A body for a passenger car has a body-in-white structure which is located behind a wheel well for a front wheel of the passenger car and which has a transverse member that extends on the outside of a longitudinal beam of the body-in-white structure in front of a front end wall of the body-in-white structure in the vehicle transverse direction. The transverse member has a catch element which is designed to catch a rim of the front wheel that has moved backwards in the vehicle longitudinal direction in the event of an accident and is turning in rearward towards the vehicle center. The body-in-white structure has an A-pillar located behind the catch element, a lateral sill located behind the catch element, and a support element which is located in the A-pillar and via which the catch element that has moved backwards in the event of an accident and, via the catch element, the rim that has moved backwards in the event of an accident, can be supported towards the rear on the lateral sill.

A chassis assembly for a vehicle is provided. The chassis assembly includes: an upper frame structure having at least two longitudinally extending upper side regions arranged on opposite sides of a longitudinal centre line. The upper side regions are connected to each other by upper connection portions. A front crash structure is configured to absorb energy during an impact generated from a vehicle collision, and extends in a transverse direction. The upper frame structure is connected to said front crash structure; wherein said chassis assembly further comprises: a lower frame structure having at least two longitudinally extending lower beams arranged on opposite sides of the longitudinal centre line, said lower beams being connected to each other by lower connection portions, and said lower frame structure is connected to said upper frame structure and to said front crash structure.

A vehicle front portion structure includes: a battery case that is installed beneath a floor of a vehicle; front side members that extend in a vehicle longitudinal direction further toward a vehicle front side than the battery case; side rails that structure portions of a suspension member that is disposed further toward the vehicle front side, and that extend in the vehicle longitudinal direction; first connecting members that connect the battery case and the front side members; and second connecting members that connect a vehicle longitudinal direction front end portion of the battery case and vehicle longitudinal direction rear ends of the side rails, that face the battery case in the vehicle longitudinal direction as seen in a plan view and in a side view, and that face the side rails in the vehicle longitudinal direction as seen in a plan view and in a side view.

A body front-end structure for a two-track vehicle, having an A-pillar from which an upper wheel well longitudinal member projects toward the front of the vehicle in the longitudinal direction of the vehicle, and from which a lower body longitudinal member that is offset toward the inside of the vehicle with respect to the upper wheel well longitudinal member projects toward the front of the vehicle in the longitudinal direction of the vehicle. In a head-on crash with small lateral overlap, a suspension strut dome is loaded with a crash force in the longitudinal direction of the vehicle. The body front-end structure has a sheet-metal tension strip that connects the suspension strut dome to the lower body longitudinal member in a force-transmitting manner. In the event of a head-on crash, the sheet-metal tension strip provides a load path through which a tensile force opposing the crash force acts on the suspension strut dome.

A lower structure for a hybrid automobile in which a high-voltage battery is disposed in a lower surface of a floor panel includes an engine exhaust system component which is disposed in front of the high-voltage battery in the lower surface of the floor panel and on one vehicle-width-direction side of a center in a vehicle width direction and high-voltage devices which are disposed in front of the high-voltage battery and on another vehicle-width-direction side of the center in the vehicle width direction. In-vehicle equipment is disposed between the high-voltage battery and the high-voltage devices, and the in-vehicle equipment is in an inclined state where an upper surface of the in-vehicle equipment is inclined in a front-rear direction such that the in-vehicle equipment has a shorter dimension in the front-rear direction than a dimension in a horizontal state where the upper surface becomes horizontal.

An energy-absorbing impact assembly for an electric vehicle includes a bumper assembly. The bumper assembly includes an elongated center beam that extends laterally from a first end to a second end and longitudinally between a front side and a rear side. The energy-absorbing impact assembly includes a tubular support positioned on the rear side of the elongated center beam. The energy-absorbing impact assembly includes a crash box positioned on the rear side of the elongated center beam. The energy-absorbing impact assembly includes a ring assembly positioned on the rear side of the elongated center beam. The ring assembly includes a ring body and a plurality of struts that extend from the ring body. The bumper assembly, the tubular support, the crash box, or the ring assembly are configured to deform upon impact.

A powertrain assembly including a powertrain unit with a drive shaft, at least a first mount and at least a first coupling arm, arranged to direct the drive shaft substantially perpendicular to a driving direction of the vehicle. The first mount is arranged substantially perpendicular to the drive shaft. The first coupling arm is arranged between a first end side of the powertrain unit and the first mount and is connected to the powertrain unit by at least a first fixing element to hold the powertrain unit in an initial position. The first coupling arm is configured to clash into the first mount in case of a vehicle collision. The first fixing element is configured to be sheared off from the first coupling arm to at least partially disconnect the powertrain unit from the first coupling arms after the clash of the first coupling arm into the first mount.

The electrified vehicle includes a vehicle body, a plurality of wheels configured to support the vehicle body, a power unit attached to the vehicle body and configured to drive at least one of the plurality of wheels, and a high-voltage cable arranged in a vertical direction behind the power unit. The vehicle body is configured to support a lower portion of the power unit, and the upper portion of the power unit is configured to be connected to or engaged with the vehicle body via a bracket at least in a vehicle front-rear direction.

A front vehicle-body structure of a vehicle includes: side frames of a suspension subframe; a cross member connecting front-end portions of the side frames in the vehicle width direction; a front beam member; and a connecting member connecting a front-end portion of each side frame to the front beam member. A high-rigidity portion having a higher rigidity than other portions of the side frame is at a connecting portion between the front-end portion of the side frame and the cross member. The front beam member has a side end portion extending on a vehicle-width-direction outer side relative to a connecting position with the connecting member. A protrusion portion protruding from the side end portion toward a vehicle rear side is to come into contact with the high-rigidity portion from the vehicle-width-direction outer side when a collision load from a vehicle front side is input to the side end portion.

Embodiments of the present disclosure relate to a vehicle body reinforcement structure of an electric vehicle includes a front side member provided on both sides of the vehicle body along the vehicle body length direction, a cooling module mounted on the front side member, a frunk bar provided at the rear of the cooling module and an extension that mounts the frunk bar to the front side member with the center of the frunk bar being spaced apart from the center of the height direction of the cooling module.