Abstract: Disclosed is a vehicle front structure, which comprises a bumper fascia 2, a lower shroud member 3b, a subframe 5 including a first shock-absorbing module 7, and a second shock-absorbing module 10 having a stiffness less than that of the first shock-absorbing module 7. A subframe body 6 is formed in an approximately rectangular shape and disposed on a rear side of the lower shroud member 3b. The first shock-absorbing module 7 includes an energy-absorbing section 8, 8 and a beam member 9. The energy-absorbing section 8, 8 has a configuration which extends frontwardly from respective front end regions of the subframe body 6 located on laterally-opposite sides thereof, along respective opposite lateral surfaces of the lower shroud member 3b, and the beam member 9 has a configuration bridging between respective front ends of the energy-absorbing section 8, 8, at a height position approximately equal to or adjacent to that of a lower edge of the lower shroud member 3b.

Abstract: In a vehicle rear body structure of an automotive vehicle, there are provided the reinforcing members that are provided at the lower face of the floor panel at portions outside the spare tire pan and form with the floor panel the closed cross sections that extend longitudinally in parallel to the rear side frames. The closed cross sections are formed with the reinforcing members and the upper end-side curve portions located outside the spare tire pan, and located substantially at the same height-level as the rear side frames. Thereby, absorption of the impact energy at the vehicle crash can be improved and an improper weight increase can be suppressed.

Abstract: Disclosed is a vehicle front structure, which comprises a bumper fascia 2, a lower shroud member 3b, a subframe 5 including a first shock-absorbing module 7, and a second shock-absorbing module 10 having a stiffness less than that of the first shock-absorbing module 7. A subframe body 6 is formed in an approximately rectangular shape and disposed on a rear side of the lower shroud member 3b. The first shock-absorbing module 7 includes an energy-absorbing section 8, 8 and a beam member 9. The energy-absorbing section 8, 8 has a configuration which extends frontwardly from respective front end regions of the subframe body 6 located on laterally-opposite sides thereof, along respective opposite lateral surfaces of the lower shroud member 3b, and the beam member 9 has a configuration bridging between respective front ends of the energy-absorbing section 8, 8, at a height position approximately equal to or adjacent to that of a lower edge of the lower shroud member 3b.

Abstract: In a vehicle rear body structure of an automotive vehicle, there are provided the reinforcing members that are provided at the lower face of the floor panel at portions outside the spare tire pan and form with the floor panel the closed cross sections that extend longitudinally in parallel to the rear side frames. The closed cross sections are formed with the reinforcing members and the upper end-side curve portions located outside the spare tire pan, and located substantially at the same height-level as the rear side frames. Thereby, absorption of the impact energy at the vehicle crash can be improved and an improper weight increase can be suppressed.

Abstract: A pair of left and right front frames are formed with brittle sections on proximal portions of the frames, by the provision of the smaller cross-sectional area than other sections of the frame. The brittle sections and their peripheral sections are processed so as to become approximately equal to the other sections of the front frames in axial compressive strength by way of a hardening treatment like quenching. In an early-phase of a collision, the hardened brittle sections will not buckle so as to induce larger initial load. Thereafter, the brittle sections will buckle because of their lower ductility, so that the front frames begin bending deformation to effectively absorb the collision energy.

Abstract: A pair of left and right front frames are formed with brittle sections on proximal portions of the frames, by the provision of the smaller cross-sectional area than other sections of the frame. The brittle sections and their peripheral sections are processed so as to become approximately equal to the other sections of the front frames in axial compressive strength by way of a hardening treatment like quenching. In an early-phase of a collision, the hardened brittle sections will not buckle so as to induce larger initial load. Thereafter, the brittle sections will buckle because of their lower ductility, so that the front frames begin bending deformation to effectively absorb the collision energy.