. A characterizing feature of the component is that it further comprise means (3) arranged to, during the initial stages of bending, induce local buckling at multiple distributed locations along a delimiting wall (1a) of said structural design component (1) arranged to, upon bending, being subject to negative pushing stresses. Hereby an increased energy absorption during bending collapse of the member (1) is provided for.

Abstract: A body frame of a vehicle for securing, in control of buckling, necessary strength without increasing the size of the frame member, and for reducing impact deceleration produced at the start of buckling. The body frame of has a frame member provided in one of a front portion and a rear portion of the vehicle; and a load imposing device, provided at an end of the frame member, for imposing a load on the frame member toward at least two opposite directions which are substantially perpendicular to a longitudinal direction of the frame member, when impact on the frame member is anticipated or imposed. The load imposing device may have a member made of a shape memory alloy.

Abstract: A vehicle body frame is such that hollow frame members 40 such as side frames extending longitudinally along a vehicle body are provided thereon. Two inner partition plates 42, 43 are integrally formed in the interior of each of the hollow frame member in such a manner that the two inner partition plates extend in a longitudinal direction of the frame member and are close to each other along plate surfaces 42a, 43a thereof, so that a central space portion 44 defined by the two inner partition plates therebetween is formed in the interior of the hollow frame member, whereby side plates 41 constituting the hollow frame member can be dissociated at portions of the side plates which face the central space portion by virtue of a buckling load.

Abstract: An energy management system and device for use in an automotive frame, rail, or other structural component of an automotive vehicle. The frame or rail having a cavity or exposed surface capable of supporting at least one member. The member having an interior portion and an exterior portion with the interior portion being defined by at least one trigger or step change to the geometry of the inner portion to target and direct axial bending of the system. A reinforcing material, such as a polymer-based expandable material, is disposed along the exterior portion of a member prior to final assembly of the vehicle by the vehicle manufacturer. The system is activated as the vehicle undergoes the final vehicle assembly process and paint operation which activates and transforms the reinforcing material to expand, bond and structurally adhere the frame rail to mange, direct, and/or absorb energy in the event of an impact to the vehicle from an applied load or an external force.

Abstract: A reinforcing structure is provided to improve reinforcing effect for a body frame of a vehicle. A front pillar 10 as the body frame includes an outer member and a reinforcement 13. The reinforcing structure has a waveform adjusting mechanism 100 in addition to the outer member 11, 12 and the reinforcement 13. The waveform adjusting mechanism 100 adjusts various properties of peaks of respective waveforms in the buckling mode of the outer member 11, 12 and the reinforcement 13. The reinforcement 13 is connected to the outer member 11, 12 at its part except a minimum strength part of the outer member 11, 12. The waveform adjusting mechanism 100 is formed by the minimum strength part and a relief space S between the vicinity of the minimum strength part of the outer member and the reinforcement 13. Owing to the provision of the relief space S, it is possible to prevent a deformation of the outer member 11, 12 from transmitting to the reinforcement 13 immediately.

Abstract: A fiber composite crash structure has a hollow body which is produced entirely or partially from fiber composite material. Within the hollow body a web element is arranged running essentially in the longitudinal direction thereof. The web element is connected to the hollow body essentially in the contact region of web element and hollow body such that the structure is reinforced by reinforcing elements.

Abstract: A motor vehicle impact absorbing beam having, at least along a major part of its length, two flanks (13, 14) having a catenary cross-sectional configuration substantially in the form of a free-hanging chain suspended only at its ends.

Abstract: A deformation element having a single or multi-chamber hollow section with a longitudinal axis to accommodate energy of impact acting in the direction of the longitudinal axis of the section. The deformation element contains outer section walls that form inner and outer section wall faces. The outer section walls are divided into section wall end lengths and lengths and section wall intermediate lengths, whereby the abutting section wall end lengths of a pair of outer section walls form corner regions with corners. The wall thicknesses of the section wall end lengths are greater than the wall thickness of the section wall lengths neighbouring the section wall end lengths, with the result that a thickening of the section wall is provided in the corner region.

Abstract: The invention relates to an impact energy absorbing device for vehicles. The invention is suited, but not limited to, for use in rail vehicles. The aim of the invention is to provide an impact energy absorbing device, which also fulfils future requirements with regard to crash safety. In order to enable a larger working travel without having to increase the amount of force, the energy absorbing process is spatially displaced. The impact energy absorbing device comprises activatable or deactivatable means for absorbing impact energy. In one embodiment a front part of the rail vehicle is extended, swung out and/or pushed out counter to the direction of impact especially counter to the direction of travel, when these means are activated, and afterwards, the produced space is at least partially, in particular, completely filled with energy absorption elements.

Abstract: In a front gable portion (13) of a rubber-tired new traffic vehicle (11), an outer bumper (45) is fixed to the exterior of an inner bumper (32) constituting an underframe (33), front beams (47, 48) and side beams (49) are constructed between a roof frame (42) and the outer bumper (45), the front beams (47, 48) are inclined and curved in harmony with the streamlined design of the vehicle (11), and straight portions (47a, 48a) of predetermined lengths are formed in lower end portions of the front beams (47, 48) along a vertical direction.

Abstract: A deployable cellular structure providing impact energy absorption capability is disclosed. The structure may be packed when not in use and deployed automatically or manually to provide impact protection. The structure is useful in a variety of situations including vehicular protection of occupants, deployable highway safety barriers, and aviation emergency safety devices.

Abstract: The present invention involves a method to produce crush zones in aluminum structures using controlled application of retrogression heat treatment. Selected areas of a tubular rail are retrogression heat treated to locally lower the tensile yield strength. As a result, during a crash event, initial deformation is localized in the crush zone enabling the crush pattern to be designed directly into the structure.

Abstract: An energy management system and device for use in an automotive frame, rail, or other structural component of an automotive vehicle. The frame or rail having a cavity or exposed surface capable of supporting at least one member. The member having an interior portion and an exterior portion with the interior portion being defined by at least one trigger or step change to the geometry of the inner portion to target and direct axial bending of the system. A reinforcing material, such as a polymer-based expandable material, is disposed along the exterior portion of a member prior to final assembly of the vehicle by the vehicle manufacturer. The system is activated as the vehicle undergoes the final vehicle assembly process and paint operation which activates and transforms the reinforcing material to expand, bond and structurally adhere the frame rail to mange, direct, and/or absorb energy in the event of an impact to the vehicle from an applied load or an external force.