Abstract: A motor vehicle structure includes two left and right bell-shaped suspension element supports arranged inside a front compartment close to a bulkhead of the vehicle. The suspension element supports are respectively adjacent to side walls of the front compartment. Each of the suspension element supports includes an internal face opposite the side wall. The structure also includes left and right spacers that extend respectively between the left and right suspension element supports and the rigid cross member, in a substantially longitudinal direction. The spacers are respectively anchored to the internal faces of the two suspension element supports. The spacers each have a skirt-shaped edge that can be applied to the suspension element supports, and a folded edge extending between a free end and an opposing attachment end to be joined to the cross member. The spacers include a central portion joining the folded edge and the skirt-shaped edge together.

Abstract: A vehicle lower portion structure that includes: a suspension member that does not have a section that interconnects, in a vehicle width direction, a vehicle front-side end portion of a side rail placed on one vehicle width direction side and a vehicle front-side end portion of a side rail placed on the other vehicle width direction side; and a pair of right and left coupling portions that respectively interconnect the vehicle front-side end portion of the side rail placed on the one vehicle width direction side and a heat exchanger support lower member and interconnect the vehicle front-side end portion of the side rail placed on the other vehicle width direction side and the heat exchanger support lower member.

Abstract: A sub frame structure of a vehicle comprises a pair of right-and-left side members, to which a pair of right-and-left uppers-side lower arms are connected, a rear cross member holding rear ends of the side members, and a front cross member interconnecting the side members and being positioned in front of the rear cross member, being spaced apart from the rear cross member. A front end of each of the side members is rigidly connected to a floor frame, the front cross member is joined to a front side member of each of the side members, and a rear side member is provided at a portion of each of the side members which is positioned in back of the front cross member. Herein, the rear side member is configured to be weaker than the front side member.

Abstract: A pair of rear side frames respectively comprise front bending-promotion portions, middle bending-promotion portions and rear bending-promotion portions which cause the rear side frames to bend inward, in a vehicle width direction, in a trough-folding shape in a rear collision of a vehicle, and a longitudinal distance L2 between the front bending-promotion portions and the middle bending-promotion portions is set to be longer than a longitudinal direction L1 between the middle bending-promotion portions and the rear bending-promotion portions. Thereby, there is provided a rear vehicle-body structure of an automotive vehicle which can properly absorb a collision load at a vehicle-body rear portion, even if a rear side frame is made from material which may not cause smooth bucking of the rear side frame.

Abstract: Methods, systems, and vehicles are provided for controlling an angle of a wheel assembly for vehicle events. In accordance with one embodiment, the vehicle includes a wheel assembly, a structural member, a detection unit, an actuator, and a processor. The detection unit is configured to detect an event for a vehicle that has a wheel assembly. The processor is coupled to the detection unit, and is configured to utilize an actuator to adjust an angle of the wheel assembly in a manner that guides energy absorption or transference from the event toward the structural member.

Abstract: At a vehicle, rockers and torque boxes are connected, from a front side, to first connecting portions of spacers. Joined portions of the rockers and the torque boxes are reinforced, and a front wheel directly hitting the joined portion at a time of a collision is suppressed. Separation of a joined portion of a front pillar and a dash panel, whose origin is separation of the previously-mentioned joined portion, can be suppressed. Front portions of the spacers are disposed further toward a front side than the joined portions of the front pillars and the dash panel. Therefore, the front wheel first hits the spacer, and collision load is transmitted to the rocker and the torque box, and thus, input of an excessive collision load to the dash panel is suppressed. Because the first connecting portions extend in a vehicle transverse direction, the spacers becoming large can be suppressed.

Abstract: A suspension arm adapted for use in a suspension system of an automotive vehicle including an arm member, a first mounting portion formed at a first end of the arm member and a second mounting portion formed at a second end of the arm member spaced in a first direction relative to the first mounting portion. The first mounting portion including a bushing collar equipped with a frangible portion comprising at least one stress riser, and the longitudinal axis of the collar in the first direction. By adding a frangible feature to the bushing collar of the suspension arm, the breakage mode and breakage timing can be optimized to ensure a tire-and-wheel assembly consistently contacts surrounding parts at the desired time and locations in a predictable sequence and manner during a vehicle impact event.

Abstract: An attachment of a front end of a motor vehicle to a subframe of the motor vehicle, includes an adjustment device arranged between the front end and the subframe, as viewed in the motor vehicle longitudinal direction, to attach the front end to the subframe. The adjustment device has a front-end-side and a subframe-side adjusting unit, and is configured such that the adjustment device can be shortened, as viewed in the motor vehicle longitudinal direction, in the event of a correspondingly high force impact caused by accident. The subframe-side adjusting unit of the adjustment device is arranged on a housing mounted to the subframe.

Abstract: A sub frame structure of a vehicle comprises a pair of right-and-left side members extending in a vehicle longitudinal direction, to which a pair of right-and-left upper-side lower arm supporting rear wheels are pivotally connected, a rear cross member holding the vicinity of rear ends of the side members, and a front cross member interconnecting the side members in a vehicle width direction and being positioned in front of the rear cross member, being spaced apart from the rear cross member. The side member includes a front support bracket and a rear member holding member to which a front connection portion and a rear connection portion of the upper-side lower arm are connected, and a displacement portion to cause the rear member holding member to be displaced forward is provided between the front support bracket and the rear member holding member.

Abstract: A vehicle includes a body structure and a frame rail assembly. The frame rail assembly extends forward from the bulkhead along a longitudinal centerline. The frame rail assembly includes a frame rail defining a rail axis and a reinforcing member. The frame rail defines a longitudinally extending seam and the frame rail extends forward from the bulkhead along the longitudinal centerline. The frame rail further defines an end portion. The reinforcing member is secured to the frame rail at the end portion to increase a stiffness of the frame rail at the end portion. The reinforcing member is configured to limit a stress at the seam, transverse to the rail axis, resulting from a load applied to the end portion of the frame rail and laterally offset from the longitudinal centerline.

Abstract: A motor vehicle body has a longitudinal beam and a bumper cross member, which is fixed to one end of the longitudinal beam. An end section of the bumper cross member protrudes over the longitudinal beam in the transverse direction. The end section of the bumper cross member is designed as a closed or open hollow profile element. A collision-resistant profile reinforcement is provided at least in some regions in the hollow profile element in the end section of the bumper cross member.

Abstract: A motor vehicle body includes a longitudinal beam, a bumper cross member, which is fixed to one end of the longitudinal beam, wherein an end section of the bumper cross member protrudes over the longitudinal beam in the transverse direction, and a cantilever beam, which protrudes into a space between a wheel mount and the bumper cross member. The cantilever beam and the end section of the bumper cross member are disposed so as to cooperate with each other such that, during a frontal collision, in particular during a frontal collision with small overlap, the end section of the bumper cross member deformed by the frontal collision impacts an end face of the cantilever beam and can be supported at this end face so that further deformation of the end section of the bumper cross member is prevented.

Abstract: The invention relates to a body structure, in particular a floor structure, for a motor vehicle, comprising support components that form defined load paths for crash situations. According to the invention, at least some of the support components located in the region of at least one defined load path, in particular a head-on collision load path and/or a side collision load path and/or a rear collision load path, are formed by high-strength support components, preferably by fully through-hardened or at least partially through-hardened high-strength support components which are made of a hot-formed or shape-hardened sheet steel and which are directly or indirectly, preferably directly, connected to each other, in particular connected to one another non-positively and/or positively and/or by bonding.

Abstract: A wheel catcher assembly can inhibit a wheel from moving toward a passenger compartment of a vehicle when an external force is applied to the vehicle. The wheel catcher assembly generally includes an energy absorbing bracket and a plate coupled to the energy absorbing bracket. The energy absorbing bracket includes a plurality of ridges and grooves so as to define a waveform portion. The plate is coupled to the energy absorbing bracket at the ridges such that an external force applied to the wheel catcher assembly is transferable from the plate to the energy absorbing bracket.

Abstract: A chassis assembly of a vehicle includes a frame, an underbody supported by the frame, and a subframe connected to the underbody. A connection connects the subframe and the underbody. A lever extends from the subframe to the frame. During a frontal impact of the vehicle, the lever leverages against the frame to detach the connection from the underbody. This movement of the subframe relative to the frame and the detachment of the connection from the underbody absorbs energy during the frontal impact and results in a softer pulse and a reduced Vehicle Pulse Index.

Abstract: A vehicle includes a vehicle body having a front wheel housing, an axle, a disk wheel fixed to the axle in the front wheel housing and a tire mounted on the disk wheel. The vehicle further includes a breaking member that is provided projecting from the vehicle body toward the disk wheel. The breaking member breaks the disk wheel when the vehicle body is crashed at a front thereof at a predetermined speed or higher.

Abstract: A structure for vehicle body front portion includes: a front side member; an apron member including an end positioned at a front side of a vehicle with respect to an end of the front side member; a bumper reinforcement including a vehicle width direction outside portion with a first and a second coupling portions; a coupling member that couples the front end of the front side member and the front end of the apron member; an inner energy absorbing portion disposed at the front end of the front side member at a front side of the vehicle; the inner energy absorbing portion coupling the coupling member and the first coupling portion; and an outer energy absorbing portion disposed at the front end of the apron member at a front side of the vehicle; and the outer energy absorbing portion coupling the coupling member and the second coupling portion.

Abstract: A product comprising a mixed material longitudinal rail system for a vehicle and a method of making the same.

Abstract: A vehicle body front part structure has a front side member that is located at a front part of a body of a vehicle and that extends in a vehicle front-rear direction, a shock absorption bracket that projects from an outer side surface in a vehicle width direction at a front end portion of the front side member toward an outside in the vehicle width direction, a hood ridge body that is disposed above the front side member and that extends in the vehicle front-rear direction, and a hood ridge extension member that extends from a front end of the hood ridge body toward the front of the vehicle. The shock absorption bracket has a front surface connected to a front end surface of the front side member, and an inclined surface.

Abstract: A vehicle is provided that includes a frame and a mount to couple a first end of an apparatus to the frame. The apparatus comprises a central region that includes a first energy-absorbing material. A first side of the central region is included in the first end of the apparatus coupled to the frame. The apparatus comprises a side region that includes a second energy-absorbing material. The side region is positioned along a second side of the upper region. The side region is configured to be positioned above a wheel of the vehicle.

Abstract: There is provided a vehicle front portion structure including: a front side member including a linear portion that extends along the vehicle front and rear direction on the vehicle width direction outside of the vehicle front portion and is disposed on the vehicle front side of a dash panel, and a slanted portion that extends obliquely downward along an undersurface of the dash panel from a rear end portion of the linear portion; and a side portion weak portion disposed in a vehicle width direction outside surface or a vehicle width direction inside surface of the linear portion along a joint between the linear portion and the slanted portion.

Abstract: A bracket for protecting a flange of a body of a vehicle includes a first portion, a second portion, and a channel defined between the first and second portions. The channel receives the flange. The bracket includes a back side and adhesive disposed on the back side. A front side of the bracket is disposed opposite the back side. A transition surface on the front side slopes inwardly from the first portion to the second portion for deflecting a wheel away from the flange during an offset impact.

Abstract: A discontinuous multi-overlapped vehicle body member may include a plurality of divided members. Each of the divided members may include a front connecting part with a predetermined width and a predetermined length and positioned at a front side in a longitudinal direction, a rear inserting part with a predetermined width smaller than that of the front connecting part and a predetermined length, and positioned at a rear side in the longitudinal direction, an impact absorbing part formed between the front connecting part and the rear inserting part and has a width varied in the longitudinal direction. The rear inserting part of one divided member in the plurality of divided members may be inserted into the front connecting part of an adjacent divided member in the plurality of divided members, and the rear inserting part of the one divided member and the front connecting part of the adjacent divided member may be connected by welding.

Abstract: A number of variations may include a method comprising providing a first design or a first reusable casting die for producing a vehicle rear rail having multiple pre-determined datum features; producing a first vehicle rear rail and a second vehicle rear rail from the first design or the first reusable casting die; wherein the first vehicle rear rail and the second vehicle rear rail are identical; using the first vehicle rear rail to make a first vehicle having a first wheelbase and using the second vehicle rear rail to make a second vehicle having a second wheelbase; and wherein the second wheelbase is longer than the first wheelbase.

Abstract: The present invention provides a vehicle lower portion structure having: a vehicle skeleton member that extends along a vehicle longitudinal direction at a vehicle transverse direction outer side of a vehicle front portion; a sub-frame that is provided at a vehicle lower side of the vehicle skeleton member, and that has a side portion extending in the vehicle longitudinal direction; plural joining members that join the side portion of the sub-frame to the vehicle skeleton member at two or more locations in the vehicle longitudinal direction; and a rotating mechanism that is provided at a mounting portion of a front side joining member that, among the plural joining members, is positioned at a front side in the vehicle longitudinal direction, and, when a load from a vehicle front side is applied to the vehicle skeleton member, the rotating mechanism rotates the front side joining member such that an upper side in a vehicle vertical direction of the mounting portion moves relatively toward a vehicle rear side a

Abstract: A longitudinal member is configured to transmit a part of a collision load occurring in a vehicle head-on collision to a suspension cross member by way of a front portion, a bending portion, and a rear portion. A lower arm, a portion of which is co-fastened to a vehicle body together with a fastening portion, is configured to transmit another part of the collision load occurring in the vehicle head-on collision to the fastening portion from the front portion. Accordingly, the rear end of the sub frame can be properly detached from the vehicle body in the vehicle head-on collision even in a case in which any weak portion extending in a vehicle width direction may not be provided.

Abstract: A body on frame vehicle includes a SORB impact load management system including front blocker structures for limiting transfer of the SORB impact loads from being transferred to the passenger compartment area. A SORB impact load transfer apparatus in the form of a cable extends between the front end horns of the side rails of the frame to transfer SORB impact loads from the impacted side across the vehicle frame. In a second embodiment of the impact load transfer apparatus, the ends of the cables are coupled to the front sides of the front blocker structures and the cable is routed through the front end horns of the side rails of the frame to transfer SORB impact loads from the impacted side across the vehicle frame.

Abstract: A front vehicle body structure includes: a front side member that is arranged on a side portion of a front vehicle body longitudinally in a vehicle front-rear direction; a bumper reinforcement that is arranged longitudinally in a vehicle width direction, that is connected directly or indirectly to a front end of the front side member, and that includes a protruding portion that protrudes more outward in the vehicle width direction than the front side member; and a high-strength member that is formed with a higher strength than the protruding portion, that is mounted to a rear-surface side of the protruding portion, and that is formed such that a dimension in the vehicle front-rear direction is increased as the high-strength member extends more outward in the vehicle width direction.

Abstract: A front pillar construction on a vehicle frame includes a pillar inner member having pillar inner member mating flanges and a pillar outer member having pillar outer member mating flanges welded to the pillar inner member mating flanges to form a front pillar member with a hollow construction. The front pillar construction further includes an angled reinforcement member fixedly secured to the pillar member at a location arranged to break a wheel of the vehicle disposed immediately forward of the pillar member during small overlap frontal crashes wherein the wheel is forced rearward toward the pillar member.

Abstract: A support structure of a front body structure may include a first supporting member having both ends in a length direction thereof, the both ends being fixedly coupled respectively to a rear face of the front body structure in the length direction of the vehicle and any one of both side surfaces of the front side member in the width direction of the vehicle, and configured to support the small overlap crash energy firstly, and a second supporting member having both end portions, one end portion being rotatably coupled to the first supporting member and the other end portion being detachably coupled to the first supporting member such that in case the fixedly coupled portions of the first supporting member are deformed or damaged, the second supporting member is configured to rotate on the one end portion.

Abstract: A vehicle front end structure includes an engine cradle including an engine mounting structure and a force receiving member. The force receiving member is fixedly attached to the engine cradle. The force receiving member includes a force receiving surface extending rearward from a front corner of the engine cradle in a laterally outbound direction at an inclined angle with respect to a vehicle longitudinal direction. The force receiving member is arranged with respect to the engine cradle to receive a longitudinally directed rearward force on the force receiving surface. The force receiving member is configured with respect to the engine cradle to redirect at least a portion of the longitudinally directed rearward force laterally to the engine cradle at the engine mounting structure which is located rearward of the front corner.

Abstract: A front-end structure for a vehicle is provided with: front side frames, a subframe extending across a vehicle body floor front portion to support a suspension component and an electric power steering device, the subframe being supported at least at the front end portion and at the rear end portion and being formed in a subframe main body from a light alloy casting, and a pair of left and right extension arms that are fixed to the subframe main body and extend forward of the subframe main body, and that are formed from a light alloy or steel by press-molding. In the rear portion of the extension arms in the vicinity the subframe main body, provided is a recessed portion that serves as a point at which downward bending starts midway along the lengthwise direction of the subframe with an input load in the event of a vehicle frontal collision.

Abstract: A vehicle frame assembly is provided comprising a main rail. The vehicle frame assembly also includes a deflector assembly which has a front member having an inboard end pivotally coupled to the main rail and an outboard end. Moreover, the deflector assembly includes a rear member having an inboard end slidably coupled to the main rail and an outboard end pivotally coupled to the outboard end of the front member. Additionally, a tension member is disposed between the inboard ends of the front member and the rear member. The deflector assembly is operable between a normal use position wherein the tension member is slack and a collision position wherein the tension member is taut.

Abstract: A vehicle includes a vehicle frame, a wheel and tire assembly, and a wheel turn initiator system. The wheel and tire assembly is mounted with respect to the vehicle frame and is selectively rotatable about a generally vertical axis. The wheel turn initiator system is mounted with respect to the frame and has a member. The wheel turn initiator system is configured such that an external force applied to the front end of the vehicle causes the member to engage the wheel and tire assembly and thereby cause the wheel and tire assembly to rotate about the axis.

Abstract: In one embodiment, a rail extension comprises: an energy absorber comprising a polymer body, and vehicle attachment tabs extending from one end of the energy absorber and configured to attach to a vehicle rail, and an attachment tab extending from another end of the energy absorber and configured to attach to a bumper beam. The energy absorber can comprise cells formed by cell walls extending a length of the energy absorber and forming cavities therethrough; and open channels formed on each side of the energy absorber, wherein the channels are defined by walls of adjacent cells. A vehicle can comprise: a bumper beam; a vehicle rail; and the rail extensions.

Abstract: The invention relates to a car body structure, especially a substructure, for a motor vehicle, with beam components that create defined load paths in collision situations. According to the invention, the beam components situated in the area of at least one defined load path—especially a head-on collision load path and/or a side collision load path and/or a rear-end collision load path—at least partially comprise high-strength beam components, preferably completely through-hardened or at least partially through-hardened high-strength beam components, made out of a hot-worked or press-hardened steel sheet, said beam components being joined to each other directly or indirectly, preferably directly, especially being joined to each other positively or non-positively and/or by bonding.

Abstract: A collapsible strut with controlled deformation for the frame of a road vehicle, the strut consists of an internally hollow tubular body, which presents a closed transverse section, extends between an inner end and an outer end, which are axially opposite to one another, is suited to be fixed in a projecting manner to the frame of the road vehicle at the inner end, and fulfills the function of deforming in a controlled manner in case of crash, thus collapsing axially, furthermore the strut presents a thickness which axially varies from the inner end to the outer end.

Abstract: Blast absorbing structures and system for use in absorbing blast forces exerted on a floor of a personnel cabin of a vehicle, are disclosed. The blast absorbing flexing structure comprises a bottom section forming a floor of the cabin, a first side section and opposing second side section, each side section extending from the bottom section and including a plurality of steps along a length of the second side section. The steps flex in response to a blast force. In another embodiment, the blast absorbing expanding structure comprises a force abatement device forming a floor of the cabin, a cover plate having a plurality of slots arranged around a perimeter of the plate. The cover plate is movable between a neutral position and a blast force position to diminish the blast forces prior to the blast forces to reaching an occupant of the cabin.

Abstract: A first projection portion projecting outward, in a vehicle width direction, from a front side frame is provided. A front end of the first projection portion is located at the same position, in the vehicle longitudinal direction, as a connection portion of a crash can to the front side frame or located in back of the connection portion. An outward side face of the first projection portion is configured to slant rearward and inward in a plan view. The first projection portion and a power unit are arranged to overlap each other in the vehicle longitudinal direction. Accordingly, an impact transmitted to a vehicle-compartment side in a small overlap collision can be reduced, restraining repair costs of the crash can broken in a low-speed collision as well as maintaining appropriate design flexibility of a vehicle-body front portion.

Abstract: A vehicle front suspension includes a suspension support structure, a transverse link, a front link breakaway structure and a rear link breakaway structure. The transverse link has an inboard side with a front connection structure connecting a front end of the transverse link to the suspension support at a first location and a rear connection structure pivotally connecting a rear end of the transverse link to the suspension support at a second location that is spaced rearwardly of the first location. The front link breakaway structure is configured to release the front end of the transverse link from the suspension support upon application of a prescribed rearward directed force on the vehicle front suspension outboard of the suspension support structure. The rear link breakaway structure is configured to release the rear connection structure of the transverse link from the suspension support upon rearward rotation of the transverse link about the rear connection structure.

Abstract: A vehicle front structure according to the present invention includes: a bumper reinforcement disposed on a vehicle front end side with a vehicle width direction as its longitudinal direction; and paired front side members disposed on respective sides of a vehicle front portion with a vehicle front-rear direction as their longitudinal direction. Front ends of the front side members in the vehicle front-rear direction are connected to the bumper reinforcement via paired crash boxes. A plurality of vulnerable portions provided at intervals in the vehicle front-rear direction are formed in each of the crash boxes. Further, a vehicle cooling device is disposed between the paired crash boxes. Paired support members configured to support the vehicle cooling device are connected to the respective crash boxes between the vulnerable portions adjacent to each other when viewed from the vehicle width direction.

Abstract: A front subframe structure for an automotive vehicle comprises: a pair of right and left side members each provided with an arm support member for supporting a suspension arm is mounted; a cross member disposed between the left and right side members to couple together respective locations in the side members at each of which the arm support member is provided; and an oblique member extending from central portion of the cross member, in each of right and left directions of the vehicle and obliquely rearwardly and outwardly in the vehicle width direction, wherein each of the side members has a rear end joined to a rear portion of a respective one of the oblique members, and wherein the rear portion of the oblique member is provided with a tunnel-lower-frame coupling portion couplable to a tunnel lower frame, and a floor frame attaching portion attachable to a floor frame.

Abstract: A wheel carrier of a vehicle is provided with at least one spur to selectively deflect a wheel mounted on the wheel carrier in a predefined deflection direction in the event of an accident-generated application of force on the wheel.

Abstract: An airbag system mitigates intrusion in the event of an offset rigid barrier impact to a forward corner of a motor vehicle. An airbag is attached proximate a distal end of a front rail. When in the inflated condition, the airbag has an angular leading edge. An impact detection sensor generates a signal upon a corner impact event, whereby a controller processes the signal generated by the detection sensor and electrically actuates an inflator upon a predetermined impact severity. The angular leading edge of the airbag in the inflated condition acts against the offset rigid barrier to generate a lateral force against the offset rigid barrier to push the motor vehicle away from the barrier and thereby redirect impact energy by lateral movement of the motor vehicle.

Abstract: A front bumper assembly including a bumper beam and two deflectors are provided on right and left sides of the front bumper assembly. The deflectors include hook-shaped portions and telescopic portions. The telescopic portions are received within the front bumper assembly. The hook-shaped portion of the deflector may be engaged by a rigid barrier aligned with the deflectors. In the event of a collision, the rigid barrier engages one of the hook-shaped portions and withdraws the telescopic portion from the front bumper assembly. The deflector is pulsed outwardly to move the front wheel and tire assembly to a tow-in orientation.

Abstract: A device for targeted guiding of a wheel relative to a vehicle body in the case of a collision includes a capture device for the wheel, which when viewed in the transverse direction vehicle is fastened on one end in the region of a longitudinal member of the motor vehicle and on its other free end is arranged with a distance before a wheel arranged in a wheel well, wherein the capture device in case of a collision engages the wheel and fixes and guides the wheel at least during the collision regarding its turning-in movement such that the wheel forms a part of a load path for introducing collision forces into a support structure of a passenger compartment.

Abstract: A cradle assembly for a vehicle having an underbody is provided. The cradle assembly includes a cradle body attachable to the underbody of the vehicle by at least one fastener. The cradle body may define at least one pathway, which may have a first pathway portion and a second pathway portion between which the at least one fastener is movable. The at least one fastener may be positioned in the first pathway portion to enable the cradle body to be secured to the underbody, and in the second pathway portion to enable the cradle body to be separated from the underbody. The cradle body is configured to move with respect to the at least one fastener when an applied load on the vehicle is at or above a threshold magnitude.

Abstract: A vehicle body frame structure includes a side frame, a sub-frame, a cabin side support member, an under-floor frame, and a link stay. The sub-frame includes a separate side fastening portion, an adjacent side fastening portion, and a central bending point. In the link stay, a first end portion side is fastened to a lower surface of the cabin side support member together with the adjacent side fastening portion so as to be extractable, and a second end portion side is fastened to the under-floor frame. A nut for fastening the second end portion side of the link stay is held by a lateral wall on a side separating from the floor tunnel portion of the link stay, and the support bolt is fitted into the nut from a lower side of a floor tunnel portion in a vehicle width direction serving as an axis.

Abstract: A tubular frame structure is provided for a three-wheeled motor vehicle with an top upper frame extending in the vehicle longitudinal and vehicle transverse direction, and with a lower frame extending in vehicle longitudinal direction and vehicle transverse direction, which is structurally connected with the upper frame via several connecting tubes extending substantially in the vehicle vertical direction, to form at least one energy absorption structure.

Abstract: A cradle assembly for a vehicle having an underbody is provided. The cradle assembly includes a cradle body attachable to the underbody of the vehicle by at least one fastener. The cradle body may define at least one pathway, which may have a first pathway portion and a second pathway portion between which the at least one fastener is movable. The at least one fastener may be positioned in the first pathway portion to enable the cradle body to be secured to the underbody, and in the second pathway portion to enable the cradle body to be separated from the underbody. The cradle body is configured to move with respect to the at least one fastener when an applied load on the vehicle is at or above a threshold magnitude.