Abstract: A body structure of a vehicle includes a bulkhead, and a frame rail extending forward from the bulkhead along a longitudinal centerline. A powertrain system is disposed laterally inboard of the frame rail relative to the longitudinal centerline. The frame rail includes a flared section, a splayed section, and a reinforcing member. The flared section curves laterally outboard, away from the longitudinal centerline. The splayed section includes a variable cross sectional area that increases with an increase in distance from the bulkhead. The reinforcing member is operable to increase lateral stiffness in the frame rail, in a direction transverse to the longitudinal centerline. The frame rail is operable to deform into contact with the powertrain system in response to a load applied to a forward end of the body structure and laterally offset from the longitudinal centerline, to generate a lateral force in the body structure.

Abstract: In a bump stopper (115) attached to a main frame (10) of a chassis frame (9) of a vehicle (1), a stopper body (116) is a panel which is, as viewed in a cross section along a horizontal direction, formed in a bag shape having an opening on an inner side in a vehicle width direction and formed so as to have openings at upper and lower ends. The stopper body (116) is attached to an outer surface of the main frame (10) at front and rear attachment parts (116c, 116d) which are end parts of the panel positioned at sides of the opening on the inner side in the vehicle width direction. A contact member (118) contacting an arm (92) is attached to the stopper body (116) so as to be positioned in the vicinity of a lower opening (116) of the stopper body (116).

Abstract: A cradle for mounting an engine in a vehicle has left and right side members, and a rear cross member and front cross member extending between the left and right side members. The cradle has left and right front body mounts. Left and right deflector devices are mounted respectively on the cradle adjacent the left and right body mounts and forwardly of the vehicle wheels. Each of the left and right deflector devices including an impact receiving member that projects outwardly and rearwardly from the cradle to receive an impact load offset outboard from the body mounts. Each impact receiving member has an upper and lower sheet metal shell providing a top wall welded to a top wall of the cradle and a bottom wall welded to the bottom wall of the cradle, and a front impact receiving wall extending vertically between the top wall and the bottom wall.

Abstract: The invention relates to a vehicle, notably a motor vehicle, chassis frame side rail made up of two section pieces of U-shaped cross section, welded together by longitudinal connecting tabs juxtaposed contiguously and more or less perpendicularly extending the ends of the branches of the U, in which each section piece has, between each of the tabs and the branches of the U that it extends, a joining area that forms two separate longitudinal plastic hinges that deform if the side rail is deformed by longitudinal compression so as to keep the welded joint between the tabs intact.

Abstract: A front wheel suspension on a two-track vehicle having a wheel carrier or pivot bearing guided by an articulated suspension link is provided with an add-on part arranged such that during an impact of the vehicle on an obstacle which penetrates into the space bridged by the suspension link between a wheel and an axle support or vehicle body, the add-on part forms a lever arm on an articulated connection of the suspension link to separate the link by opening or destroying the connection. Separation of the articulated connection allows the vehicle wheel to be displaced laterally away from the vehicle interior. The add-on part may be fastened by a fastening screw of the articulation connection or be an extension of the screw. The add-on part may have a bead or a punch ring which has a destructive effect on the articulated connection during impact-caused displacement of the add-on part.

Abstract: A front subframe for a vehicle body structure includes left and right longitudinal members which extend in a longitudinal direction of the vehicle body. A front cross member extends in a transverse direction of the body so as to extend between front ends of these longitudinal members. A rear cross member extends in the transverse direction of the body so as to extend between rear ends of the left and right longitudinal members. An engagement member as part of the front subframe is provided at each front end of the left and right longitudinal members. The engagement member is adapted to be engaged by an associated object during a narrow offset frontal collision and direct crash forces into the front subframe and vehicle body structure.

Abstract: The subject-matter of the invention is an armored vehicle comprising a vehicle body forming a passenger compartment which is connected to mobility means comprising at least two axles. The axles of the vehicle are connected to the vehicle body by at least one axle support which has the shape of a U-shaped profile arranged above an axle and comprising a middle plate attached to the axle and extended by side edges which extend substantially vertically between the axle and the vehicle body, wherein each side edge bears at least one connecting tab which is attached by its end to the vehicle body at an attachment point.

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

Abstract: A vehicle structure includes: a suspension member for supporting a suspension mechanism of a vehicle; a rear-portion support member (inner members, a dash panel) provided above a rear portion of the suspension member and supporting the suspension member; a fastening member for fastening the rear portion of the suspension member to the rear-portion support member; and a latching member provided in the fastening member and latching thereto the rear portion of the suspension member to be displaced in a vehicle lower direction due to an impact load toward a vehicle rearward direction, so as to transmit, to the fastening member, a load toward the vehicle lower direction.

Abstract: A vehicle structure includes: a suspension member for supporting a suspension mechanism of a vehicle; a rear-portion support member (inner members, a dash panel) provided above a rear portion of the suspension member and supporting the suspension member; a fastening member for fastening the rear portion of the suspension member to the rear-portion support member; and a latching member provided in the fastening member and latching thereto the rear portion of the suspension member to be displaced in a vehicle lower direction due to an impact load toward a vehicle rearward direction, so as to transmit, to the fastening member, a load toward the vehicle lower direction.

Abstract: A chassis structure for a motor vehicle includes a forged base body of light metal and a reinforcement body made of fiber material. The base body and the reinforcement body are bought into forced engagement by an adhesive layer, wherein the base body has at least one first region which is plastically deformed and partially encompasses the reinforcement body by a form fit.

Abstract: A metallic hollow columnar member with a polygonal cross-section having at least five vertices and sides extending between the vertices, is disclosed. The polygonal cross-section is divided by two vertices (A, B) with small inside angles into two perimeter segments with a perimeter comprising one or more sides, and at least one of the two perimeter segments contains at least four sides. The respective inside angles of at least three vertices (V(i)) included in the perimeter segment which includes the at least four sides are equal to or less than 180°, the distance (SS(i)) between each of the at least three vertices (V(i)) and a straight line (L) connecting the two vertices (A, B) is shorter than ½ of the distance between the two vertices (A, B), and the inside angle of the vertex (C) with the smallest inside angle among the at least three vertices (V(i)) is larger than the inside angles of the two vertices (A, B).

Abstract: An exhaust heat recovery apparatus (3) is installed below a floor supported by both side members (11, 12) of a vehicle to recover heat from exhaust gas passing through an exhaust pipe (1) of an internal combustion engine. Assistance members (15, 16), which extend in the fore-and-aft direction of the vehicle, are provided between the both side members (11, 12) of the vehicle. The exhaust heat recovery apparatus (3) is installed close to one of the assistance members (15, 16).

Abstract: A mechanism protecting vehicle occupants from floor oscillation during under-vehicle explosions comprises vehicle cab sidewalls, a cab floor, cab mounts having elastomeric bodies between the cab and vehicle frame members, a shield below the cab floor, first elastomeric isolators between the shield and frame, and second elastomeric isolators between the shield and sidewalls. The second isolators collapse by an amount equal to the combined collapse of the first isolators and cab mounts. Explosive loads to the shield follow paths to different floor zones, decreasing floor oscillation. A vehicle payload area is mounted to the frame separately from the cab. The payload area and cab move independently on the frame. The payload area mounts are stiffer and smaller than the cab mounts, so explosions under the vehicle tend to accelerate the payload area before the cab.

Abstract: A shock absorber system for use with a vehicle having a shield to reduce the effects of a shock event.

Abstract: The invention relates to a crash structure (10a, 10b, 10c, 10d, 10e, 10f) for a motor vehicle, having a crash element (12a, 12b, 12c, 12d, 12e, 12f), which is made at least partially of a fiber composite material, and a support unit (16a, 16b, 16c, 16d, 16e, 16f) having at least one support element (14a, 14.1b, 14.2b, 14c, 14d, 14e, 14f) and being connectable to a load-bearing structure (18) of the motor vehicle. According to the invention, the crash element (12a, 12b, 12c, 12d, 12e, 12f) is made of an undulated component with waves (22) in the vehicle longitudinal direction (20) and an end region (24) which is supported on the load-bearing structure (18) of the motor vehicle at least via the at least one support element (14a, 14.1b, 14.2b, 14c, 14d, 14e, 14f) of the support unit (16a, 16b, 16c, 16d, 16e, 16f) in the vehicle transverse direction (26).

Abstract: The invention relates to a module for the modular frame of a heavy load transport vehicle, characterized in that it comprises, at one end thereof, a junction surface having an oblique bearing surface extending between two parallel planar surfaces inclined relative to the previous one. The invention also relates to a method for mounting such modules. The invention relates to a frame that comprises at least two such modules in which the junction surfaces together define an assembly with an oblique scarf joint, an unabutting scarf joint or key joint. The invention also relates to a harbor vehicle comprising at least one such frame and at least one such module.

Abstract: A metallic hollow columnar member with a polygonal cross-section having at least five vertices and sides extending between the vertices, is disclosed. The polygonal cross-section is divided by two vertices (A, B) with small inside angles into two perimeter segments with a perimeter comprising one or more sides, and at least one of the two perimeter segments contains at least four sides. The respective inside angles of at least three vertices (V(i)) included in the perimeter segment which includes the at least four sides are equal to or less than 180°, the distance (SS(i)) between each of the at least three vertices (V(i)) and a straight line (L) connecting the two vertices (A, B) is shorter than ½ of the distance between the two vertices (A, B), and the inside angle of the vertex (C) with the smallest inside angle among the at least three vertices (V(i)) is larger than the inside angles of the two vertices (A, B).

Abstract: An underbody structure in a vehicle includes a front rail configured to take a crash load and form a load path during a frontal impact. At least one arcuate beam is connected at one end of the front rail and is coupled at another end to at least one of a left structural member and a right structural member of the underbody structure. Here, the left and the right structural members are fixedly connected to a side structure of the vehicle, and the arcuate beam is angularly connected to the left and the right structural member. The angular connection is configured to transfer the crash load, at least partially, during the frontal impact to the at least one of the left structural member and the right structural member.

Abstract: A tank holding mechanism holds a gas tank that has a cylindrical portion and hemispherical-shaped domical portions formed on respective sides of the cylindrical portion. The tank holding mechanism includes: a tank accommodating portion that contacts a peripheral wall of the cylindrical portion of the gas tank; tank end-side members provided near respective ends of the gas tank; a tank band that pushes the gas tank against the tank accommodating portion; and band securing portions that secure end portions of the tank band to the respective tank end-side members. The tank band is routed from one of the domical portions through the cylindrical portion to the other domical portion. The tank band extends along a diagonal line of the gas tank over an outer face of the cylindrical portion, conforms to the outer face of the cylindrical portion, and conforms to hemispherical outer faces of both of the domical portions.

Abstract: The invention relates to a vehicle having, at least in part, an electric drive which includes a traction battery (1), which vehicle has at least one predefined deformation zone (I, II) which in the event of a crash (A, B) acts to absorb energy, and at least one predefined zone (III), which has a substantial structural rigidity and which in the event of a crash (A, B) remains substantially without deformation. According to the invention, the traction battery (1) has a deformation region (18) which in the event of a crash can be deformed via a deformation path (a) and which is arranged in the deformation zone (I, II) of the vehicle.

Abstract: There is provided a front vehicle body structure including: a front sub frame mounted below front side frames; a tie rod disposed forwardly of an axle; a tie rod pressing member having a pressing portion which is mounted on the front sub frame forward of the tie rod and presses the tie rod when a collision occurs; and a rotational movement generating member for causing the tie rod pressing member to generate a rotational movement by deforming an area on which the tie rod pressing member is mounted in the front sub frame, by the load received when a collision occurs. The pressing portion is displaced by the rotational movement from a first position which is out of a steering range of the front wheels to a second position at which the pressing portion swings outward in the vehicle width direction and which allows pressing of the tie rod.

Abstract: A frame structure absorbs energy from frontal impacts and extends under a front portion of the body frame. The frame structure includes a rear sub-frame located below and in front of a pair of side frame under-members, and an inverter protection brace extending between the front sub-frame and the rear sub-frame. Loading from the inverter protection brace travels through the rear sub-frame to A-point bolt connections located on the pair of front frame side members. The rear sub-frame moves rearward and deforms at the A-point bolt connections. The load through the A-point bolt connections changes the deformation mode of the frame front side members between the A-point bolt connections and B-point bolt connections. At least one of the pair of side frame under-members buckles rearward of the B-point bolt connection located on the pair of side frame under-members for energy absorption during the frontal impact.

Abstract: A vehicle bottom structure is provided which, in the case where a vehicle is involved in an accident such as a rear-end collision, can prevent an exhaust system component reaching a high temperature from being brought into contact with a fuel tank without causing any trouble. A vehicle bottom structure according to the present invention includes a suspension member installed between a fuel tank and a muffler silencer and extending in the width direction of the vehicle, and a stopping member suspended from the bottom of the vehicle between the suspension member and the muffler silencer, the vertical position of the sopping member overlapping the vertical position of the muffler silencer. The suspension member is on a trajectory obtained by rotating the stopping member to the front side of the vehicle around the point at which the stopping member is suspended from the bottom of the vehicle.

Abstract: The subject-matter of the invention is an armored vehicle comprising a vehicle body forming a passenger compartment which is connected to mobility means comprising at least two axles. The axles of the vehicle are connected to the vehicle body by at least one axle support which has the shape of a U-shaped profile arranged above an axle and comprising a middle plate attached to the axle and extended by side edges which extend substantially vertically between the axle and the vehicle body, wherein each side edge bears at least one connecting tab which is attached by its end to the vehicle body at an attachment point.

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

Abstract: Disclosed is a vehicle body structure that can improve the absorption performance of a load applied to a vehicle is provided. When a load is applied, the sub-side member retreats as a link member turns. Additionally, the retreat of the sub-side member is suppressed when the link member reaches a termination position of the turning. As the link member turns, the sub-side member can reliably retreat to a target position. The link member can turn to retreat the sub-side member, and simultaneously apply a reaction force against the load. Additionally, the sub-side member can generate a large reaction force against the load after having retreated to the target position. Through the above, the sub-side member can move reliably while generating a reaction force to attenuate the load until the member retreats to the target position, and can generate a large reaction force after the member has retreated to the target position.

Abstract: There is provided a front vehicle body structure including: a front sub frame mounted below front side frames; a tie rod disposed forwardly of an axle; a tie rod pressing member having a pressing portion which is mounted on the front sub frame forward of the tie rod and presses the tie rod when a collision occurs; and a rotational movement generating member for causing the tie rod pressing member to generate a rotational movement by deforming an area on which the tie rod pressing member is mounted in the front sub frame, by the load received when a collision occurs. The pressing portion is displaced by the rotational movement from a first position which is out of a steering range of the front wheels to a second position at which the pressing portion swings outward in the vehicle width direction and which allows pressing of the tie rod.

Abstract: A deflector is attached to a frame on a vehicle in front of a front wheel which cooperates with the front wheel to glance a vehicle past a laterally offset impacting object. The deflector acts as a first boundary against the impacting object and the deflector turns the front wheel inboard to an inwardly turned position to act as a second deflecting boundary against the impacting object. The deflector and inwardly turned front wheel cooperate to deflect the vehicle past the object, such that the object passes outboard of a rocker member on the vehicle.

Abstract: [PROBLEMS] The present invention provides a protecting structure for a power source apparatus capable of suppressing the action of an external force on the power source apparatus when a vehicle is subjected to a shock. [SOLVING MEANS] A protecting structure for a power source apparatus, has a frame unit in which a plurality of frames (21a to 21h) are connected to each other and surround the power source apparatus (30) mounted on a vehicle; and an abutting member (22) connected to the frame unit and extending in a direction in which the abutting member abuts on a vehicle body. The abutting member is arranged so as to extend in a direction in which an external force in a predetermined direction acts on the vehicle.

Abstract: To obtain a vehicle underbody structure that is capable of ensuring the capacity of a fuel tank while suppressing an increase in the size of the fuel tank. A fuel tank is mounted behind a front floor and under a center floor. An exhaust pipe partially overlaps the fuel tank when a vehicle is seen in a plan view, and the exhaust pipe is positioned between the fuel tank and the center floor at this overlapping section.

Abstract: A frangible vehicle sub-frame joint between a sub-frame and compartment pan. The sub-frame defines a clearance area forward of a collar. In a collision event, the collar is separated into a breakaway portion and a portion that is retained by the sub-frame. The breakaway portion breaks into a clearance area defined in front of the frame joint when the sub-frame is subjected to a front end impact.

Abstract: A vehicle chassis that incorporates the engine structure, transaxle structure and a backbone structure provided as a unitary structure onto which other components of a vehicle, such as suspension, steering, body and crash absorbers may be attached. The backbone structure is a closed tubular structure in which a relatively rigid drive shaft can be supported for rotational power delivery between the engine and the transaxle. Several variations of the basic chassis embodiment are disclosed to accommodate rear wheel drive, front wheel drive, four wheel drive, as well as internal combustion, electrical and hybrid powered vehicles. Front and rear energy absorbing crash structures are rigidly fixed to front and rear sub-frames of the vehicle chassis.

Abstract: A suspension cross member comprises a middle-portion attaching member which extends upwardly from a suspension cross member body, and a pipe-shaped attaching member which is supported at a support portion provided at an upper portion of the middle-portion attaching member. A side portion, in a vehicle width direction, a front portion and a rear portion, in a vehicle longitudinal direction, of a side face portion of the attaching member are supported at the support portion. A lower portion of the attaching member is supported at the support portion with a specified support rigidity, in the vehicle longitudinal direction, which is lower than that of the supporting of the side portion, the front portion or the rear portion of the side face portion of the attaching member.

Abstract: Disclosed is a converter (200) for signals between a safety device (300) and a universal safety control device (100) for a vehicle. At the converter (200) the safety control device (100) can be connected at a control device interface (200.1) and at least one type of safety devices (300.2) can be connected at at least one safety device interface (200.2) and wherein the converter (200) converts a signal of the safety control device (100) into a signal, which is suitable for the respectively connected type of safety device (300.2), to the respective safety device interface (200.2). It is proposed to embody the converter (200) such that it detects a condition at the safety device interface (200.2), in particular a diagnostics condition signal and converts it into a condition accordingly predefined at the control device interface (200.1), preferably in a manner which does not require an adaptation of the control device or of its software.

Abstract: In a lower vehicle-body structure of a vehicle, there is provided a rear connecting member swingably supporting a rear portion of a lower arm at a sub frame and a front side frame, the rear connecting member comprising a support portion to support the lower arm, a fifth connection portion to connect the sub frame and the support portion, and a fourth connection portion to connect the front side frame and the support portion. Further, there is provided a separation mechanism to separate the fourth connection portion off the front side frame in the vehicle frontal collision. Accordingly, the sub frame and the lower arm are separated off the front side frame by the separation mechanism.

Abstract: An engine cradle mounting an engine in a vehicle has left and right side members spaced laterally apart on opposite sides of the engine, a rear cross member having right and left ends attached respectively to the left and right side members, and a front cross member having left and right ends attached respectively to the left and right side members. Body mounts are provided on the left and right ends of the front cross member for bolting the cradle to the vehicle body. Left and right deflector devices are mounted on the cradle, and each includes an impact receiving member that projects outwardly from the cradle to receive an impact load, and a brace member that extends between the cradle and the impact receiving member to brace the impact receiving member and provide a load path transferring the impact load into the cradle.

Abstract: A chassis for a vehicle has a locally narrower portion within which is mounted a wheel, and a rigid member extending from the chassis toward the quiescent position of the wheel and ending at a point which is spaced radially from the outer profile and located axially within the thickness of the wheel. Under an impact, the wheel itself will be crushed against the rigid member, absorbing some of the impact energy. The impact energy can also be transmitted via the rigid member to the remainder of the chassis, providing a load path to major mass concentrations elsewhere in the vehicle and allowing energy to be dissipated by the deformation of other structures elsewhere. This can then limit frontal damage to the vehicle and hence reduce the risk of intrusions into the passenger cell. The rigid member can be a column extending towards the wheel, and can end with a flat plate that is positioned tangentially to a local portion of the outer profile.

Abstract: A system for providing crash compatibility between automotive vehicles is disclosed. The system includes crush horns and a bracket located below the longitudinal axis of the crush horns.

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

Abstract: Provided is a mounting structure of a fuel cell system capable of inhibiting a related device from colliding with the fuel cell when a crash impact is applied from the vehicle front while inhibiting the increase in the vehicle weight. The fuel cell system includes a fuel cell, and a related device electrically connected to the fuel cell and disposed adjacent to the, wherein related device has an inclined part on a side of a forward direction of a vehicle. When a crash impact is applied to the vehicle from the forward direction side, the moving direction of the related device is changed to a direction (for example, downward) that is not parallel to the forward direction. Thus, it is possible to inhibit the related device from advancing directly toward and damaging the fuel cell.

Abstract: A front section for a motor vehicle body features a main frame that includes, but is not limited to an upper bumper carrier, a lower reinforcing element for the bumper that extends underneath the upper bumper carrier and a sub-frame that is elastically fixed on the main frame by means of a buffer. The buffer is held between an end piece of the reinforcing element and the main frame.

Abstract: A snowmobile frame (106) is described, with a tunnel (108) having an inverted U-shape. An engine cradle (110) is attached to a forward portion of the tunnel. A suspension assembly (112) is disposed forwardly of the engine cradle. At least one support member (142) supports the suspension assembly on the engine cradle. The at least one support member forms a crumple zone between the suspension assembly and the engine cradle. The at least one support member resists plastic deformation in response to the first predetermined force exerted on the suspension assembly. The at least one support member undergoes plastic deformation in response to a second predetermined force being exerted on the suspension assembly. The second predetermined force is greater in magnitude than the first predetermined force. The tunnel resists plastic deformation in response to the second predetermined force.

Abstract: An exhaust heat recovery apparatus is installed below a floor supported by both side members of a vehicle to recover heat from exhaust gas passing through an exhaust pipe of an internal combustion engine. Assistance members, which extend in the fore-and-aft direction of the vehicle, are provided between the both side members of the vehicle. The exhaust heat recovery apparatus is installed close to one of the assistance members.

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

Abstract: A subframe for a front axle of a motor vehicle is arranged on the floor side of the vehicle structure and is connected to a front axle transverse beam and to the vehicle body. The subframe substantially contains two longitudinal beams which are arranged in a divergent fashion in relation to one another and which are connected at the rear end—as viewed in relation to the direction of travel—to a plate-shaped stiffening element. The latter is held together with the longitudinal beams on a central tunnel of the vehicle structure by fastening devices, with it being possible for the free front ends of the longitudinal beams to be fastened to the front axle transverse beam by further fastening devices.

Abstract: A motor vehicle includes a first side member having first lower and upper darts. The motor vehicle also includes a second side member parallel with and spaced apart from the first side member, the second side member having second lower and upper darts. The upper darts are positioned between the lower darts and end portions of the respective first or second side members. The motor vehicle further includes first and second bumper brackets coupled to the end portion of the respective first or second side members, a bumper reinforcement member coupled to the first and second bumper brackets, and a counter rotation bracket coupled to the bumper reinforcement member and extending upwards from the bumper reinforcement member. The lower darts and the upper darts form a preferential buckling zone of the first and the second side members.

Abstract: A deflector is attached to a sub-frame in the front end of a vehicle that rotates the front end of the vehicle in the event the vehicle contacts an object outboard of the sub-frame. The deflector has a deflection beam that is supported on an outboard end by a reaction leg. The reaction leg is backed by an attachment leg that is secured in a parallel orientation to a part of the sub-frame.

Abstract: A side rail for vehicles has a tensile strength in excess of 1400 MPa and has one end (16) projecting from the safety cage of the vehicle and adapted to carry a bumper. The end projecting from the safety cage has lower strength with a yield point of less than 1000 MPa over a length of at least 0.4 m. It has an outer portion with a length of at least 0.2 m and a tensile strength below 800 MPa and an inner portion with a higher tensile strength than the outer portion.

Abstract: A tank mounting structure adopts a new approach against a force of moving downward a high-pressure tank transversely mounted on a vehicle. A tank mounting assembly has a winding strap and a restraining strap located on an upper side and a lower side of a high-pressure tank to transversely fix the high-pressure tank between a frame and a frame. This structure causes the high-pressure tank to be transversely mounted on the vehicle. A winding strap is wound on the high-pressure tank. A restraining strap extended from a fixing bracket of the winding strap is laid on the winding strap to be placed directly on an upper end portion of a circumferential wall of the high-pressure tank and is fastened to the frame.