1. A crush rail having improved crash worthiness, comprising:
an elongated rail made from metal; and
a crush trigger integrally formed in the rail that comprises a localized part spaced from an end of the rail that is heat treated to decrease the yield strength and increase the ductility of the metal; and
a series of outward convolutions and inward convolutions formed in an area of the crush trigger after impact, the outward convolutions rising above a top outer surface of the rail in a portion of the area and the inward convolutions sunken below a side outer surface in the same portion of the area as the outward convolutions such that a cross-section through the portion produces alternating inward and outward convolutions around the outer surfaces of the rail, the outer surfaces defined by the perimeter of the rail prior to impact.
2. The crush rail of claim 1 wherein the crush trigger is heat treated by means of induction heating.
3. The crush rail of claim 1 wherein the elongated rail is made from a magnesium alloy.
4. The crush rail of claim 1 wherein the elongated rail is made from a steel alloy.
5. The crush rail of claim 1 wherein the elongated rail is made from an aluminum alloy.
6. The crush rail of claim 1 wherein the crush trigger is created by heat treating the rail to create varied yield strength and ductility along the length of the rail.
7. The crush rail of claim 6 wherein varied yield strength and ductility is created by heat treating different areas of the rail for different amounts of time.
8. The crush rail of claim 6 wherein the varied yield strength and ductility is created by heat treating different areas of the rail at different temperatures.
9. The crush rail of claim 6 wherein a first end of the rail has the lowest yield strength and the highest ductility, and a second end of the rail has the highest yield strength and lowest ductility, and the yield strength of a middle portion of the rail varies, with the yield strength increasing and the ductility decreasing in the direction of the first end to the second end.
10. A bumper support bracket having improved crash worthiness, comprising:
an elongated metal member with a rectangular cross section;
at least one crush trigger made by heat treating a localized area proximate but spaced from the second end of the elongated metal member, the crush trigger comprising an area of reduced yield strength and increased ductility; and
a series of outward convolutions and inward convolutions formed in an area of the crush trigger after impact, the outward convolutions rising above a top outer surface of the elongated member in a portion of the area and the inward convolutions sunken below a side outer surface in the same portion of the area as the outward convolutions such that a cross-section through the portion produces alternating inward and outward convolutions around the outer surfaces of the rail, the outer surfaces defined by the perimeter of the elongated member prior to impact.
11. The bumper support of claim 10 wherein the elongated metal member is made from a heat treatable metal alloy.
12. The bumper support of claim 10 wherein the crush trigger is heat treated by induction heating.
13. The bumper support of claim 10 wherein the crush trigger is heat treated circumferentially.
14. (Cancel)
15. The bumper support of claim 10 wherein there are a plurality of crush triggers in addition to the first crush trigger, with the distance between each crush trigger being substantially the same distance as the distance between the second end and the first crush trigger.
16. The bumper support of claim 15 wherein the first crush trigger is heat treated to have a particular yield strength and a particular ductility, and each subsequent crush trigger from the first crush trigger has a relatively higher yield strength and a relatively lower ductility than the crush trigger adjacent to the crush trigger in the direction of the second end.
17. A body pillar assembly of a vehicle comprising:
an elongated pillar formed of a heat treatable alloy, the pillar having a bottom end attached to the chassis of the vehicle and a top end attached to the body of the vehicle at a point spaced above the chassis of the vehicle; and
at least one crush trigger made by heat treating a localized area of the pillar to reduce locally the yield strength and increase the ductility of the pillar.
18. The body pillar assembly of claim 17 wherein the crush trigger is created by means of induction heating.
19. The body pillar assembly of claim 17 wherein the crush trigger is heated circumferentially.
20. The body pillar assembly of claim 17 wherein one crush trigger is provided proximate the top end of the pillar, and a second crush trigger is provided proximate the bottom end of the pillar which is attached to the chassis.
21. A steering column assembly of a vehicle having improved crash worthiness, comprising:
steering column component made from a heat treatable tube having circular cross section, the steering column component having a first end that is closest to a steering wheel and a second end that is closest to the steering gear; and
a crush trigger created by heat treating a localized area of the metal to decrease the yield strength and increase the ductility of the metal, the crush trigger being on the end of the elongated member that is attached to the steering gear.
22. The steering column assembly of claim 21 wherein the crush trigger is made by means of induction heating.
23. The steering column assembly of claim 21 wherein the crush trigger is heat treated circumferentially.
24. A drive shaft for a rear wheel drive vehicle with improved crash worthiness, comprising:
an elongated member made from a heat treatable metal, having a circular cross section, and having two ends, one end being attached to a transmission, and the other end being attached to a rear differential gear assembly; and
a crush trigger created by heat treating the metal to decrease the yield strength and increase the ductility of the metal, the crush trigger being on the end of the drive shaft that is connected to the rear differential assembly.
25. The drive shaft of claim 24 wherein the elongated member is formed by means of extrusion.
26. An engine support frame with improved crash worthiness, comprising:
an engine cradle made of a heat treatable metal; and
a crush trigger created by heat treating the engine cradle to locally reduce the yield strength and increase the ductility of the engine cradle.
27. A steering wheel for a vehicle, comprising:
a hub assembly adapted to be connected to a steering column assembly;
a ring formed of a heat treatable alloy and being secured to the hub assembly; and
at least one area being formed on the ring by locally heating the area to reduce its strength and increase its ductility so that local area will more easily bend in a collision than other portions of the ring.
28. The crush rail of claim 1 wherein the localized heat treated part of the rail corresponds with corners of the rail, a portion between the heat treated corners having greater yield strength and less ductility relative to the heat treated corners.
29. The crush rail of claim 1 wherein the rail is a square, including four sides having four corresponding corners, the four corners heat treated.
30. The bumper support of claim 10 the localized heat treated part of the elongated member corresponds with corners of the elongated member, a portion between the heat treated corners having greater yield strength and less ductility relative to the heat treated corners.
31. The bumper support of claim 10 wherein the elongated member is a square, including four sides having four corresponding corners, the four corners heat treated.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. An N-heterocyclic carbene ligand precursor comprising a compound of Formula
wherein n is 0 or 1:
wherein R is independently:
wherein at least one R is other than NR2R3;
wherein R1, R2, and R3 are independently: H; C1 to C18 straight, branched, or multiply branched alkyl; benzyl; substituted benzyl; phenyl; substituted phenyl; napthyl; substituted napthyl; pyridyl; substituted pyridyl; quinolyl; substituted quinolyl; or pentafluorobenzyl, or combined R2R3 is =CHR1, wherein the substituent is an alkyl, vinyl, alkenyl, alkynyl, or aryl group; and
wherein in Z\u2212 is Cl\u2212, Br\u2212, I\u2212, PF6\u2212, SbF6\u2212, \u2212OSO2CF3, \u2212OSO2C6H5 or \u2212OSO2C6H4\u2014R4, where R4 is an alkylene or oxyalkylene unit bridged with a polymer or polymeric resin.
2. The N-heterocyclic carbene ligand precursor of claim 1, wherein said compound of Formula (I) comprises a racemic mixture, an enantiomerically enriched compound, or an enantiomerically pure compound.
3. The N-heterocyclic carbene ligand precursor of claim 1, wherein said compound of Formula (I) is a bis-N-heterocyclic carbene ligand precursor wherein n is 1 and R is other than NR2R3.
4. The N-heterocyclic carbene ligand precursor of claim 3, wherein R is
5. The N-heterocyclic carbene ligand precursor of claim 1, wherein said compound of Formula (I) is a bis-N-heterocyclic carbene ligand precursor wherein n is 0 and R is other than NR2R3.
6. The N-heterocyclic carbene ligand precursor of claim 5, wherein R is
7. The N-heterocyclic carbene ligand precursor of claim 1, wherein said compound of Formula (I) is a mono-N-heterocyclic carbene ligand precursor wherein n is 0 and one R is NR2R3.
8. The N-heterocyclic carbene ligand precursor of claim 7, wherein one R is
9. The N-heterocyclic carbene ligand precursor of claim 1, wherein a carbon-hydrogen bond other than that of the carbon between the two nitrogens of R is replaced with an alkylene or oxyalkylene unit bridged with a polymer or polymeric resin.
10. A method of making an N-heterocyclic carbene ligand precursor according to claim 1 comprising the steps of:
providing a trans-9,10-dihydro-9,10-ethanoanthracene compound; and
transforming said trans-9,10-dihydro-9,10-ethanoanthracene compound into said N-heterocyclic carbene ligand precursor.
11. The method of claim 10, wherein said trans-9,10-dihydro-9,10-ethanoanthracene compound is an ester derived from trans-9,10-dihydro-9,10-ethanoanthracene-11,12-dimethanol and wherein said step of transforming comprises performing at least one substitution reaction with at least one N-heterocycle.
12. The method of claim 11, wherein said ester is a triflate ester.
13. The method of claim 10, wherein said trans-9,10-dihydro-9,10-ethanoanthracene compound is trans-9,10-dihydro-9,10-ethanoanthracene-11,12-diamine and wherein said step of transforming comprises performing at least one cyclization reaction involving at least one amine of said trans-9,10-dihydro-9,10-ethanoanthracene-11,12-diamine.
14. A method of transforming an N-heterocyclic carbene ligand precursor of claim 1 into an N-heterocyclic carbene ligand comprising the step of reacting said N-heterocyclic carbene ligand precursor with an alkali salt of a hindered amine.
15. The method of claim 14 wherein said alkali salt of a hindered amine is potassium hexmethyldisilazane.
16. An N-heterocyclic carbene ligand prepared according to the method of claim 14, comprising a compound of either Formula V, Formula VI, or Formula VII
wherein: n is 0 or 1;
wherein R5 is independently:
and
wherein R1 groups are independently: H; C1 to C18 straight, branched, or multiply branched alkyl; benzyl; substituted benzyl; phenyl; substituted phenyl; napthyl; substituted napthyl;
pyridyl; substituted pyridyl; quinolyl; substituted quinolyl; or pentafluorobenzyl, wherein the substituent is an alkyl, vinyl, alkenyl, alkynyl, or aryl group.