Abstract:
A front vehicle body structure for a vehicle body ( 1 ) having a vehicle interior compartment ( 2 ) and a front compartment ( 3 ) which is provided in front of the vehicle interior compartment ( 2 ). The front vehicle body structure is provided with: strut towers ( 16 ) to which the upper edges of struts for the front wheels are mounted; front pillars ( 20 ) extending, at positions at the front of the vehicle interior compartment and on both sides in the width direction, from the roof of the vehicle interior compartment toward the upper edge of the rear of the front compartment; and reinforcement members ( 25, 70 ) each having one end joined to the strut tower and the other end joined to the front pillar. Each of the reinforcement members is joined to the strut tower on both the inner side and outer side of a plane (S) with respect to the vehicle body, the plane (S) passing through the axis of the strut and extending in the front-rear direction of the vehicle body. As a result of the configuration, the front vehicle body structure can efficiently increase the torsional rigidity of the vehicle body of the automobile and in turn can efficiently reduce the weight of the vehicle body by a plate thickness reduction achieved using a high-tensile steel plate.

Description:
This application is a national stage application of International Application No. PCT/JP2012/056010, filed Mar. 8, 2012, which claims priority to Japanese Application No. 2011-051359, filed Mar. 9, 2011, the content of which is incorporated by reference in its entirety. 
     TECHNICAL FIELD 
     This invention relates to a front body structure for improving the stiffness of an automobile body. 
     BACKGROUND ART 
     As is well known, to improve the fuel efficiency or the driving performance of automobiles or to absorb the increase in weight accompanying safety measures or fuller options, reduction of the weight of automobiles is being sought. For this reason, for example, high strength steel sheets are being used to reduce the thickness of the body structure and thereby lighten the weight of the body. 
     For example, when using 590 MPa class high strength steel sheets to lighten the body, it is considered possible to secure the body strength while reducing the weight by about 40% compared with conventional steel plate. Very great results have been anticipated. 
     On the other hand, since an automobile receives force from bumps on the road surface while driving, impact when riding over road shoulders etc., and various other forces, torsional stiffness is required in addition to body strength. However, if using high strength steel sheets to reduce the thickness of the body structure, even if the body strength is secured, the torsional stiffness generally falls. 
     That is, in high strength steel sheets, the tensile strength of the steel plate is improved by the temperature history, ingredients, etc., but the Young&#39;s modulus of iron is constant and does not change. For this reason, if the body structure is reduced in thickness, the polar moment of inertia of area becomes smaller. As a result, the torsional stiffness falls. Therefore, when using high strength steel sheets etc. to maintain the body strength while reducing the thickness of the body so as to lighten the weight, it is also necessary to improve the torsional stiffness. 
     Regarding the torsional stiffness of the body, as art focusing on the front body structure, for example, art such as shown in PLTs 1 and 2 is disclosed. 
     Specifically, PLT 1 discloses providing hood ridge reinforcing parts which extend from front pillars forward to load input surfaces of strut towers and imaginary extensions which extend from front ends of the foot ridge reinforcing parts toward the front so as to pass through the input centers of the load input surfaces. 
     PLT 2 discloses to form strut housings as single parts and to join side members, hood ridges, a dash panel, and a cowl top panel to the strut housings to join them together. 
     Further, while not aimed at improvement of the torsional stiffness, art similar to that which is described in PLT 1 is disclosed in PLT 3. In PLT 3, the bottom ends of the front pillars are joined at the tops of the strut towers with the upper members. The front pillars and the hinge pillars and upper member which are positioned at their rears form ring shaped members with open center parts. Due to this, it is possible to effectively support the moment load which acts on the bottom ends of the front pillars. 
     CITATIONS LIST 
     Patent Literature 
     PLT 1: Japanese Patent Publication No. 2010-155559A 
     PLT 2: Japanese Patent Publication No. 2009-078575A 
     PLT 3: Japanese Patent Publication No. 09-071267A 
     Technical Problem 
     In this regard, in the invention which is described in PLT 1, the hood ridge reinforcing parts which are joined with the front pillars are joined to the outside edges of the body at the load input surfaces of the strut towers. Further, in the invention as set forth in the above PLT 3, the bottom ends of the front pillars are joined with the upper members at the vehicle outside sides of the strut towers. Therefore, the joined parts of the hood ridge reinforcing parts or the front pillars are offset from the input direction of the load from the struts (members formed from shock absorbers and springs) to the strut towers (that is, from the axial directions of the struts) to the width direction of the body. 
     If a joined part becomes offset from the input direction of load to a strut tower in this way, when a load is applied from the strut to the strut tower, a large moment is generated at the joined part. If the moment becomes larger, the joined part deforms and, as a result, deformation of the vehicle is invited. For this reason, with the inventions as set forth in the above PLTs 1 and 3, sufficient torsional stiffness could not be obtained. 
     The present invention was made in consideration of this situation and has as its object the provision of a front body structure which enables efficient improvement of the torsional stiffness of the body of an automobile and in turn a front body structure which uses high strength steel sheets to reduce the thickness and thereby enable the weight of a body to be efficiently lightened. 
     Solution to Problem 
     To solve this problem, the inventors engaged in in-depth studies and as a result obtained the following finding. By providing reinforcing parts joined to the front pillars and the strut towers and joining these reinforcing parts to the strut towers at both the body-inside and body-outside from planes extending through the axes of the struts in the front-rear direction of the body, it is possible to keep a large moment from being generated at the joined parts of the reinforcing parts to the strut towers. 
     The present invention was made based on the above finding, and has as its gist the following. 
     (1) A front body structure in a body which has a passenger compartment and a front compartment which is arranged at a front side of the passenger compartment, comprising strut towers which are arranged inside the front compartment at the two sides of a width direction of the front compartment and to which top edges of front wheel use struts are attached; front pillars which extend at the front of the passenger compartment at the two sides in the width direction from the roof of the passenger compartment toward the rear top edge of the front compartment; and reinforcing parts with first ends joined to the strut towers and with other ends joined to the front pillars, wherein the reinforcing parts are joined to the strut towers at the two sides of the body-inside and body-outside from the planes extending in the front-rear direction of the body through the axes of the struts which are fastened to the strut towers.
 
(2) The front body structure as set forth in (1) wherein the reinforcing parts are integrally shaped members which are formed from the same blanks as component members forming at least parts of the front pillars.
 
(3) The front body structure as set forth in (2) wherein the front pillars comprise outer members which are arranged at the body-outside and inner members which are arranged at the body-inside, and the reinforcing parts are integrally shaped members which are formed from the same blanks at the inner members.
 
(4) The front body structure as set forth in any one of (1) to (3), further comprising a dash panel which separates the passenger compartment and the front compartment and a cowl top which extends above the dash panel in the width direction of the body, wherein the reinforcing parts are joined to the cowl top as well.
 
(5) The front body structure as set forth in (4) wherein the reinforcing parts are integrally shaped members which are formed from the same blanks as component members which form at least part of the cowl top.
 
(6) The front body structure as set forth in any one of (1) to (5), further comprising upper members which are arranged at width ends of the passenger compartment and extend in the front-rear direction of the body, wherein the reinforcing parts are joined to the upper members as well.
 
(7) The front body structure as set forth in (6) wherein the reinforcing parts are integrally shaped members which are formed from the same blanks as component members forming at least parts of the upper members.
 
     Advantageous Effects of Invention 
     According to all of the front body structures according to this invention, the reinforcing parts are joined to the strut towers at both of the body-inside and body-outside of planes extending in the front-rear direction of the body through the axes of the struts which are fastened to the strut towers. Due to this, the load which is transmitted from the struts to the strut towers is transmitted to the reinforcing parts through joined parts with the reinforcing parts which are positioned at the vehicle inside from the struts and joined parts with the reinforcing parts which are positioned at the vehicle outside from the struts. For this reason, a large moment is not created between the strut towers and the reinforcing parts and as a result the torsional stiffness of the body can be raised. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a view which shows an outline of the overall structure of a body according to a first embodiment of the present invention. 
         FIG. 2  is a cross-sectional view of a front pillar  20  which is seen along an arrow II-II of  FIG. 1 . 
         FIG. 3  is an enlarged perspective view of a front body structure of the first embodiment near a bottom end of one front pillar. 
         FIG. 4  is a side view of part of a front body structure according to the first embodiment as seen from the body-inside. 
         FIG. 5  is a cross-sectional front view of part of the front body structure according to the first embodiment. 
         FIG. 6  is a top view of a part of the front body structure according to the first embodiment. 
         FIG. 7  is a view which shows an outline of the overall structure of a body according to a second embodiment of the present invention. 
         FIG. 8  is an enlarged perspective view of a front body structure of the second embodiment near a bottom end of one front pillar. 
         FIG. 9  is a side view of part of a front body structure according to the second embodiment as seen from the body-inside. 
         FIG. 10  is a cross-sectional front view of part of the front body structure according to the second embodiment. 
         FIG. 11  is a top view of a part of the front body structure according to the second embodiment. 
         FIG. 12  give schematic views which show one example of a method of measurement of the torsional stiffness of a body, wherein (A) shows a position of application of a load in a longitudinal direction of the body structure, while (B) is a view seen along a line XIII-XIII in (A) and shows an outline of generation of a torque in a width direction of the body. 
         FIG. 13  is a view which shows displacement and the torsional angle of a body before and after application of a torsional torque as seen from line XIII-XIII of  FIG. 12(A) . 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Below, referring to  FIG. 1  to  FIG. 5 , a first embodiment of the present invention will be explained. 
       FIG. 1  is a view which shows a body  1  which has a front body structure  10  according to a first embodiment of the present invention. The body  1  is provided with a passenger compartment  2  which forms a space which a driver and passengers ride in, and a front compartment  3  which is arranged at the front side (left side in  FIG. 1 ) of the passenger compartment  2 . In the present embodiment, inside the front compartment  3 , an engine or motor or other power unit for driving the wheels is mounted. Further, in the present embodiment, the main material of the body  1  is high strength steel. 
     The front body structure  10  according to the present embodiment is provided with a pair of front side members  11  which are positioned at the bottom of the front compartment  3  and extend in a front-rear direction of the body  1  and a pair of upper members  12  which extend at the top of the two ends, in the width direction, of the front compartment  3  in the front-rear direction of the body  1 . The front body structure  10  is further provided with a dash panel  13  which extends in the width direction of the body  1  and separates the passenger compartment  2  and the front compartment  3 , a cowl top  14  which extends at the top of this dash panel  13  in the width direction and forms a closed cross-sectional shape, and a pair of side panels  17  which extend from the upper members  12  to the bottom. In addition, the front body structure  10  is provided with a roof  19  which is arranged at the top of the passenger compartment  2  and a pair of front pillars  20  which extend at the front of the passenger compartment  2  at the two sides in the width direction toward the rear top edge of the front compartment  3 . 
     The side panels  17  are provided with front wheel houses  15  and strut towers  16 . The front wheel houses  15  bulge inward in the width direction of the body  1  and are formed so as to be joined with the front side members  11  at the bottom. The front wheel houses  15  are structured opening outward. At the insides thereof, front wheels (not shown) are arranged. 
     Further, the strut towers  16  are formed by the front wheel houses  15  and the side panels  17  at the top thereof bulging out to the inside of the body  1  in the width direction. Changing the way of viewing this, the strut towers  16  can be said to be provided to stick out to the top from ceiling parts of the front wheel houses  15 . Whatever the case, the pair of strut towers  16  are arranged inside of the front compartment  3  at the two sides of the front compartment  3  in the width direction. Further, at the insides of the strut towers  16 , struts for front wheels (not shown) are arranged. At the strut setting parts  18  of the strut towers  16  (top surfaces of strut towers), top ends of the struts for front wheel are fastened. 
     The front pillars  20 , as shown in  FIG. 1 , have structures which are inclined gradually downward from the roof  19  of the passenger compartment  2  toward the front of the body  1  (front compartment  3  side). The bottom ends of the front pillars  20  are joined to the rear ends of the upper members  12  and the side ends of the cowl top  14 . 
       FIG. 2  is a cross-sectional view of a front pillar  20  as seen along the arrow II-II of  FIG. 1 . As will be understood from  FIG. 2 , a front pillar  20  is provided with an inner member  21  which is arranged at the body-inside and an outer member  22  which is arranged at the body-outside. These inner member  21  and outer member  22  are joined together by welding etc. whereby a closed cross-sectional shape is formed. Further, in the example which is shown in  FIG. 2 , an outer panel  23  is arranged at the body-outside of the outer member  22 . 
     In addition, in the present embodiment, reinforcing parts  25  with first ends joined to the strut setting parts  18  of the strut towers  16  and with other ends joined to the front pillars  20  are provided. 
       FIG. 3  give enlarged perspective views of the front body structure  10  near the bottom end of one front pillar  20 . Among these,  FIG. 3(A)  shows the case where no reinforcing member  25  is provided, while  FIG. 3(B)  shows the case where a reinforcing member  25  is provided. The reinforcing member  25  is connected at one end to a bottom end of an outer member  22  which forms the front pillar  20 . In particular, in the present embodiment, the reinforcing member  25  and the inner member  21  are integrally shaped members which are formed from the same blank. 
     On the other hand, as will be understood from  FIG. 3(B) , the reinforcing member  25  is joined at the other end to a strut tower  16 . In the present embodiment, the reinforcing parts  25  are joined to the strut towers  16  at both of the body-outside and body-inside from the planes S which pass through the axes of the struts (not shown) which are fastened to the strut towers  16 , and extend in the front-rear direction of the body  1  (see cross-sectional front view of  FIG. 5  and top view of  FIG. 6 ). That is, the reinforcing parts  25  are provided with outside parts  25   a  which are joined to the strut towers  16  at the body-outside from the plane S and inside parts  25   b  which are joined to the strut towers  16  at the body-inside from the planes S. In particular, in the present embodiment, the bottom ends of the reinforcing parts  25  are joined to the strut setting parts  18  of the strut towers  16 . 
     As a result, the reinforcing parts  25 , as will be understood from  FIGS. 3 to 6 , are joined to the strut setting parts  18  around the load points of the strut setting parts  18  (that is, points where axes of struts and planes of strut setting parts  18  intersect). In particular, in the present embodiment, the bottom ends of the reinforcing parts  25  are arranged on the strut setting parts  18  and spot welded to the strut setting parts  18  so as to completely surround the load points of the strut setting parts  18 . 
     According to the front body structure  10  of the present embodiment configured in this way, since reinforcing parts  25  are provided between the front pillars  20  and the strut setting parts  18  of the strut towers  16 , it is possible to efficiently transmit the load which is input to the strut towers  16  to the front pillars  20 . 
     In addition, the reinforcing parts  25  are joined to the strut setting parts  18  of the strut towers  16  at both the body-inside and body-outside from the planes S. In this regard, if a reinforcing member  25  were joined to a strut setting part  18  of a strut tower  16  at only one side of the planes S, if a load were applied from the strut to the strut setting part  18 , a large moment would be generated at the joined part of the reinforcing member  25  and the strut setting part  18 . If a large moment were generated in this way, the joined part would deform and deformation of the vehicle would be invited. 
     As opposed to this, in the present embodiment, as explained above, the reinforcing parts  25  are joined to the strut setting parts  18  at both the body-inside and body-outside of the planes S. For this reason, even if a load is applied from the struts to the strut setting parts  18 , the joined parts of the reinforcing parts  25  and the strut setting parts  18  are not subjected to a large moment. For this reason, the surroundings of the strut setting parts  18  are kept from locally deforming. As a result, improvement of the torsional stiffness of the body  1  as a whole becomes possible. 
     Further, in the present embodiment, the reinforcing parts  25  are integrally shaped members which are formed from the same blanks as the front pillars  20 . Here, if forming the reinforcing parts and the front pillars by separate members, these reinforcing parts and front pillars would be joined in a state superposed in a direction perpendicular to the load which is applied to these members. For this reason, if a load were transmitted from the reinforcing parts to the front pillars, the load would be transmitted in a direction perpendicular to the direction of the load which was applied to these members. For this reason, a moment would be generated between these members and a shear force would be applied to the joined parts of these members. Therefore, if forming the reinforcing parts and the front pillars by separate members, due to these moment and shear force, deformation would easily occur near the joined parts between these members. As a result, a drop in the torsional stiffness would be invited. 
     As opposed to this, as explained above, in the present embodiment, the reinforcing parts  25  are integrally shaped members which are formed from the same blanks as the front pillars  20 . For this reason, the occurrence of a moment or shear force between the reinforcing parts  25  and the front pillars  20  is suppressed. As a result, the torsional stiffness of the body  1  as a whole can be improved. 
     In addition, when the reinforcing parts  25  are integrally shaped members which are formed from the same blanks as the front pillars  20 , as explained above, compared with when forming the reinforcing parts and the front pillars separately and partially superposing them, it is possible to lighten the weight and streamline the structure of the body  1 . 
     Note that, in the above embodiment, the reinforcing parts  25  were joined to the bottom ends of the inner members  21 , but if first ends are joined to the front pillars  20 , the reinforcing parts  25  do not necessarily have to be joined to the bottom ends of the inner members  21 . Therefore, the reinforcing parts  25  may be joined to the center parts of the inner members  21  or may be joined to the bottom ends or center parts of the outer members  22 . 
     Further, in the above embodiment, the reinforcing parts  25  were formed from the same blanks as the inner members  21  of the front pillars  20 , but they do not necessarily have to be formed from the same blanks and may be formed separately. Further, as explained above, the reinforcing parts  25  may be joined to the outer members  22  as well. Considering this, the reinforcing parts  21  can be said to be integrally shaped members which are formed from the same blanks as the component members which form at least parts of the front pillars  20  (for example, the outer members  22  and inner members  21 ). 
     Furthermore, in the above embodiment, the reinforcing parts  25  were joined to the strut setting parts  18  so that their bottom ends completely surround the load points of the strut setting parts  18 . However, if the reinforcing parts  25  are partially joined to the strut setting parts  18  at both the body-outside and body-inside of the planes S, there is not necessarily a need to be joined so as to completely surround the load points. Therefore, the reinforcing parts  25  also do not need to be closed cylindrical shapes such as shown in  FIGS. 3 to 6 . They may also be shapes comprised of pluralities of flat plates. 
     Next, referring to  FIG. 7  to  FIG. 11 , a second embodiment of the present invention will be explained.  FIG. 7  is a view which shows a body  51  which has a front body structure of a second embodiment of the present invention. Note that, members the same as those of the first embodiment will be assigned the same reference notations and detailed explanations will be omitted. The body  51  is provided with a passenger compartment  52  and a front compartment  53  which is arranged at the front side (left side in  FIG. 6 ) of the passenger compartment  52 . 
       FIG. 8  is an enlarged perspective view of a front body structure  60  of the second embodiment near the bottom end of one front pillar  20 . As will be understood from  FIG. 8 , in the front body structure  60  according to the second embodiment, the reinforcing parts  70  are joined to the upper members  12  and the cowl top  14 . In particular, in the present embodiment, the body-outside parts of the reinforcing parts  70  are joined to the upper members  12  by spot welding, while the body-inside rear parts of the reinforcing parts  70  are joined to the cowl top  14  by spot welding. 
     Further, the reinforcing parts  70 , in the same way as the reinforcing parts  25  of the first embodiment, are joined to the strut setting parts  18  of the strut towers  16 . The reinforcing parts  70 , as shown in  FIG. 10  and  FIG. 11 , are joined to the strut setting parts  18  of the strut towers  16  at both the body-outside and body-inside from the planes S. Therefore, the reinforcing parts  70 , as will be understood from  FIGS. 8 to 11 , are joined to the strut setting parts  18  around the load points of the strut setting parts  18 . 
     According to the front body structure  60  of the present embodiment configured in this way, the load which is input to the strut setting parts  18  of the strut towers  16  can be transmitted by the reinforcing parts  70  to not only the front pillars  20 , but also the upper members  12  and cowl top  14 . For this reason, the load which is transmitted to the front pillars  20 , upper members  12 , and cowl top  14  can be reduced and accordingly local deformation around the strut towers  16  can be suppressed to a greater degree. Due to this, it becomes possible to improve the torsional stiffness of the body  51  as a whole. 
     Note that, in the above embodiment, the reinforcing parts  70  were joined to both the upper members  12  and the cowl top  14 , but it is not necessary that they be joined to both. They may also be joined to only one. 
     Further, the reinforcing parts  70  were joined by spot welding to the upper members  12  and cowl top  14 . However, the reinforcing parts  70  may also be joined by a separate joining method to these upper members  12  and cowl top  14 . In addition, the reinforcing parts  70  may be integrally shaped members which are formed from the same blanks as the component members forming at least parts of the upper members  12 . Further, they may be integrally shaped members which are formed from the same blanks as component members forming at least part of the cowl top  14 . 
     Embodiments of the present invention were explained, but the present invention is not limited to the above embodiment. Various changes can be made within a scope not deviating from the gist of the invention. 
     For example, in the above embodiments, the case where the main material of the body was high strength steel was explained, but all or part of the body may also be formed from aluminum, FRP, or another material which can generally be used for a body. Further, high strength steel was used for the reinforcing parts, but aluminum, FRP, and other materials may also be used. 
     Further, the present embodiments were explained assuming the front compartment mounted a motor or engine or other power unit, but the invention is not limited to this. It may also be used as a luggage compartment etc. 
     Further, the front body structure according to the present invention can of course be applied to not only an automobile which mounts an internal combustion engine, but also a hybrid vehicle or an electric vehicle in which motors are provided at the wheels, etc. 
     Further, the shape of the body as a whole is not limited to the one disclosed in  FIG. 1  and  FIG. 7 . It may also be a sedan type, station wagon type, minivan type, SUV type, or other shape. 
     Examples 
     Here, to confirm the effect on the present embodiment, for example, the technique which is shown in  FIG. 12  and  FIG. 13  was used to calculate the torsional stiffness. 
     Below, first, referring to  FIG. 12  and  FIG. 13 , the method of measurement and calculation of the torsional stiffness will be explained.  FIG. 12  is a conceptual view which shows the method of measurement and calculation of the torsional stiffness of the body-in-white (body)  100 , while  FIG. 13  is a view for explaining the torsional stiffness based on the torsion of the front axle position  100 F (position in front-rear direction of body at which front shaft is arranged) based on the rear axle position  100 R (position in front-rear direction of body at which rear shaft is arranged). 
     To measure the torsional stiffness, for example, as shown in  FIG. 12(A) , the body-in-white  100  is fastened at the rear axle position  100 R and the average torsional stiffness GJ which is obtained by application of the torsional torque at the front axle position  100 F is used for evaluation (G: modulus of rigidity, J: polar moment of inertia of area) 
     Specifically, at the rear axle position  100 R, the body-in-white  100  is fastened (for example, the strut setting parts R L  and R R  of the rear strut towers are fastened) and the top ends of dummy bars  101  are attached to the strut setting parts F L  and F R  of the front strut towers. In this state, a seesaw table  102  to which the bottom ends of the dummy bars  101  are attached is turned about the axis O. Due to this, a torsional torque T is applied to the strut setting parts F L  and F R  of the front strut towers (see  FIG. 12(B) ). 
       FIG. 13  is a view which shows the body cross-section at the front axle position  100 F seen from the line XIII-XIII of  FIG. 12(A) . The torsional stiffness GJ is calculated based on the left and right displacements δ L  and δ R  of the body which occur at the front axle position  100 F at the time of application of the above torsional torque T. Note that, in  FIG. 9, 100C  which is shown by the two-dot chain line and  100 D which is shown by the solid line show the body (outside shape) before and after application of the torsional torque T. 
     Here, since the torsion angle θ(rad) due to the torsional torque T is small, it can be approximated as θ≈ tan θ=((δ L +δ R )/B); (B is body width dimension relating to application of torsional torque T at front axle position  100 F).
 
Specific Torsional stiffness  GJ =( T /(θ/wheelbase length  L ))=( T·B· wheelhouse length  L )/(δ L +δ R )
 
(For example, see “Strength of Automobiles”, Sankaido, Oct. 30, 1990, second edition)
 
     As the conventional example, a model where the bottom ends of the front pillars were offset from the strut setting parts 300 mm outward in the width direction and 150 mm to the rear side was used. As an invention example, as shown in the first embodiment, a model where reinforcing parts which were formed integrally with the bottom ends of the front pillars were joined to the surroundings of the strut setting parts of the strut towers was used. 
     The above measurement and calculation method was used to calculate the torsional stiffness. As a result, in the invention example, it was confirmed that the torsional stiffness is improved 5.5% compared with the conventional example. 
     INDUSTRIAL APPLICABILITY 
     By improving the torsional stiffness of the body structure of an automobile, it is possible to improve the stability while the automobile is being driven, and therefore there is great industrial applicability. 
     REFERENCE SIGNS LIST 
     
         
           1 ,  51  body 
           2 ,  52  passenger compartment 
           3 ,  53  front compartment 
           10 ,  60  front body structure 
           12  upper member 
           14  cowl top 
           16  strut tower 
           20  front pillar 
           25 ,  70  reinforcing member