A reinforcement assembly for a rear rail of a vehicle is disclosed that includes inner and outer bulwark brackets. The brackets include radially extending walls that are welded to inner and outer walls and a bottom wall of the rear rail. A barrel nut is assembled between the bulwark brackets and retained by the bulwark brackets at an intermediate location between the side walls of the rear rail.

A vehicle body side reinforcement assembly includes a first side reinforcement panel; an inner center pillar coupled to the first side reinforcement panel and to a floor support forming a lower portion of a vehicle body; and a second side reinforcement panel coupled to the first side reinforcement panel, the inner center pillar, and the floor support to form a closed structure at a lower portion of the side of the vehicle. This structure improves vehicle body performance during a side collision by transferring the collision load to the floor support, resulting in improved safety performance. In addition, the assembly minimizes the number of necessary parts and allows for low-cost assembly methods, such as spot welding, thereby reducing production costs and increasing marketability.

A stiffness reinforcement device for a fuel tank of a vehicle may include a body including a pair of pillars formed at both lateral end portions of the body; an upper fusing portion molded to an upper part of the body integrally and fused to an upper plate of the fuel tank; and a lower fusing portion molded to a lower part of the body integrally and fused to a lower plate of the fuel tank.

A vehicle frame component for limiting the movement of the wheel of the vehicle toward the cab of a cab on frame vehicle including a base member welded to openings in the frame side rail and extending outwardly and located proximal the wheel structure. In one embodiment the vehicle frame component is located forward of the wheel and includes a tire puncture device to deflate the tire during an offset front impact and in a second embodiment the vehicle frame component is located rearward of the wheel. The vehicle frame component has particular utility during an offset front impact where the offset is less than approximately twenty-five percent (25%) of the width of the vehicle.

An All-Terrain Vehicle with a frame comprising an arcuate shape or an elevated portion with an apex. In one embodiment, the arcuate shape or elevated portion with an apex is located between a rear axis and a front axis such that there is additional clearance over a typical non arcuate frame or a flat frame for a given ride height. The frame may also provide for additional structural strength. The frame may also include the ability to attach periphery accessories such as an engine cage, a passenger cage, trailing arms, power train and transmission.

A vehicle sub-frame structure for affixation to a vehicle frame as a support platform for a vehicle body comprises a frame skeleton of interconnected longitudinal and transverse frame members defining internal frame cavities therebetween. Top and bottom outward panels are connected to upper and lower sides of the frame skeleton enclosing the internal frame cavities. A plurality of bracing members are rigidly affixed within each internal frame cavity extending longitudinally and transversely between the frame members and vertically between the top and bottom outward panels to resist deformation of the frame members and the outward panels under forces and loads applied to the sub-frame structure. The bracing members include a plurality of mirror image V-shaped brace panels which form an X-shaped configuration between opposing corners within each frame cavity.

A vehicle body rear structure is provided with a battery pack disposed in a floor recess of a rear floor panel. The battery pack includes battery modules, a pair of front suspended frame and rear suspended frame that hold the battery modules at the front and rear ends in such a manner that the battery modules are suspended from a vehicle body, and load path members through which the front suspended frame and the rear suspended frame are coupled to each other. The front suspended frame and the rear suspended frame have flanged collars and through-holes that are fastened to rear frames and fragile portions that are provided in the vicinity of the flanged collars and the through-holes and at which the front suspended frame and the rear suspended frame are bent forward when the vehicle body is subjected to an impact load in a rear-end collision.

A vehicle lower-body structure includes a front pillar, including a front-pillar outer panel and a front-pillar inner panel, and a side sill, including a side-sill outer panel and a side-sill inner panel and joined to a lower portion of the front pillar. The front-pillar outer panel is joined to an outer surface of the side-sill outer panel. The front-pillar inner panel is held between the side-sill outer panel and the side-sill inner panel. The side-sill outer panel and the side-sill inner panel respectively include vertical beads in front of a reinforcement member disposed at a front portion of the side sill and below the front pillar, the vertical beads extending vertically.

A refuse vehicle has a tailgate. The tailgate has a framework to secure CNG tanks. A cover overlays the frame work to provide an aesthetic appearance to the vehicle.

In a body structure of an automobile, a floor panel having a sandwich structure in which a core is sandwiched between and joined to an outer skin and an inner skin, which are made of a CFRP, and a first load-dispersing frame extending in the fore-and-aft direction along a side sill is disposed between an energy-absorbing member and the core. A locally concentrated load inputted into the side sill is absorbed by crumpling of the energy-absorbing member of the interior of the floor panel beneath the side sill and then widely dispersed through the floor panel further inside in the vehicle width direction than the side sill by the first load-dispersing frame, and local destruction of the floor panel further inside in the vehicle width direction than the side sill is inhibited. Furthermore, by increasing bending stiffness of the first load-dispersing frame, to reduce the sheet thickness of the CFRP outer and the inner skins, a light weight is achieved.