CN1608014A - Automotive Composite Structural Parts with Specialized Impact Energy Absorption - Google Patents

Abstract

An energy management system or device (10) for use in a frame, rail, or other structural member of an automobile. The frame or rail (16) has a cavity or exposed surface capable of supporting at least one component. The member (12) has an inner portion and an outer portion that are together defined by at least one detent or step change (20) to the geometry of the inner portion to target and guide axial bending of the system. An expandable material (14), such as a polymer-based foam, is disposed along the exterior portion of the member prior to final assembly by the automotive manufacturer. When the vehicle is subjected to the final assembly process of the vehicle and the painting operation, the system is activated which activates and transforms the expandable material into an expansion, engagement and structural adhesion to the frame rail for managing, guiding, and/or absorbing energy of the applied load or force in the event of an impact to the vehicle.

Description

Automotive Composite Structural Parts with Specialized Impact Energy Absorption

Background of the invention

For many years, the transportation industry has involved designing structural components that do not add significantly to the weight of the vehicle. At the same time, various automotive applications require structural members that can provide reinforcement to targeted parts of the vehicle and provide access to the passenger compartment in the event of a crash. While some of the arrangements found in the prior art may be advantageous in certain circumstances, the prior art approach typically requires assembly of the planetary gear at the supplier's facility, at the pre-production manufacturer's stamping facility, or at the final vehicle. The use of additional manufacturing processes and steps in the process often increases labor requirements, cycle time, capital costs and/or cleaning required for maintenance. Accordingly, there is a need for a simple, low-cost structure or system for strengthening a vehicle rail, such as a front rail or frame member, that strengthens the vehicle and controls deformation in any crash, enhances structural integrity, and Can be effectively included in the car manufacturing process. In addition, there is a need for a lower cost system or structure that provides reinforcement and prevents distortion of the frame or front rail structure in an automobile and can be used to manage by strengthening the frame member or front rail Energy management of frontal/off-side impacts to the vehicle to aid in targeting applied loads and to aid in changing direction or adjusting for deformation.

Added to this is the need for selective reinforcement of vehicle structures in order to control deformation and/or meet various government test standards. To this end, some structural foam materials and brackets were investigated for the purpose of reinforcing specific locations in the car. The main focus of these stiffeners is to add strength and stiffness to a structure.

As will be understood by those skilled in the art, the three factors of most general significance in evaluating the efficiency of a stiffener are stiffness, weight and cost. In most cases of prior art production techniques, increased stiffness comes at the expense of a corresponding increase in weight and cost. For example, although the use of thicker gauge metal increases strength, it results in an unwanted increase in weight. Also, the use of foreign-made high-strength alloys is effective for increasing the strength, but this greatly increases the cost of the car. Finally, it should be understood that the cost of resin is also relevant, and therefore structural foam must be used sparingly.

Another concern when using structural foam is the problem associated with fully curing very thick materials. That is, in some prior art applications, some of the material required for satisfactory reinforcement is so thick that it is difficult to achieve full cure. It should therefore be appreciated that the techniques for reinforcing hollow structures described above have the potential to provide significant advantages without creating significant weight or cost or curing issues.

It is therefore an object of the present invention to provide a structural reinforcement which utilizes structural foam material in a resin-saving manner.

Another object of the present invention is to provide such a reinforcement which can be fully cured in a short time.

Another object of the present invention is to provide a low cost, lightweight structural reinforcement that provides considerable strength and stiffness to the reinforced area.

Yet another object of the present invention is to provide the localized structural reinforcement in such a way as to dissipate any impact energy causing at least initial deformation at any chosen location.

Yet another object of the present invention is to provide a structural reinforcement which can be easily transported to the site of installation.

Yet another object is to provide a structure reinforced by a core joined to the structure by means of a structural foam as described above, wherein channels are provided between the core and the structure to allow moisture flow .

Summary of the invention

It is an object of the present invention to redirect applied loads and manage impact energy by placing a stiffening system in a targeted area of an automotive side member or frame member. The system generally employs at least one member or insert fixed or bonded to a selected portion of an automobile, such as a frame or side member or any other portion of a selected automobile, in order to prevent Transform on event. At least one of the one or more members is adapted to receive an expandable material covering at least a portion of the outer surface of the member. The expandable material disposed on the component is capable of activating and expanding when exposed to the heat encountered in an automotive paint operation, such as e-painting in an automotive assembly plant or other paint cycle. It is contemplated that the expandable materials disclosed in the present invention activate, expand and bond, thereby structurally strengthening and increasing the strength and stiffness of the vehicle frame or front rail to redirect applied loads and energy. In one embodiment, the material is thermally expandable and at least partially fills a cavity defined by a side member, frame, or selected portion of an automobile, said expandable material being thermally expandable during the e-paint bake operation Structurally bond the stringers and frame according to the size and shape of the cavity.

In another embodiment, the expandable material is a melt-foamable material that will spread over a surface upon application of heat. The selected expandable material can also provide various properties including structural reinforcement, stress-strain reduction, vibration damping, noise reduction, or any combination thereof.

In a preferred embodiment, the invention thus provides a structural reinforcement to provide a localized reinforcement comprising a core to which one or more structural material components are secured, the reinforcement being equipped with There are means for fixing to the member to be reinforced, wherein the means for fixing are such that a passage is provided between the core, the structural foam material and the inner surface of the member to be reinforced, prior to foaming, and foaming The process enables the structural foam to expand and join the core to the interior surface of the member to be reinforced.

In a preferred embodiment, the structural foam is secured to the core as certain straps or points. In another preferred embodiment, the structural foam material is provided in an amount so as to form a rigid bond between the core and the inner surface of the structure to be reinforced, and to maintain an air passage between the core and the inner surface, with When moisture flows, the above moisture may exist due to condensation. We prefer that the structural foam covers 20%-45% of the core surface.

The invention is also used to manage the crash energy typically encountered during frontal and rear impact testing of automobiles. More specifically, the member or insert of the present invention may be positioned such that it directs impact energy and furthermore in a preferred embodiment may comprise at least one and preferably a plurality of detents comprising notches, Hole or any other form of step change, or variation of component geometry such as variation of one or more internal portions of a component. The position of the stiffeners within the frame may be such that stiffeners in one area can deflect impact energy onto another second area so that deformation occurs at the second area. Also, where internal detents are located, they can effectively target and direct axial flexures onto selected parts of the system and manage crash energy typically encountered during frontal misalignment testing.

This is especially useful in reinforcements for automotive side members, which are often so cured that a larger reinforcement that bends one part of the structure can transfer energy to one part of the structure that is less Reinforced so that at least initial deformation occurs in the least reinforced areas. This can be used to control rear or frontal deformation on impact, while ensuring less deformation, for example at the door sills. The degree of reinforcement can be varied by varying the strength and thickness of the reinforcement material used, such as standard gauge and type of various materials such as steel, while providing foam reinforcement around a core in some sections and in other areas No foam reinforcement is provided, or it is done with a pre-prepared reinforcement at one area connected to a non-reinforcement at another area. It has been found that this is especially useful when reinforcing the S-shaped sections of the front or rear side members of a motor vehicle, where a larger stiffener can be used in a bend generally under the S-shape, so as to ensure that the other side of the S-shape Controlled deformation at one bend and less or in some cases no stiffeners at the other bend of the S-shape described above.

The expandable material is provided on at least a portion of the component, and the expandable material may be extruded, molded, or "micro-coated" bonded to the component in a prefabrication facility such as a stamping facility, or during a final assembly operation superior. Members, and selected bonding or expandable materials, are installed in selected frames or stringers prior to e-painting or painting operations. Thus, the present invention provides flexibility in the manufacturing process as it can be utilized by frame or vehicle component (front rail) manufacturers/suppliers or vehicle manufacturers while reducing labor, capital costs, maintenance requirements and floor space requirements. Once the expandable material is bonded and cured to selected side rails or frame sections of the vehicle, it is possible to prevent or manage the frame or side rail such as Distortion of front or rear stringers. By absorbing and/or diverting some of the impact energy and providing reinforcement to the frame or side rail sections of the vehicle, the present invention provides a vehicle with a system for managing deformation during frontal, off-center or rear impact events.

Brief introduction to the drawings

Certain features and inventive aspects of the present invention will become more apparent upon review of the following detailed description, claims and accompanying drawings, the following of which is a brief description of each of the drawings:

FIG. 1 is an isometric view of a vehicle frame rail, partially exploded, showing an energy management reinforcement system in accordance with the teachings of the present invention.

Figure 1(a) is an exposed view of a portion of a reinforcement system commonly found in the prior art, depicting the 3 crush zones commonly associated with frontal energy management structures in the automotive industry, and also showing the use of external The brake is provided on the outer part of a member known in the art.

Figure 2 is an exposed view of a portion of the present invention depicted in an automobile frame construction or body-in-white design, showing the location of at least one member with expandable material secured in an uncured state to on one of the side members of the car.

Figure 3 is a portion of the system shown in Figure 1 showing an alternative embodiment of at least one component of the present invention with expandable material prior to attachment to the frame or side rails of the vehicle In an uncured state, and also showing the securing means of the invention in the form of a clip assembly.

Figure 4 is a portion of the system shown in Figure 1 showing an alternative embodiment of at least one component of the present invention with expandable material prior to attachment to the frame or side rails of an automobile in an uncured state.

Figure 5 is a portion of the system shown in Figure 1 showing an alternative embodiment of at least one component of the present invention with expandable material prior to attachment to the frame or side rails of an automobile in an uncured state.

Figure 6 is a portion of the system shown in Figure 1 showing an alternative embodiment of at least one component of the present invention with expandable material prior to attachment to the frame or side rails of an automobile in an uncured state.

Figure 7 is an exploded perspective view showing an alternative embodiment of the system disposed in a closed form, wherein the components are interlocked and retained by a third component, the third component Also included is a self-locking mechanism of the present invention and a detent, said detent being shown as a hole extending through the inner portion of the member.

FIG. 8 shows the stiffener of FIG. 7 .

FIG. 9 is an exploded perspective view of the automotive side member reinforcement system of the present invention prior to the energy impact typically encountered in frontal impact testing of automobiles.

10 is an exploded perspective view of the automotive side rail reinforcement system of the present invention after an energy impact typically encountered in frontal impact testing of automobiles and showing the effect of axial bending on the system of the present invention.

The invention is also illustrated with reference to the accompanying drawings 11 and 12, wherein FIG. 11 shows a reinforcement according to the invention, and FIG. 12 shows the reinforcement located in the lower half of the front longitudinal section of the vehicle.

13 is a schematic diagram of a reinforced front side rail of an automobile according to one embodiment of the present invention.

FIG. 14 is a schematic diagram illustrating a partial deformation of the system shown in FIG. 13 .

Detailed Description of the Invention

The present invention relates to methods and systems for managing energy and reducing the impact deformation characteristics of a vehicle, and more particularly to reducing deformation during frontal/off-center impact events to a vehicle. More specifically, the present invention relates to a system for intensifying, directing, and regulating the management of said impact energy to various parts of an automobile, such as the frame or side members, said system being used in other Implemented to reduce or prevent actual deformation or structural movement of the passenger compartment in the event of an object impacting the exterior of the vehicle. The system absorbs and dissipates and/or transfers impact energy in order to reduce and prevent the resulting deformation of the vehicle. Reduction of vehicle impact deformation can be used to reduce occupant injuries, allow continuous passenger entry and exit after an impact event, and reduce repair time and cost.

The automotive industry generally utilizes two main types of frontal impact testing of vehicles: full frontal and offset. The full frontal impact test is used for two US federal performance review and evaluation tests. Although these tests are usually at different speeds (ie 30 mph (miles per hour) for performance audits and 35 mph for evaluation tests), they both involve a barrier impact utilizing the entire width of the front end structure of the test vehicle. The main purpose of these tests is to evaluate occupant response (femoral load, head injury level, chest deceleration, etc.) and to validate vehicle protection systems (seat belts, airbags, etc.). Off-set impact tests at 40mph are typically performed with only 40% of the front end of the test vehicle impacting the barrier. One of the main purposes of the out-of-position impact test is to evaluate the structural integrity of the vehicle structure itself.

Designing for frontal crash management is a multi-violation process. Crash energy management is usually implemented through a combination of vehicle structure and protection systems. Many automakers are looking for vehicle structures that can be designed to absorb energy. Structural efficiency, which is defined as the ability to optimize energy management as the car's structure deforms during impact, depends on the configuration of the design. For frontal impact test scenarios, the severe crush loads generated by the impact of the energy management structure tend to decelerate the passenger compartment. The ability of energy management structures to transfer manageable loads to a passenger compartment, combined with the ability of the protection system to dissipate these loads efficiently, can help direct how the passenger compartment adequately responds to extreme loads and, under certain conditions, occupants How the carriages remain with minimal deformation and disturbance. For these reasons, the prior art in the design of vehicle structures for crash energy management has focused on at least two major considerations: (1) the absorption of vehicle kinetic energy, and (2) the ability to withstand the crushing process and Crash resistance or strength necessary to maintain the integrity of the passenger compartment.

The traditional frontal energy management structure of a car generally includes three distinct crash zones. First, there is a soft zone, usually a bumper zone or other exterior fascia, said soft zone behind two harder zones. As defined and discussed herein, the two harder zones will be referred to as the primary zone and the secondary zone. The primary crush zone is traditionally located behind or adjacent to the soft crush zone, such as the bumper system of an automobile, but in front of the powertrain compartment of the vehicle. A secondary crush zone is generally defined as the area that bridges or fastens the primary crush zone to the passenger compartment of an automobile. For vehicles with a frame, such as trucks and larger cars, the auxiliary crash zone usually extends to the front body frame, as shown in Figure 1a. For smaller cars, the frame can be incorporated into the body-in-white design. This type of design is commonly known in the art as space frame construction, as shown in FIG. 2 . In the case of a space frame vehicle structure, the secondary crush zone extends rearwardly while bridging or tying the primary crash zone to the vehicle fire wall and the passenger compartment floor area. Due to the proximity of the secondary crush zone to the passenger compartment of an automobile, design requirements and energy management control techniques must be utilized to minimize possible intrusion into the passenger compartment.

Therefore, one of the main objectives of the crush zone technology known in the art is to manage the maximum amount of energy without compromising the integrity of the passenger compartment. In one embodiment, the present invention addresses these needs through an energy management system and structure that provides a stable platform or system for the progressive failure of the primary crush zone. That is, as shown in Figures 8 and 9, the present invention provides stability to the secondary crush zone that prevents warping or deformation when the primary crush zone is crushed so that the entire structure presses as one The way it is booked and managed gradually breaks down. As shown in Figures 8 and 9, the present invention may include multiple detents to implement steering breakage by creating opposing or double bend patterns. As shown in Figures 10-13, the present invention can create localized damage by reinforcing the lower portion of the front side member without reinforcing the upper portion. The system or structure of the present invention can also be used to manage crash energy by attempting to control the deformation characteristics of one or both of the primary and secondary crush zones in this manner so as to minimize passenger compartment intrusion.

As is well known in the art, energy management structures deform (break) in a combination of axial and bending modes. Many existing energy management systems utilize a curved approach that yields lower energy management capabilities. For example, because the bending approach is less efficient from an energy management standpoint, it typically requires a much heavier design or stiffening construction to manage the same amount and type of energy as an axial failure design. In most designs where weight is the norm in automotive design and performance, the axial approach is the preferred method of energy management. The bending method includes forming a local hinge mechanism and a linkage movement, and the above-mentioned bending method is also a lower energy method. For example, a structure has a tendency to fail in a bending mode due to the lower energy mode. Given the circumstances, even a structure specifically designed for axial failure will not perform in bending unless other structural features are provided in the design to increase stability and resistance to oblique loads.

Axial folding can also be considered the most efficient energy absorbing mechanism. It is also the hardest to achieve due to potential instability and lower energy inability to perform bending. Thus, in a preferred embodiment, the energy management system or structure of the present invention seeks to Maximize the axial damage of each part of the car while minimizing the bending. One or more detents of the invention are defined as a change or discontinuity in the geometry of a portion of one or both of the primary and secondary crush zones forming the structure of the invention designed to produce Stress escalation in order to induce local bending. It is preferred in the present invention to utilize multiple detents, or a combination of detents of different geometrical designs, to target at least one of the three distinct crush zones comprising the frontal energy management structure shown in Figures 1 and 2 Folding begins in partially axially damaged structures. When utilizing the brakes of the present invention, they are sized and designed to ensure that axial failure of the structures shown in Figures 1 and 2 can occur at sufficiently high loads that the structures manage energy and The energies normally encountered in .

Brakes recently found in the prior art generally have modifications to the exterior parts of the metal structural reinforcements or inserts used in order to reinforce selected car body sections or cavities such as longitudinal members, struts, frame cross members, etc., and any other area immediately adjacent to the passenger compartment of a motor vehicle. These prior art brakes typically include holes or portions that conform to the shape of the structural reinforcement or the outer portion of the insert. However, in a preferred embodiment, despite modifications to the interior of a structural reinforcement or insert, the present invention provides at least one, and preferably a plurality of interior brakes for managing the energy normally used by automobiles in the Encountered during frontal impact testing. When used, the internal detents of the present invention effectively target and direct axial bending to selected portions of the structure and may include notches, holes, or any other form of step change or structural reinforcement or insert either or Replacement for multiple internal parts. For example, the structural stiffener or insert of the present invention serves multiple purposes and provides a method for managing impact energy. Firstly, the member or insert acts as a kind of stabilizer which reinforces the secondary crush zone, thus allowing the primary crush zone to maximize axial crush. Once the primary crush zone has reached its maximum capacity to absorb impact energy, the secondary crush zone of the structure of the present invention must be designed to absorb some additional energy as a means of reducing deformation of the passenger compartment of the vehicle. The structure of the present invention utilizes detents, such as indentations or a cut-out of a member or insert, to initiate bending of the structure according to its existing geometry.

In one embodiment of the present invention, at least one member 12 or insert is disposed within, attached to, secured to, or adhered to at least a portion of said vehicle frame or stringer, At least one of the members 12 includes an expandable or foamable material 14 supported by or disposed along portions of the member 12 . The member 12 has an inner portion and an outer portion, and can be constructed of any shape, design, or thickness corresponding to the dimensions of the frame or side rails selected for the relevant automobile, and can also include multiple components incorporated into the inner portion of the member 12. The brakes, the above-mentioned brakes are designed and installed to specifically adjust or aim the impact energy for absorbing or redirecting to other parts of the car. Expandable material 14 extends along at least a portion of the outer portion length of member 12 and may fill at least a portion of a cavity or space defined within the vehicle frame or rail.

The system 10 generally employs at least one member 12 suitable for stiffening the structure to be reinforced, such as the frame or front or rear side rails found in automobiles, and to help better manage / The impact energy encountered in the offset impact test. In use, one or more members are disposed within, or are mechanically attached, snap-fitted, fastened, or adhesively bonded to a selected frame or front or rear rail On at least a portion of the stringer, a thermally activated expandable material is used as a load transfer energy absorbing medium disposed along at least one outer surface of the member. In one embodiment, the one or more members 12 include an injection molded polymer bracket, an injection molded polymer, graphite, carbon, or a molded metal such as aluminum, magnesium, or titanium and an injection molded polymer made of the above materials. The resulting alloy or a foam or other metal foam obtained from the above materials and at least partially coated on at least one of its two sides, and in some cases on four or more sides An expandable material 14 is provided.

In addition, it is contemplated that the member may comprise a nylon or other polymeric material, as described in commonly acknowledged U.S. Patent No. 6,103,341, which is expressly incorporated herein by reference, as well as injection molded, extruded, molded , or machined components include materials such as nylon, PBI (polybenzimidazole), or PEI (polyetherimide). One or more members may also be selected from the following materials including extruded aluminum, foamed aluminum, magnesium, various magnesium alloys, molded magnesium alloys, titanium, various titanium alloys, molded titanium alloys, polyurethane Class, polyurethane compound, low density solid filler and foam SMC (sheet molding compound) and BMC (prefabricated bulk molding compound). Still further, members suitable for stiffening the structure to be reinforced may include a stamped and formed cold rolled steel, a stamped and formed high strength low alloy steel, a roll formed cold rolled copper, or a Roll-formed high-strength low-alloy steel.

Many structural reinforcement foam materials are known in the art and can also be used to produce the expandable material of the present invention. Typical structural foams include a polymer-based material, such as an epoxy or vinyl polymer, that is combined with suitable ingredients (usually a blowing agent, a curing agent and perhaps is a filler) when compounded, usually expands and solidifies in a reliable and determinable manner upon the application of heat or another activating stimulus. The resulting material has low density and sufficient stiffness to impart the desired stiffness to a supported article. From a chemical standpoint for heat-activated materials, structural foams are usually initially processed into a thermoplastic prior to curing. After curing, structural foam materials typically become fixed, non-flowable thermosets.

The expandable material is generally a thermosetting material and is preferably a heat activated epoxy resin having foaming properties when activated by the application of heat, usually in an e-coat or Encountered in other automotive paint stove operations. When the expandable material is heated, it expands, crosslinks, and structurally bonds to adjacent surfaces. An example of a preferred formulation is an epoxy-based material which may include polymer modifiers such as an ethylene copolymer or terpolymer which may be Purchased from L & L Products, Inc of Romeo, Michigan under designations L-5204, L-5206, L-5207, L-5208, L-5209, L-5214, and L-5222. One advantage of the preferred structural foam materials over prior art materials is that the above preferred materials can be processed in several ways. Possible processing techniques for preferred materials include injection molding, blow molding, thermoforming, direct decomposition of granular material, extrusion or extrusion with a micro-coater extruder. This enables component designs that exceed the design flexibility capabilities of most prior art materials. Essentially any foam material having structural strengthening properties can be used in conjunction with the present invention. The choice of expandable material to be used will be determined by performance requirements and economics for the particular application and requirements. In general, these automotive applications can take advantage of those technologies and processes disclosed in the following patents: U.S. Patent Nos. WO 02/14109 filed 8 August 2001 WO 01/58471 filed 18 January 2001 WO 01/68394 filed 1 March 2001 WO 02/26550 filed 26 September 2001 , WO 02/26551, filed September 26, 2001, WO 02/26549, published September 26, 2001, and in particular, WO 01/41950, published December 7, 2000, all of which are incorporated herein as a reference.

The structural foam material may be applied to the surface of the core in any suitable manner, and the preferred manner will depend on the nature of the core material. For example, if the core is a plastic such as glass-reinforced polyimide and is produced by injection molding, the structural foam can be applied by two-shot injection molding or overmolding.

Alternatively, if the core is metal produced eg by stamping, the structural foam can be welded or coated with an adhesive. In an alternative, regardless of the nature of the core, the structural foam may be mechanically secured to the core. Some examples of mechanical fixation methods include pins or slots as described in US Patent 6,311,452. A preferred method of fastening is a push pin which can be pushed through a hole formed in the core to accommodate the pin. In this preferred embodiment, special molding and/or bonding of the structural foam is omitted.

The present invention provides a method to reduce cost, improve stiffness, and increase the likelihood of achieving a fully cured structural foam throughout with one composite construction. The surface of the stiffener may be keyed so that the uncured resin is applied such that a mechanical interlock is created between the member and the applied uncured resin. This interlock allows the resin to be positioned on the reinforcement without heating the reinforcement, using a second adhesive, heating the uncured structural foam, or using a pressure sensitive uncured foam. Similar benefits can be obtained if the foam structural material is pinned to the core. In addition to ease of fabrication, the keyed surface push pins result in a structure that is highly resistant to damage during shipping or handling within the assembly plant. In one instance, the predominantly uncured heat-expandable material secured to the stiffener is not pressure sensitive. This enables packaging such that adjacent preformed parts do not adhere to each other during shipment (ie, the material does not function as a pressure sensitive adhesive).

The configuration of the invention enables many different options for the preferred application of the invention to be installed in hollow structural parts of motor vehicles. One possibility is to fasten end caps (not shown) to the reinforcement structure. These end caps can have an integral fastener or be spring loaded; to allow installation and positioning in the vehicle. Another option is to form a component with the structure intended to be stiffened close to a mesh shape so that when installed in a hollow cavity it becomes tapered and thus positioned. This is usually the area of the car that needs to be reinforced, which is not linear and consists of laying a part into a partial cavity which is covered with another thin metal plate. An additional method of installation is to apply a pressure sensitive adhesive to one of the surfaces of the composite reinforcement structure. Depending on the purpose of reinforcement, the pressure sensitive adhesive may or may not have structural properties after curing.

In a preferred embodiment, the structural reinforcement of the present invention is utilized to augment the front longitudinal section of an automotive subframe. The front longitudinal section in one form of automobile is the structural member that helps support the engine and also bridges the fuel lines to the engine. The front longitudinal section of the motor vehicle is usually a curved box-shaped tube, and the stiffeners are fitted into the box-shaped tube and reduce the deformation of this section during a frontal impact of the vehicle by bending when it finally hits this section. In this embodiment, the stiffener preferably extends at least some extent throughout the length of the stiffener that is more than likely not deformed when subjected to a frontal impact. In this case the stiffener is preferably U or D shaped with strips of structural foam along the main length of the member wall section. Alternatively, the structural foam can be spot welded to the reinforcing core.

Typically the front stringer comprises at least two curved portions, which sometimes form an S-shape. It is often desirable that the initial deformation of the front side rail on impact occur at the portion of the side rail closest to the front of the vehicle where the side rail bends. This can be done by having different degrees of reinforcement at the two bends, with a greater degree of reinforcement at the bend further away from the front of the car. This can be done with one stiffener having different strengthening capabilities at the two bends, this can be done by using materials of different strength and stiffness, giving the bend closest to the front of the car with less reinforcing foam or without any foam . Alternatively, it can be done by reinforcing the first curved portion without reinforcing the second curved portion.

Resin is generally expandable whether it comes as bars or dots. That is, they will expand upon application of heat, usually by a foaming reaction, and preferably to at least 150% of their unexpanded volume, and more preferably double in volume. In a preferred embodiment, the resin used to form the resin bars or dots is an epoxy based material.

The resin preferably forms from about 5% to about 75% by weight of the composition, and more preferably from about 15% to 65% by weight. The filler preferably forms from about 0% to about 70% by weight of the composition, and more preferably from about 20% to about 50% by weight. The blowing agent preferably forms from about 0% to about 10% by weight of the composition, and more preferably from about 0.2% to 5% by weight. The curing agent preferably forms from about 0% to about 10% by weight of the composition, and more preferably from about 0.5% to 5% by weight. The accelerator preferably forms from about 0% to about 10% by weight of the composition, and more preferably from 0.3% to 5% by weight. A preferred formulation is shown in Table 1 below. Element Weight percent (Wt%) epoxy resin 15%-65% Ethylene copolymer 0%-20% Foaming agent 0.2%-5% Hardener 0.5%-5% Accelerator 0.3%-5% filler 20%-50%

As noted above, the thermally expandable material is most preferably a heat activated, substantially epoxy based material. However, other suitable materials may also be used. These materials include polyolefin materials, copolymers, and terpolymers with at least one monomeric alpha-olefin, phenolic resin materials, phenoxy materials, polyurethane materials with high glass transition temperatures and other materials. Generally, the desired properties of such thermally expandable materials are high stiffness, high strength, high glass transition temperature, good corrosion resistance, ability to bond to soiled metal and polymer surfaces, fast cure upon activation, good Handling characteristics, low curing density, low cost, and long service life.

The core of the reinforcement may be any suitable material that has a strength/weight balance to provide the desired degree of reinforcement at a minimum weight. The core can be a plastic material, in which case it can be produced by injection molding or extrusion. Where plastic is used, glass-filled polyimide (nylon) is a preferred material. Alternatively, the core member may be a metal, where steel or aluminum are preferred. Where the core is a metal that can be formed by extrusion, impact die casting, extrusion and impact are preferred.

In a preferred embodiment utilizing the present invention to provide structural reinforcements in automobiles, the foamed material is such that it forms the foamed material at a temperature higher than that used in the anti-corrosion coating process (commonly known as e-coating) . The foam material is preferably activated at the temperature used to bake the coating material, typically 149°C or higher, although there is a tendency to utilize lower temperatures. On the other hand, the core material should be such that it is largely unaffected by some of the conditions, especially temperature, to which the automobile is subjected during the manufacturing process. In a preferred embodiment, the invention is used to reinforce the longitudinal segment of the car format. In this preferred embodiment, the reinforcement should be such that pipes and wires and especially fuel pipes can be pushed through the longitudinal section comprising the reinforcement before foaming. It is therefore preferred that the reinforcement is channel-shaped and free of internal raised parts, such as ribs, which might block the passage of these wires and ducts.

Other foamed and expanded materials that may be utilized in the present invention include other materials that are suitable as bonding, energy absorbing, or insulating media, and that may be heat-activated foams, the heat-activated foams described above The material typically activates and expands to fill a desired cavity or occupy a desired space or function when exposed to temperatures typically encountered in an automated e-paint curing oven or other paint handling oven. Although other heat-activated materials are available, a preferred heat-activated material is an expandable or foamed polymer formulation that, when exposed to the heat of a typical automotive assembly paint operation, will A formulation activated to foam, flow, bind, or otherwise change. For example, without limitation, in one embodiment, the polymeric foam material may include an ethylene copolymer or may have a terpolymer of an alpha-olefin. As a copolymer or terpolymer, the polymer comprises two or three different monomers, ie small molecules with high chemical reactivity that can cross-link with similar molecules. Some particularly preferred examples of polymers include ethylene vinyl acetate, EPDM (ethylene propylene diene copolymer), or mixtures thereof. Without limitation, examples of other preferred foaming formulations commercially available include polymer-based materials available from L & L Products, Inc. of Romeo, Michigan under the designations L-2018, L-2018, L -2105, L-2100, L-7005, L-7101, L-7102, L-2411, L-2420, L-4141, etc., and may include open or closed cell polymer base materials.

Additionally, it is contemplated that the expandable materials of the present invention may include sound dampening properties that, when activated by heat, may also help reduce overall frame, rail, and/or body vibration and noise. In this regard, the now stiffened and damped frame or front side rails will increase the stiffness to reduce the natural frequencies that resonate through the vehicle chassis, thereby reducing the transmission, blocking or absorption of noise by utilizing conjugated sound absorbing articles. By increasing the stiffness and rigidity of the frame or front side rails, the amplitude and frequency of the overall noise/vibration generated by the operation of the vehicle and transmitted through the vehicle can be reduced.

Still further, it is understood that the stiffener brackets used in the present invention, and the materials that form the geometrical step change found in the brackets or members of the invention, may comprise a reactive or non-reactive material, as described above. The material develops high compressive strength and modulus, and can be formed into the bracket or member itself, or can be filled or coated. In general, materials exhibiting this higher compressive strength and modulus can be selected from a group of materials including a synthetic foam, a synthetic type of foam, or some low density filler such as spheres , hollow balls, ceramic balls, including their granulation and extrusion formulations. Additionally, the bracket or member may comprise a concrete foam, synthetic foam, aluminum foam, aluminum foam spheres, or other metal foams, and alloys thereof. An example of such materials includes the commonly known US Provisional Patent Application Serial No. 60/398,411, "Composite Metal Foam Damping/Strengthening Structures," filed July 25, 2002, and incorporated herein by reference. Other materials suitable for use as brackets or members in the present invention include polysulfone, aluminum and other metal foams, concrete, polyurethane, epoxy, nylon, phenolic resins, thermoplastics, PET (polyethylene terephthalate) ester), SMC, carbon fillers, the aforementioned carbon fibers including materials sold under the trademark KEVLAR. In addition, it is also contemplated that the bracket or member of the present invention, or a portion thereof, may utilize or include a material sold under the trade mark ISOTRUSS, as described in U.S. Patent No. No. 5,921,048 "Three-dimensional Equal Truss Structure", WO/0210535 "Equal Truss Structure" published by the World Intellectual Property Organization on February 7, 2002, and US Patent and Trademark Office pending US Provisional Patent Application: "For Method and Apparatus for Fabricating Complex Composite Structures," which are all commonly assigned to Brigham Young University, and are hereby incorporated by reference herein.

It is also contemplated that any number of suitable materials disclosed and recited herein for use as the brackets or members of the present invention may be formed, delivered, or placed into a shipping facility by various delivery mechanisms and systems known in the art. In a targeted or selected portion of a vehicle (ie, land, rail, sea, or space vehicle). For example, the material can be poured, pumped, extruded, cast, or molded into any number of desired shapes or geometries, depending on the selected application or area to be reinforced. Alternatively, the material may be reactive, non-reactive, expandable, or non-expandable, and may be further utilized, mounted, or filled into a hollow part, shell, or blown carrier for use in prefabricated or during any state of the manufacturing process to place said bracket within a selected portion of the vehicle.

Although the use of this impact-absorbing material and structure is directed to a vehicle frame, it is contemplated that the present invention may find application in other areas of the vehicle that are used to ensure the ability of both passengers and cargo to enter and exit the vehicle, such as bulkheads , fenders, roof systems, and body-in-white (BIW) applications known in the art.

In addition to utilizing sound-attenuating materials along the structure, the present invention may employ a combination of sound-attenuating material and a structurally reinforcing expandable material along various portions or regions of the structure, depending on the desired application requirements. The use of sound absorbing expandable materials conjugated to structural materials can provide additional structural improvements, but primarily installed to improve NVH (noise, vibration, vibration) characteristics.

Although certain materials have been disclosed for making shock-absorbing or expandable materials, the materials can be made of other materials as long as the selected material is thermally activated or passed environmental conditions (such as conductive materials, soldering applications, moisture, Pressure, time, etc.) are additionally activated and expand in a determinable and reliable manner under suitable conditions for the chosen application. One such material is the epoxy-based resin disclosed in U.S. Patent Application No. 09/268,810, filed with the U.S. Patent and Trademark Office by the assignee of the present application on March 8, 1999, the description of which is incorporated herein in as a reference. Some other possible materials include, but are not limited to, polyolefin materials, copolymers and terpolymers with at least one monomer type alpha-olefin, phenolic materials, phenoxy materials, materials with high Polyurethane materials with a glass transition temperature, and mixtures or composites that can include even metal foams such as aluminum foam. See also: US Patent Nos. 5,766,719; 5,755,486; 5,575,526; 5,932,680 (incorporated herein by reference). In general, some desirable properties of expandable materials include high stiffness, high strength, high glass transition temperature (typically greater than 70°C), and good adhesion retention, especially in the presence of corrosive or high temperature environments.

In some thermally activated applications, there should be thermally expanding materials, and an important consideration involved in material selection and formulation, including structural foams, is the temperature at which the material reaction or expansion, and possibly curing, will occur. In most applications, it is undesirable for the material to activate at room temperature or the ambient temperature of the production line environment. More typically, structural foams become reactive at higher processing temperatures, such as those encountered in automotive assembly plants, when foams are processed with automotive components at elevated temperatures. While temperatures encountered in automotive assembly body shop furnaces can range from 148.89°C to 204.44°C (300°F to 400°F), paint shop furnace temperatures are typically around 93.33°C (215°F) or more high. Various blowing agent activators can be added to the composition, if desired, to produce expansion at different temperatures outside the above ranges.

Typically, prior art expandable acoustic foam materials have an expansion ranging from about 100% to over 1000%. The expansion level of the material can increase up to 1500% or more, but is usually between 0% and 300%. Generally, higher expansion will result in a material with lower strength and stiffness properties.

It is also contemplated that the foamable or expandable material may be delivered and placed into contact with the component by various delivery systems including, but not limited to, a mechanical snap-fit assembly, commonly known in the art Extrusion techniques, and micro-coater techniques such as those described in co-owned US Patent No. 5,358,397 ("Techniques for Extruding Foamed Materials") are incorporated herein by reference. In another embodiment, the expandable material is provided in sealed or partially sealed form, said expandable material comprising a pellet, said pellet comprising an expandable foam material, said expandable foam material Sealed or partially sealed in an adhesive sheath, the expandable foam material can then be attached to the component in a desired configuration. An example of one such system is disclosed in co-owned co-pending US Patent No. 09/524,298 ("Expandable Preformed Plug"), which is incorporated herein by reference. In addition, preformed graphics can also be applied, such as by extruding a sheet (having a flat or shaped surface), and then die cutting it into a predetermined configuration.

As stated above, the reinforcing portions of the present invention are particularly suitable for use in the context of hollow automotive cavity structural reinforcements. As the car heats up, the thermally expandable material (structural foam) expands to contact the surface of the hollow cavity intended for reinforcement. There is no need to fill the space between the member and the inner surface of the hollow cavity or other reinforcing surface with expanded thermally expandable material for significant reinforcement. It is often preferred that the hollow cavity not be completely filled in order to allow passage for the flow of condensed moisture.

A particularly added benefit of the present invention is that it can be confidently reinforced in large segments so that the structural foam is fully cured. Since the material must be heated to cure, it is important to produce a complete cure for optimum performance. If the very large segments were filled only with structural foam, it would be difficult to obtain adequate heat transfer through the material. Utilizing a composite reinforcement greatly increases the likelihood of producing a complete cure. This is possible because it allows both the possibility of utilizing less heat-activated foam material and the rigid reinforcement provides a heat transfer conduit to the inner surface of the heat-activated material. An added benefit is that a lower weight and lower cost stiffener can be provided for certain design types. Another additional benefit is that it allows the possibility to create a part that is highly resistant to damage during transport, since the support of the bonded reinforcement is set to the thermally expandable material.

Composite reinforced structures may be formed by dispensing heat-activated expandable material onto the reinforcements by means of an extruder comprising an extruder articulated by automatic control means. This method relies on the extruder being positioned such that the molten thermally expandable material is dispensed into the reinforcement. On cooling, the thermally expandable material hardens and resists deformation when transported. Upon sufficient reheating (the temperature must be higher than that used to mold the thermally expandable material), the thermally expandable material will be activated so that it will expand and cure within the hollow automotive cavity and thus provide the desired reinforcement . In particular the preferred way of distributing the material to the reinforcement is to articulate the extruder by means of an automatic control device so as to press the molten thermally expandable material into the segments. An alternative is to insert injection molded material of this type onto the reinforcing structure. Another way to construct such a reinforcement is to separately extrude the thermally expandable material into a shape that mimics the segments of a bond location, and then slide or snap the thermally expandable material into the key of a bonded reinforcement In the combined segment. Another additional method of making a composite construction is to press a melt of deformable thermally expandable material into bonded sections of the reinforcement.

Alternatively, the foam material may be fastened to the reinforcement by eg pins.

The present invention is diagrammatically shown in FIG. 1 and includes a frame or rail energy management reinforcement system 10 formed in accordance with the teachings of the present invention. System 10 imparts an increased ability to redirect applied loads and impact energy to preferred portions of an automobile, and thus can be applied to a variety of applications and areas of an automobile or other moving vehicle. For example, the energy management stiffener system 10 can be used to prevent deformation and distortion of various target parts of the vehicle, including the frame, side rails, doors, or other Structure. System 10 is used to target, regulate, or manage energy for absorption and/or transfer to other parts of the vehicle. As shown in Figures 1 and 2, the present invention includes at least one member 12 having an inner and an outer portion, the member 12 comprising an injection molded bracket having a suitable amount of expandable material 14, the aforementioned The expandable material 14 is molded on each side thereof, and it may be placed, geometrically defined, fixed, or bonded to at least a portion of the automotive structural stringer or frame 16 by a fixture 18 (not shown), The fixture 18 described above is used to seat the member 12 within the rail or frame 16 . Fixture 18 may include a self-interlocking component, gravity/geometrically limited displacement, adhesive, a molded-in metal fastener component such as a clip, push pin or snap, an integrally molded fastener such as a clip , push pins, or snap and snap engagement assemblies, which are known in the art. As shown in Figures 3 and 4, the securing means 18 may comprise a clip. The frame or rails 16 provide the structural integrity of the vehicle and serve as brackets for certain body panels of the vehicle, which are visible from the outside of the vehicle and which receive impact energy. By securing the member 12 with the expanded material 14 to the frame or rail 16, the targeted portion of the frame or rail 16 to which the member 12 is secured has additional structural reinforcement.

The present invention is used to locate such targeted reinforcements in selected areas of a vehicle frame or rail 16 and provide the ability to absorb, direct, or manage impact energy, typically from an external source or object encountered during an impact event such as that normally encountered during a frontal/off-side impact or collision. It is contemplated that member 12 and expandable material 14, after expansion, produce a composite structure such that the overall system 10 is stronger and stiffer than the sum of its individual components. In the event of an impact to the outside of the car, the impact energy is managed through energy absorption/dissipation or energy directed towards a specific area of the car.

The energy management features of the present invention may also utilize the targeted displacement of a plurality of brakes 20 along the frame or rail 16 mounted within an interior portion of the structure 12 or mounted on the exterior of the structure 12 as shown in FIG. Show. each brake 20 is aimed or otherwise adjusted for placement in one or both of selected areas of the frame or rail 16 and/or plurality of members 12 so as to direct the distribution of energy towards the aimed area of the vehicle during impact, and start to fold in the structure inducing axial failure. As shown in FIGS. 2-6, the system 10 of the present invention may be assembled within an automobile cavity using a plurality of components 12 of various predetermined shapes, forms and thicknesses corresponding to selected applications. Cavity size, shape and form for specific automotive applications for energy management without compromising visual appearance, functionality, or aesthetic quality of automotive exterior parts and paintable surfaces. One or more detents 20 are mounted and integrated within the interior portion of member 12 and are designed as indentations, holes, or any other step change in the geometry of the interior portion of the member. In some cases, each brake 20 may simply comprise an interior portion of a length of member that is not exclusively coated with an expandable material as shown in FIG. 2 . In other applications, multiple detents 20 may utilize notches as shown in FIG. 1 , or cut holes in a portion of member 12 , also shown in FIG. 1 . As illustrated in FIGS. 3 and 4, the brake 20 of the present invention also incorporates a bore or other step change in the geometry of the member 12 that includes changing the wall thickness of the brake 20. As shown in FIG.

The expandable material 14 includes an impact energy absorbing, structurally reinforcing material that is rigidly or semi-rigidly secured to at least one member 12 having at least one detent 20 . It is contemplated that material 14 may be applied to at least one member 12 in various patterns, shapes and thicknesses to accommodate the particular size, shape and dimensions of the cavity to be filled with the activated expandable material. The arrangement of the member 12 along the selected frame or rail 16 and the arrangement of the material 14 along the surface of the member 12 itself, and in particular the arrangement of one or both of the inner and outer portions of the member 12, can be applied to each In various patterns and thicknesses to target or adjust energy management reinforcements and deformation reduction in selected areas of the vehicle where the reduction or redirection of impact energy is used to limit damage to the vehicle passenger compartment and allow occupants to enter and exit the vehicle. The material 14 is activated so that the expansion is accomplished by the application of heat typically encountered in an automotive e-painting oven or other heating operation defined in the space between the members 12 which are now secured to the alternative on the frame or stringer 16 in a pre-production facility or in final automotive assembly operations. The resulting composite structure includes a wall structure formed by stringers or frames 16 joined to at least one member 12 by means of material 14 . It has been found that when the material 14 is sold from L & L Products, Inc of Romeo, Michigan, such as under the product designation L-5204, L-5205, L-5206, L-5207, L-5208, L-5209 , L-5214, and L-5222 provided those materials selected, by utilizing the structural fixation of member 12 and material 14 to achieve the best. For semi-structural fixation by frame or stringer 16 utilizing member 12 and material 14, when material 14 is sold from L & L Products, Inc of Romeo, Michigan, as product designations L-4100, L-4200 , L-4000, L-2100, L-1066, L-2106, and L-2108 provide the best results when selected from those materials.

Expandable material properties include structural foam properties that are preferably thermally activated upon heating to expand and cure, typically through a combination of gas evolution and crosslinking chemical reactions to form the foam. Material 14 is typically applied to member 12 in a solid or semi-solid state. Utilizing generally known manufacturing techniques, the material 14 can be applied to the outer surface of the member 12 in a fluid state, wherein the material 14 is heated to a temperature that allows the foamed material to flow slightly to aid in substrate wetting. wet. Upon curing, material 14 hardens and adheres to the outer surface of member 12 . Alternatively, material 14 may be applied to member 12 as pre-cast pellets that are heated slightly to bond the pellets to the outer surface on member 12 . At this stage, the material 14 is heated just enough to flow slightly, but not enough to cause the material 14 to thermally expand. Furthermore, the material 14 can also be applied by thermal bonding/thermoforming or by coextrusion. It should be noted that other stimulus-activated bondable materials may be used, such as, without limitation, a hermetically sealed mixture of several materials that, when subjected to temperature, pressure, chemical methods, or other environmental conditions one after the other, may be used. When activated, it becomes chemically active. To this end, an aspect of the present invention is to facilitate an in-line manufacturing method whereby material 14 can be placed in a desired configuration along member 12, wherein member 12 is then secured to frame or stringer 16 by securing means 18 , or geometrically constrained to the frame or side members 16 at a point prior to final assembly of the vehicle without securing means. As shown in Figures 3 and 4, the securing means 18 of the present invention may comprise a clip, such clips being well known in the art. In this regard, the system 10 of the present invention provides at least one, but possibly a plurality, of members 12 positioned along and secured to selected frame or rails 16 so as to maintain sufficient The gaps allow for existing and required hardware that can fit inside conventional automotive body cavities to provide window movement, door trim, and more. As shown in FIG. 7, the system 10 may also be used in hydroforming applications, wherein a plurality of interlocking members 12 are shaped for placement within a closed fixture 18, and are then constrained by the fixture 18, as described above. Fixture 18 includes a self-locking retainer. In the particular hydroformed embodiment shown in FIG. 7, the brake 20 of the present invention includes a hole or deformation that penetrates through the inner portion of the interlock 12. The brake 20 may also include a wall thickness geometry of the interlock 12. A step change in shape.

The energy management reinforcement system 10 disclosed in the present invention can be used in a variety of applications where it is desired that the reinforcement secure, guide, and/or absorb impact energy, which may be transmitted from an external source or to the body of the vehicle. Crashes are added to the structural parts of the car. As shown in FIG. 9 in the pre-impact state, system 10 can be used to control and guide energy management in automotive frontal impact testing by targeting system bending, warping, and failure in a progressive manner, while also providing A certain stiffener stability during the bending process described above is produced in the system shown in the post-impact state in FIG. 10 . That is, as shown in Figs. 9 and 10, axial failure can be produced by using multiple detents 20 opposing or double bending. System 10 has particular application in vehicle frame or side member applications where overall weight reinforcement of the structure is a critical factor and there is a need to stiffen and/or prevent deformation and distortion resulting from impacts to the vehicle. For example, system 10 may be used to reduce or prevent structural distortion of parts of automobiles, aircraft, marine vehicles, building structures, or other similar objects that are subject to impact or other applied structural forces, whether natural or man-made . In the disclosed embodiment, the system 10 is used as part of a frame or side member assembly to prevent distortion of the vehicle in selected areas through the transfer and/or absorption of applied energy, and can be integrated with a rocker arm in the vehicle , cross beam, chassis engine bracket, roof system, roof arch, lift gate, roof head, roof rail, fender assembly, pillar assembly, radiator/rad support, bumper, various Body panels such as hoods, trunks, hatch doors, cargo doors, front end structures, door strikers, and other parts of a car that can be used near the exterior of the car are used together. Those skilled in the art will appreciate that the system can be used in conjunction with, or as a component of, a conventional acoustic panel or an automotive structural reinforcement system, as described in commonly-acknowledged commonly-owned U.S. Patent Application Nos. 09/ 524,961 or 09/502,686, which are incorporated herein by reference.

FIG. 11 shows a U-shaped metal reinforcing core 21 to which strips of structural foam material 22 , 23 , 24 are fixed to the outer walls of the push pins 25 of the core 21 . Also provided are push pins 26 which may be used to secure the reinforcement to the inner surface of the channel to be reinforced.

FIG. 12 shows the part shown in FIG. 11 in the lower part of the front longitudinal section 27 . When the upper part of the front longitudinal section 27 is set and welded to the section 27, the pins 26 will secure the reinforcement to the upper part while providing a gap between the metal 22 and structural foam 24 and the inner surface of the upper part. A space for the effective flow of corrosion-resistant e-coating fluid. After the e-coating fluid is applied, the segments are baked to cure the coating and the structural foam expands during painting to bond the core to the interior surface of the preceding longitudinal segment.

FIG. 13 is a schematic view of the longitudinal section of the front side member shown in FIG. 12 , which also shows the side member 27 with two curved sections 28 and 29 . The first curved section is the curved section furthest from the front of the vehicle. In this embodiment, no reinforcement is provided in the second curved section of the front side member, which is the curved section closest to the front of the vehicle. The stiffening core 21 shows a stiffened curved section 28, while the curved section 29 has no reinforcement. FIG. 14 shows how the stiffener at section 28 directs energy on impact so as to deform at bending point 29 rather than also at point 28 .

Preferred embodiments of the invention have been disclosed. However, those skilled in the art should appreciate that certain modifications are included in the technical scope of the present invention. For that reason the following claims should be studied to determine the true scope and content of this invention.

Claims (36)

1. Energy management systems for reducing or preventing distortion of vehicle characteristics in the event of an impact from an external force, including: a) at least one member having an inner and an outer portion, said outer portion being adapted to be placed in a cavity, said cavity being disposed within a frame assembly; and at least one brake, said brake being adapted to travel along the placement of said internal part of said member; and b) An expandable material disposed over at least a portion of the member. 2. The system of claim 1, wherein said member includes a plurality of brakes adapted to direct impact energy from an external force. 3. A system as claimed in claim 1 or 2, wherein said member comprises a plurality of brakes adapted to absorb impact energy from external forces. 4. The system of any one of the preceding claims, wherein said frame assembly includes a plurality of brakes, said plurality of brakes being adapted to direct impact energy from an external force. 5. The system of any one of the preceding claims, wherein said frame assembly includes a plurality of brakes, said plurality of brakes being adapted to absorb energy from an external force. 6. The system as claimed in any one of the preceding claims, wherein said member is adapted to reinforce portions of the vehicle selected from the group consisting of a longitudinal beam member, a frame member , a door assembly, a rocker arm, and a frame cross member. 7. The system of any one of claims 1-5, wherein said member is adapted to reinforce portions of a vehicle selected from the group consisting of a window frame, a A hatch cover, a lift gate, an automotive pillar assembly, and an automotive window. 8. The system of any one of claims 1-5, wherein said member is adapted to reinforce portions of a vehicle selected from the group consisting of a roof system, a a roof arch, a roof rail, and a roof head. 9. The system of any one of claims 1-5, wherein said member is adapted to reduce impact energy deformation of portions of the vehicle selected from the group consisting of a protective panel components, a bumper and a front structure. 10. The system of any one of the preceding claims, wherein said member comprises a material selected from the group consisting of an extruded aluminum, an aluminum foam, A low density solid filler, a molded magnesium alloy, a magnesium foam, a titanium alloy, a molded titanium alloy, and a titanium foam. 11. The system of any one of the preceding claims, wherein said member comprises a material selected from the group consisting of a stamped and formed cold rolled steel, a stamped and formed A high-strength low-alloy steel, a roll-formed cold-rolled steel, and a roll-formed high-strength low-alloy steel. 12. A component for use in a system for managing the absorption and distribution of impact energy in response to external loads, said component comprising: a) a first part adapted to be placed within a defined part of the motor vehicle; and b) a second part connected to said first part, said second part having a surface suitable for mounting an expandable material which, when inflated, helps absorb and distribute shock according to said load can be on the above surface. 13. The component of claim 12, further comprising a third portion connected to one of said first portion and said second portion, said third portion having a plurality of detents, said plurality of detents Suitable for directing impact energy from an external force. 14. A component as claimed in claim 12 or 13, further comprising a third part connected to one of said first part and said second part, said third part having a plurality of brakes, said plurality A brake is adapted to absorb impact energy from an external force. 15. A component as claimed in any one of claims 12-14, wherein said component is adapted to reinforce parts of a motor vehicle selected from the group consisting of a longitudinal beam member, a A frame member, a door assembly, a rocker, and a frame cross member. 16. A component as claimed in any one of claims 12-14, wherein said component is adapted to reinforce parts of a motor vehicle selected from the group consisting of a window frame, a An automobile sunroof, a lift gate, an automobile main pillar assembly, and an automobile window. 17. A component as claimed in any one of claims 12-14, wherein said component is adapted to reinforce parts of a motor vehicle selected from the group consisting of a roof system, a A roof arch, a roof rail and a roof header. 18. A component as claimed in any one of claims 12-14, wherein said component is adapted to reduce impact energy deformation of portions of a motor vehicle selected from the group consisting of a fender assembly , a bumper and a front end structure. 19. The member of any one of claims 12-18, wherein said member comprises a material selected from the group consisting of extruded aluminum, an aluminum foam material , a low-density solid filler, a magnesium alloy, a molded magnesium alloy, a magnesium foam material, a titanium alloy, a molded titanium alloy, and a titanium foam material. 20. A member as claimed in any one of claims 12-18, wherein said member comprises a material selected from the group consisting of a stamped and formed cold rolled steel, a A stamped-formed high-strength low-alloy steel, a roll-formed cold-rolled steel, and a roll-formed high-strength low-alloy steel. 21. A member as claimed in any one of claims 12-20, wherein said expandable material is a polymeric material having foaming properties. 22. A member as claimed in any one of claims 12-21, wherein said expandable material is an epoxy-based polymer material having foaming properties. 23. A member as claimed in any one of claims 12-22, wherein said expandable material is a thermally activated expandable polymeric material. 24. A member as claimed in any one of claims 12-23, wherein said expandable material is an expandable plastic which is generally non-flaking to contact. 25. A member as claimed in any one of claims 12 to 24 wherein said expandable material is an expandable plastic which is activated at temperatures encountered in automotive paint operations. 26. Shock distortion reduction system, including: a) a frame rail for use as a structural member in a motor vehicle, said frame rail having an exposed surface portion; b) at least one member mounting-bonded to an exposed surface portion of said frame rail; and c) An expandable material for managing impact energy, said expandable material disposed over at least a portion of said member. 27. The system of claim 26, wherein said expandable material is an ethylene polymer based polymer foam material. 28. The system of claim 26 or 27, wherein said expandable material is a thermally activated expandable polymer foam material. 29. The system of any one of claims 26-28, wherein said expandable material is an expandable polymeric foam material that is generally non-flaking to contact. 30. The system of any one of claims 26-29, wherein said expandable material is an expandable vinyl foam material activatable at temperatures encountered in automotive paint operations. 31. The system of any one of claims 26-30, wherein said expandable material is a heat activated thermoplastic foam material. 32. The system of any one of claims 26-31, wherein said expandable material is an expandable vinyl foam material that is generally non-shedding to contact. 33. Energy management enhancing devices for automobiles, including: a) a frame rail adapted to be placed within portions of a motor vehicle having an inner portion and an outer portion defining a cavity therein; b) at least one member disposed within said frame member and disposed within said cavity, said member having an expandable material in sealing contact with said member, said expandable material being suitable for expands when exposed to heat, thereby joining said member to at least one of said inner portion and outer portion of said frame rail; c) said at least one member further includes a plurality of brakes for managing impact energy applied to the vehicle by external forces. 34. A structural reinforcement comprising a core to which one or more structural foam components are secured over a portion of the surface of said structural reinforcement, the reinforcement having means for securing to a Means on a reinforced member, wherein the means for fixing is such that, prior to forming the foam, a space is provided between the core, the structural foam and the inner surface of the member to be reinforced, and the foam forming process enables The structural foam expands across the space and joins the core to the inner surface of the member to be reinforced while leaving a channel between the core and the structural member. 35. A structural reinforcement as claimed in claim 34 wherein the structural foam material covers from 20% to 45% of the core surface. 36. Structural element according to claim 34 or 35 for reinforcing a front longitudinal section of a motor vehicle.

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