BODY STRUCTURE


  1. CONSTRUCTION


    1. Impact Absorbing Structure for Frontal Collision


      1. A structure that ensures collision energy absorption efficiency, dissipates impact and minimizes cabin deformation during a frontal collision has been achieved.


        • A suspension member stopper (front side member reinforcement No. 2: *6 in illustration) is added to restrain reverse movement of the front suspension crossmember sub-assembly (*5 in illustration), and is given a structure that optimally distributes load to the front side member sub-assembly (*8 in illustration) and front crossmember reinforcement No. 3 while restraining reverse movement of the engine during a frontal collision (*7 in illustration).

        • A rocker inner (steering gear box support member extension: *4 in illustration) using ultra high-tensile strength steel (tensile strength: 980 MPa class) is provided to restrain the amount that the toe board enters the cabin by reducing the amount of reverse movement of the front tires during a frontal collision.

        • A structure is used that distributes impact load transferred from the upper member through the MICS bulkhead* (front body pillar gusset UPR: *3 in illustration) to the front body pillar reinforcement upper (*1 in illustration) and front door inside panel reinforcement (*2 in illustration), which use ultra high-tensile strength steel (tensile strength: 980 MPa class).

          Tech Tips

          *: MICS: Minimum Intrusion Cabin System

          A01IDSAC01
          *1 Front Body Pillar Reinforcement Upper *2 Front Door Inside Panel Reinforcement
          *3 Front Body Pillar Gusset UPR *4 Steering Gear Box Support Member Extension
          *5 Front Suspension Crossmember Sub-assembly *6 Front Side Member Reinforcement No. 2
          *7 Front Crossmember Reinforcement No. 3 *8 Front Side Member Sub-assembly
          *a A - A Cross Section - -
          B006K0K Front Impact Energy B006KF4 Dissipate

        • A dash to frame brace (*4 in illustration) using ultra high-tensile strength steel (tensile strength: 980 MPa class) is provided to the toe board section to restrain the amount that the toe board enters the cabin during a frontal collision.

        • High-tensile strength steel (tensile strength: 590 MPa class) is used in the front side member inner rear (*2 in illustration) and front crossmember reinforcement No. 3 (*1 in illustration), and ultra high-tensile strength steel (tensile strength: 980 MPa class) is used in the front floor side reinforcement (*5 in illustration) and rocker panel reinforcement No. 2 (*3 in illustration), to optimize the structure of the body for frontal collisions.

          A01IDHJC01
          *1 Front Crossmember Reinforcement No. 3 *2 Front Side Member Inner Rear
          *3 Rocker Panel Reinforcement No. 2 *4 Dash to Frame Brace
          *5 Front Floor Side Reinforcement - -
          *a A - A Cross Section - -

    2. Impact Absorbing Structure for Side Collision


      1. A structure that ensures collision energy absorption efficiency, dissipates impact and minimizes cabin deformation during a side collision has been achieved.


        • Hot-stamped steel (tensile strength: 1500 MPa class), ultra high-tensile strength steel (tensile strength: 980 MPa class) and high-tensile strength steel (tensile strength: 590/440 MPa class) are used in the body frame, achieving weight reduction while ensuring strength against side collisions.


          • Tailor welded blanks* (tensile strength: 1500 MPa class (*5a in illustration), 590 MPa class (*5b in illustration)) are used in the center body pillar reinforcement outer (*5 in illustration). : Tailor welded blanks are pieces of steel that have been laser welded in advance.


            • *: Tailor welded blanks are pieces of steel that have been laser welded in advance.

          • Ultra high-tensile strength steel (tensile strength: 980 MPa class) is used in the rear floor side member extension RR (*8 in illustration).

          • High-tensile strength steel (tensile strength: 440 MPa class) is used in the floor side member inner (*11 in illustration) and rocker panel reinforcement No. 3 LH (*12 in illustration).

          • High-tensile strength steel (tensile strength: 440: MPa class) is used in the crossmember (front crossmember extension RR (*7 in illustration) and No. 2 front outrigger (*9 in illustration)).

        • The rocker panel reinforcement No. 3 (*10 in illustration) is provided to restrain body deformation when receiving impact during a side collision by transmitting the impact load to the front floor panel reinforcement (*6 in illustration).

        • On models with normal roof, high-tensile strength steel (tensile strength: 440 MPa class) is used in the roof panel reinforcement No. 1 (*1 in illustration) and roof panel reinforcement No. 2 (*2 in illustration) to restrain body deformation during a side collision by transmitting impact load to the opposite side of the vehicle.

        • The door side-impact protect beam sub-assembly (*3 in illustration) and rear door protection beam sub-assembly (*4 in illustration) are optimally positioned to efficiently transmit impact load to every part of the body.

          A01IDEVC01
          *1 Roof Panel Reinforcement No. 1 *2 Roof Panel Reinforcement No. 2
          *3 Door Side-impact Protect Beam Sub-Assembly *4 Rear Door Protection Beam Sub-assembly
          *5 Center Body Pillar Reinforcement Outer *6 Front Floor Panel Reinforcement
          *7 Front Crossmember Extension RR *8 Rear Floor Side Member Extension RR
          *9 No. 2 Front Outrigger *10 Rocker Panel Reinforcement No. 3
          *11 Floor Side Member Inner *12 Rocker Panel Reinforcement No. 3 LH
          B006K0K Side Impact Energy B006KF4 Dissipate

    3. Impact Absorbing Structure for Rear Collision


      1. A structure that ensures collision energy absorption efficiency, dissipates impact and minimizes cabin deformation during a rear collision has been achieved.


        • In order to ensure a survival space during rear collisions, a structure that restrains deformation of the back area of the rear floor side member sub-assembly (*1 in illustration) and efficiently absorbs impact load is used.


          • High-tensile strength steel (tensile strength: 590 MPa class) is used in the rear floor side member (*2 in illustration), and high-tensile strength steel (tensile strength: 440 MPa class) is used in the rear floor side member reinforcement RR No. 3 (*3 in illustration) and rear bumper mounting bracket sub-assembly (*4 in illustration) which are farther to the rear, preventing the rear side member from bending under the initial load. Also, the rear end is axially compressed in order, efficiently absorbing impact load.

          • The seat track assembly (*5 in illustration) is positioned in the center of the vehicle. Impact load is also distributed to the seat track assembly (*5 in illustration), efficiently absorbing energy from the collision and restraining the penetration of objects during a rear collision.

          • Impact load is distributed to the rear suspension member sub-assembly (*6 in illustration), restraining deformation and outward bending of the rear floor side member sub-assembly (*1 in illustration). This also ensures space for passengers during a rear collision.

            A01IDHZC01
            *1 Rear Floor Side Member Sub-assembly *2 Rear Floor Side Member
            *3 Rear Floor Side Member Reinforcement Rr No. 3 *4 Rear Bumper Mounting Bracket Sub-assembly
            *5 Seat Track Assembly *6 Rear Suspension Member Sub-assembly
            B006K0K Rear Impact Energy B006KF4 Side Member Outward Bending Restraint

    4. Other Occupant Protection Device


      1. An energy impact load absorbing structure is used which ensures an impact reducing space for when an occupant's head, etc., impacts the pillar or roof side due to rebound during a collision.

        A01IDCLC01
        *a Head Impact Protection Structure - -

    5. Reduction Pedestrian Head Injury


      1. The following shape is used for around the front body, thus maintaining necessary rigidity and aiming for a reduction of impact against a pedestrian in a collision with a pedestrian.


        • A hood reinforcement RR (*1 in illustration: VELLFIRE)/hood panel reinforcement (*2 in illustration: ALPHARD) equipped with feet is used at the end of the hood sub-assembly. During a collision with a pedestrian, these feet deform, absorbing impact load and reducing the amount of impact delivered to the pedestrian.

        • A hood reinforcement inner FR (*3 in illustration) is used on the left and right side in the front area of the hood sub-assembly. While ensuring structural rigidity of the hood, the front hood reinforcement inner deforms during a collision with a pedestrian, absorbing impact load and reducing the amount of impact to the pedestrian.

        • Holes are provided on the left and right ends of the hood panel inner (*5 in illustration), cutouts are provided between the mastic seating surfaces (*d in illustration), the hinge bolt has been shortened (*e in illustration) and a vertical frame structure has not been used (*f in illustration) to allow for the effective use of the short hood. These features create a hood sub-assembly that is easily deformable and takes the risk of striking protrusions into consideration. Because of these structures, impact delivered to a pedestrian during a collision is reduced.

          A01IE3SC01
          *A ALPHARD *B VELLFIRE
          *1 Hood Reinforcement RR *2 Hood Panel Reinforcement
          *3 Hood Reinforcement Inner FR *4 Hinge Bolt
          *5 Hood Panel Inner - -
          *a A - A Cross Section *b B - B Cross Section
          *c Provided Holes *d Provided Cut-outs between Mastic Seating Surfaces
          *e Shortened Length of Hinge Bolt *f Discontinuation of Vertical Frame Structure

        • While ensuring rigidity, the cowl top ventilator louver sub-assembly (*1 in illustration) uses the following structures that easily reduce impact from the upper portion to reduce the amount of impact delivered to the head, etc., of a pedestrian during a collision.


          • The cowl top ventilator louver sub-assembly has reduced thickness (*c in illustration).

          • The cowl top ventilator louver sub-assembly uses a wedge (bent) shape that provides an easily collapsible structure (*d in illustration).

          • The cowl uses open cross sections, providing a structure that easily reduces impact (*e in illustration).

            A01IDLUC01
            *1 Cowl Top Ventilator Louver Sub-assembly *2 Cowl Top Panel Sub-assembly Outer
            *a A - A Cross Section *b B - B Cross Section
            *c Thinner Portion *d Wedge (Bent) Shape
            *e Open Cross Section - -