Please substitute the new Abstract submitted herewith for the original Abstract:

A front-end structure for a vehicle has a wheelhouse, a rocker panel, a support carrier which is connected to the wheelhouse and the rocker panel and which extends at an angle, an A-pillar, a door flange and a connecting portion connecting the A-pillar to the door flange. The connecting portion extends, at least in portions, substantially parallel to the support carri er.

Provided is a vehicle structure including: a pipe member forming a part of a frame of a vehicle; and a wire-shaped body having flexibility, in which the pipe member includes a pipe portion forming a pipe shape and a flange portion formed to protrude from the pipe portion, and is formed of one member in which the pipe portion and the flange portion are continuous with each other, and the wire-shaped body is disposed in at least one of a first state where the wire-shaped body is disposed along the flange portion and a second state where the wire-shaped body strides over the flange portion.

An embodiment vehicle body for an electric vehicle includes a fender apron upper part and an A pillar part positioned at a rear portion of the fender apron upper part, wherein a first load path is formed in a length direction of the vehicle body on an upper part of the fender apron upper part, wherein a second load path is formed in a vertical direction of the vehicle body along a connection portion of the fender apron upper part and the A pillar part, wherein a third load path connecting the first load path and the second load path is obliquely formed in a lower part of the fender apron upper part, and wherein a charging hole is formed between the first, second, and third load paths.

A vehicle lower body structure can include: a side sill that forms a first closed cross section extending in a body front-rear direction; and a reinforcing member provided in the first closed cross section to reinforce a front end portion of the side sill. The reinforcing member can have: a front-end reinforcing section that supports a collision load applied to the front end portion of the side sill and directed rearward in a vehicle body; a deformation permission section that permits deformation of the side sill directed inward in a vehicle width direction and rearward at the time when the collision load directed inward in the vehicle width direction and rearward is applied to the front end portion of the side sill; and a deformation suppression section suppressing deformation of the side sill after the deformation of the side sill directed inward in the vehicle width direction and rearward.

A vehicle frame includes a first beam with a first wall and a second wall extended in a first beam longitudinal direction, wherein the first wall and the second wall are spaced from each other in a first beam transverse direction substantially perpendicular to the first beam longitudinal direction. The first beam includes at least one first beam reinforcement structure, the at least one first beam reinforcement structure including a first leg and a second leg disposed along the first beam and extended between the first wall and the second wall in the first beam transverse direction. The first leg and the second leg are angled toward each other along the first beam transverse direction from the second wall toward the first wall.

An assembly for a vehicle includes a vehicle body including a sill and a pillar extending upwardly from the sill defining a door opening. A member is rotatably supported by the sill and is rotatable relative to the sill from an undeployed position to a deployed position. A link is rotatably supported by the pillar and the member. A pyrotechnic actuator is supported by the vehicle body and is connected to the member.

A shock-absorbing unit may include a reinforcement part made of a composite material, which has a panel shape, two opposing end portions of which are connected to the inner panel to divide the inner space into a separation space adjacent to the outer panel and a partition space adjacent to the inner panel, and which has a coupling protrusion protruding from the inner surface thereof toward the inner panel, and a shock-absorbing part made of a composite material, which has a coupling recess formed in one side thereof to receive the coupling protrusion so as to be connected to the reinforcement part in the partition space, and the opposite side of which is connected to the inner surface of the inner panel and is supported by the inner panel.

A method for manufacturing a unitary body side structural frame for a vehicle is provided. The method comprises providing a plurality of blanks, joining the blanks to each other to form a composite blank wherein joining the blanks includes forming one or more overlapping regions formed by partially overlapping two blanks and deforming the composite blank to form the unitary body side structural frame. A unitary body side structural frame as obtained by any of the methods herein described is also provided.

The present disclosure relates to a rocker for a vehicle and a rocker reinforcement. Examples of the present disclosure include a cross section of a rocker reinforcement comprising two convex four-sided structures with their horizontal diagonals substantially parallel to a transverse horizontal direction, and the convex four-sided structures being separated along a vertical direction.

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.