JP2007238028A - Body front structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body front structure capable of stabilizing a deformation mode of a front side member in a head-on collision. <P>SOLUTION: In a crash box seat part 22 and a front side member seat part 16 to be connected to each other, each inner side in the vehicle width direction is arranged on the forward side in the longitudinal direction of a vehicle body from an outer side in the vehicle width direction, and a step is formed in the longitudinal direction of the vehicle body. Thus, during a head-on collision, the input load to the inner side in the vehicle width direction of a front side member 12 can be set to be constantly larger than the input load to the outer side in the vehicle width direction, and the deformation mode can be stabilized. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle body front part structure in which a crash box is connected to a front end part of a front side member.

  In the front part of the vehicle body, a crash box may be provided in order to absorb an impact at the time of a front collision (front collision) (see, for example, Patent Document 1). In such a structure, the seat portion of the crash box is connected to the front end seat portion of the front side member, and the seat portion of the crash box is configured to be orthogonal to the outer peripheral wall portion of the crash box.

However, the magnitude relationship of the input load to each part of the front end of the vehicle at the time of the front collision varies each time, so in the conventional vehicle body front structure, the input to the front side member varies each time, As a result, the deformation mode of the front side member is not stable.
JP 2002-12109 A

  In view of the above facts, an object of the present invention is to provide a vehicle body front structure that can stabilize the deformation mode of the front side member during a front collision.

  According to the first aspect of the present invention, there is provided a front vehicle body structure according to the present invention, wherein a front bumper reinforcement extending in the vehicle width direction is disposed at a front end portion of the vehicle body, and disposed on the vehicle body rear side of the front bumper reinforcement along the longitudinal direction of the vehicle body. A crash box that is interposed between the pair of left and right front side members, the front end portion of the front side member and the front bumper reinforcement with the longitudinal direction of the vehicle body as an axial direction, and has a lower proof strength against axial compression load than the front side member And a load control means for increasing an input load on one side of the front side member in a vehicle front view when compared with an input load on the other one side when the crash box is axially compressed and deformed. To do.

  According to the vehicle body front part structure of the present invention described in claim 1, since the crash box has a lower proof strength against the axial compression load than the front side member, the crash box is not less than a predetermined value via the front bumper reinforcement at the time of a front collision. When the axial compression load is input, the crash box is axially compressed and absorbs collision energy. Here, during the axial compression deformation of the crash box, the load control means increases the input load on one side of the front side member in the front view of the vehicle compared to the input load on the other side. Thus, the magnitude relationship between the input load on one side of the front side member and the input load on the other side can be controlled.

  According to a second aspect of the present invention, there is provided a vehicle body front portion structure according to the first aspect, wherein a rear end portion of the crash box and a front end portion of the front side member connected to each other are respectively in a vehicle front view. One side is arranged on the front side in the longitudinal direction of the vehicle body from the other side.

  According to the vehicle body front portion structure of the present invention as set forth in claim 2, one side of the rear end portion of the crash box and the front end portion of the front side member that are connected to each other is one side in the vehicle front view from the other side. Is also arranged on the front side in the longitudinal direction of the car body, so even if one side of the crash box in the front view of the vehicle collapses and cannot absorb the collision energy at the time of the front collision, the other side of the crash box There is a crush remaining allowance, and the collision energy can be absorbed by the crush remaining allowance. As a result, the input load on one side of the front side member in the vehicle front view can be made larger than the input load on the other side.

  The vehicle body front part structure of the present invention described in claim 3 is the structure of claim 2, wherein the rear end portion of the crash box and the front end member of the front side member have a step in the vehicle front-rear direction. A fastening portion that fastens a rear end portion of the crash box and a front end portion of the front side member is provided on one side and the other side in a vehicle front view.

  According to the vehicle body front portion structure of the present invention described in claim 3, the rear end portion of the crash box and the front end portion of the front side member have a step in the longitudinal direction of the vehicle body, and the rear end portion of the crash box And the front end portion of the front side member are provided on one side and the other side of the vehicle in front view, so when one side of the crash box is completely crushed, One side of the crushing part hits the fastening part side, and a large load is input to the front side member. On the other side, the crushing part does not hit the fastening part side. Is not entered. Accordingly, the input load on one side of the front side member in a front view of the vehicle can be made larger than the input load on the other side with a relatively easy design.

  A vehicle body front structure according to a fourth aspect of the present invention is the structure according to any one of the first to third aspects, wherein the front side member is provided with an outer peripheral wall surface provided on one side in a vehicle front view. It is characterized in that a weakened part that causes buckling is provided in the part.

  According to the vehicle body front part structure of the present invention as set forth in claim 4, the front side member is provided with the weakening portion that causes buckling on the outer peripheral wall surface portion provided on one side in the vehicle front view. Therefore, at the time of the front collision, the front side member buckles with this weakened portion as a trigger for buckling. As a result, the buckling position of the front side member is constant.

  According to a fifth aspect of the present invention, in the vehicle body front portion structure according to the first aspect, the load control means is a vehicle of the front side member when the crash box is subjected to axial compression deformation. The front side member is buckled outward in the vehicle width direction by making the input load inward in the width direction larger than the input load outward in the vehicle width direction.

  According to the vehicle body front part structure of the present invention as set forth in claim 5, during the axial compression deformation of the crash box due to the front collision, the load control means sends the input load to the vehicle width direction inside of the front side member to the vehicle width direction outside. The front side member is buckled outward in the vehicle width direction by making it larger than the input load.

  As described above, according to the vehicle body front structure according to claim 1 of the present invention, the input load to one side of the front side member and the input to the other side via the crash box at the time of a front collision. By controlling the magnitude relationship with the load, there is an excellent effect that the deformation mode of the front side member can be stabilized (controlled).

  According to the vehicle body front structure according to claim 2, the magnitude relationship between the input load to one side of the front side member and the input load to the other side via the crash box is easily controlled at the time of a front collision. It has an excellent effect of being able to.

  According to the vehicle body front structure according to claim 3, it is possible to realize the setting of the magnitude relationship between the input load on one side of the front side member and the input load on the other side with a relatively easy design. It has the effect.

  According to the vehicle body front structure according to claim 4, by providing the weakened portion, the buckling position of the front side member can be controlled to be constant, and the weakened portion is not the ridge line portion of the front side member. By providing it on the outer peripheral wall surface portion, there is an excellent effect that it is possible to reduce the influence on the yield strength of the front side member against the axial compression load.

  According to the vehicle body front part structure of the fifth aspect, by providing the load control means, there is an excellent effect that the front side member can be reliably buckled outward in the vehicle width direction at the time of the front collision.

[First Embodiment]
A first embodiment of a vehicle body front structure according to the present invention will be described with reference to the drawings. In the figure, arrow UP indicates the upward direction of the vehicle body, arrow FR indicates the forward direction of the vehicle body, and arrow IN indicates the inner side in the vehicle width direction.

  As shown in the front part of the vehicle body in FIG. 1, a front bumper reinforcement 24 extends in the vehicle width direction at the front end of the vehicle body 10, and the front bumper reinforcement 24 has a closed sectional structure or an open sectional structure. Has been. A pair of left and right front side members 12 which are skeleton members are disposed along the vehicle body longitudinal direction on the vehicle body rear side of the front bumper reinforcement 24. A crash box 18 that functions as an impact absorbing member is interposed between a front end portion of the front side member 12 (a front side member seat portion 16 described later in detail) and the front bumper reinforcement 24. The crash box 18 has the longitudinal direction of the vehicle body as the axial direction (see arrow 18X), and is set to have a lower proof strength against the axial compression load than the front side member 12.

  The front side member 12 shown in FIG. 2 has a closed cross-sectional structure with a rectangular cross section, and includes a front side member main body 14 formed in a cylindrical shape with a hollow rectangular cross section, and a front end of the front side member main body 14. A front side member seat 16 as a front end (of the front side member 12) that closes the opening is provided, and the front side member seat 16 has a substantially rectangular step plate shape. The front side member main body portion 14 and the front side member seat portion 16 are joined to the front side member seat portion 16 by abutting the front end opening of the front side member main body portion 14 by welding or the like. The front side member main body 14 is formed by combining a front side member inner panel and a front side member outer panel, each having a hat shape in cross section, and connecting the two flange portions by spot welding or the like.

  The front side member seat portion 16 extends toward a center portion (not shown) that closes the front end opening of the front side member main body portion 14 and outward of the closed cross-sectional portion of the front side member main body portion 14. The flange portion 16A is provided. The flange portion 16A is for fastening with fasteners such as bolts 28A and 28B, and two upper and lower bolt insertion holes (not shown) are formed through the flange portion 16A on both sides in the vehicle width direction.

  The crash box 18 is made of a metal material such as iron or aluminum, and has a crash box body 20 formed in a cylindrical shape having a hollow rectangular cross section shorter than the front side member 12, and a rear of the crash box body 20. A crash box seat portion 22 as a rear end portion (of the crash box 18) that closes the end opening is provided, and the crash box seat portion 22 has a substantially rectangular step plate shape. The crash box body 20 and the crash box seat 22 are joined to the crash box seat 22 by a rear end opening of the crash box body 20 and welded or the like.

  The outer peripheral wall 20A of the crash box main body 20 has a uniform plate thickness. A plurality of beads 20B (crushed beads) are formed on the outer peripheral wall portion 20A in a direction perpendicular to the longitudinal direction (vehicle body longitudinal direction) of the crash box 18, and crushing (axial compression deformation) is induced by the beads 20B. It is like that. The bead 20B is similarly formed on each of the upper, lower, left and right outer peripheral wall portions 20A. When the crash box body 20 is made of a steel plate, the crash box body 20 is formed by combining the crash box inner panel and the crash box outer panel and connecting the flanges of both by spot welding or the like. .

  The crash box seat portion 22 includes a center portion (not shown) that closes the rear end opening of the crash box body portion 20 and a flange that extends outward from the closed cross-section portion of the crash box body portion 20. A portion 22A is provided. The flange portion 22A is used for fastening with fasteners such as bolts 28A and 28B, and two upper and lower bolt insertion holes (not shown) are formed through the flange portion 22A on both sides in the vehicle width direction.

  The crash box seat portion 22 and the front side member seat portion 16 that are connected to each other have a vehicle body in the vehicle width direction (one side in the vehicle front view) and a vehicle body in the vehicle width direction outside (the other side in the vehicle front view). It is arrange | positioned in the front side of the front-back direction, and has a level | step difference in the vehicle body front-back direction.

  In the bolt insertion hole (not shown) of the flange portion 22A formed in the rear end portion of the crash box 18, and the bolt insertion hole (not shown) in the flange portion 16A formed in the front end portion of the front side member 12, Bolts 28A and 28B are inserted from the front side of the vehicle body, and nuts 30A and 30B (see FIG. 1) are screwed into the front ends of the bolts 28A and 28B from the rear side of the vehicle body. That is, the fastening portion 26 that fastens the crash box seat portion 22 and the front side member seat portion 16 is provided on the vehicle width direction inner side and the vehicle width direction outer side, and the position of the fastening portion 26 is the vehicle width direction inner side. In the vehicle width direction outer side, the vehicle body is displaced in the longitudinal direction (a state that is not in the same plane perpendicular to the axial direction (arrow 18X direction) of the crash box 18). In this manner, the crash box 18 and the front side member 12 are fastened by bolts, thereby facilitating replacement of the crash box 18 in the case of a light collision or the like (improvement of repairability). In addition, in order to facilitate bolt fastening, the flange portions 22A and 16A are disposed such that both sides of the vehicle width direction are perpendicular to the plate surface with respect to the axial direction of the crash box 18 (arrow 18X direction). .

  In the bolt fastening state, the crash box seat portion 22 and the front side member seat portion 16 are overlapped with almost no gap, and the rear end opening portion of the crash box body portion 20 and the front end opening portion of the front side member body portion 14 are defined. , And are arranged at opposite positions. Further, the pair of first ridge lines 32A on the inner side in the vehicle width direction of the crash box main body 20 are shorter than the pair of second ridge lines 32B on the outer side in the vehicle width direction, and the front side member main body 14 The pair of first ridge lines 36A on the inner side in the vehicle width direction are longer than the pair of second ridge lines 36B on the outer side in the vehicle width direction.

  The connecting step structure 50 between the crash box 18 including the crash box seat portion 22 and the front side member seat portion 16 and the front side member 12 is a load control means in the present embodiment. When the shaft 20 is deformed in the axial direction, an input load to the inner side in the vehicle width direction of the front side member 12 (one side of the front side member 12 when viewed from the front of the vehicle) is applied to the other side of the front side member 12 when viewed from the front of the vehicle. The front side member main body 14 of the front side member 12 is buckled outward in the vehicle width direction by making it larger than the input load to one side.

  The front side member main body portion 14 of the front side member 12 is provided with a crash bead 14B as a weakened portion that causes buckling to an outer peripheral wall surface portion 14A provided on the inner side in the vehicle width direction (one side in the vehicle front view). It has been. The crush bead 14B is a concave weak portion, and is formed at a position where the front side member 12 is desired to buckle. Thus, in a state where an axial compression load of a predetermined value or more is input, the front side member main body 14 buckles outward in the vehicle width direction (in the outward folding mode) so that the portion where the crash bead 14B is formed is recessed. (See FIG. 3B).

(Action / Effect)
Next, the operation and effect of the above embodiment will be described.

  Since the crash box main body 20 has a lower proof stress against the axial compression load than the front side member main body 14, as shown in FIG. 3 (A), the front side bumper reinforcement 24 passes through the front bumper reinforcement 24 at the time of the front collision. When an axial compression load F greater than or equal to a predetermined value is input to the crash box 18, the crash box body portion 20 undergoes axial compression deformation and absorbs collision energy.

  Here, the crash box seat portion 22 and the front side member seat portion 16 that are connected to each other are disposed on the front side in the vehicle longitudinal direction with respect to the vehicle width direction inner side than the vehicle width direction outer side. At the time of axial compression deformation of 20, as shown in FIG. 3A, the vehicle of the crash box main body 20 does not absorb the collision energy because the inner side in the vehicle width direction of the crash box main body 20 is completely crushed. There is a remaining crushing allowance 20L on the outer side in the width direction, and the collision energy can be absorbed by the remaining crushing allowance 20L. For this reason, the generated load on the inner side in the vehicle width direction of the front side member 12 is always increased.

  In addition, the crash box seat portion 22 and the front side member seat portion 16 have a step in the longitudinal direction of the vehicle body, and a fastening portion 26 that fastens the crash box seat portion 22 and the front side member seat portion 16 is provided in the vehicle. Since it is provided on the inner side in the width direction and the outer side in the vehicle width direction, when the inner side in the vehicle width direction of the crash box main body portion 20 is completely crushed, the crushing portion on the inner side in the vehicle width direction of the crash box main body portion 20 is A large load hitting the bolt 28A is input to the inner side in the vehicle width direction of the front side member 12, but the crushing portion of the outer side in the vehicle width direction of the crash box main body portion 20 does not hit the bolt 28B of the fastening portion 26. Such a large load is not input to the outer side of the front side member 12 in the vehicle width direction.

  As a result, during the axial compression deformation of the crash box main body 20, the connecting step structure 50 does not affect the direction of the collision and the like, so that the input load to the inside of the front side member 12 in the vehicle width direction is applied to the front side member 12. Since it is always larger than the input load to the outside in the vehicle width direction, the magnitude relationship between the input load to the inside in the vehicle width direction of the front side member 12 via the crash box 18 and the input load to the outside in the vehicle width direction is controlled. (Stable input difference) can be performed.

  Supplementally, the magnitude relationship of the input load to each part of the front bumper reinforcement 24 at the time of the front collision varies depending on the collision type such as frontal collision, offset collision, oblique collision, etc. and the collision partner. Therefore, in the conventional vehicle body front part structure, the magnitude relationship of such input load is inherited even through the crash box, and the input load to each part of the front side member is supposed to vary each time, In the present embodiment, the connected step structure 50 is controlled so that the magnitude relationship of the input load to each part of the front side member 12 is always the same.

  In the present embodiment, the plate thickness of the outer peripheral wall portion 20A of the crash box body 20 is uniform, and the load input to the crash box body 20 is substantially parallel between the vehicle width direction inner side and the vehicle width direction outer side. Therefore, it can be relatively easily predicted on the drawing whether the bolts 28A and 28B are in contact with the portion of the crash box main body 20 subjected to the axial compression deformation, and it is very easy to design. .

  Further, the front side member main body portion 14 is provided with a crash bead 14B that triggers buckling on an outer peripheral wall surface portion 14A (see FIG. 2) provided on the inner side in the vehicle width direction. Using the bead 14B as a trigger for buckling, the front side member main body 14 is buckled (deformed into the outward folding mode) so as to protrude outward in the vehicle width direction. As a result, the buckling position of the front side member main body 14 can be controlled to be constant, and as shown in FIG. 2, the crash bead 14B is connected to the first and second ridge lines of the front side member main body 14. By providing not on 36A and 36B but outer peripheral wall surface part 14A, the influence on the proof stress with respect to the axial compression load of the front side member main body part 14 can be made small. For this reason, the mass efficiency of the front side member main body 14 is good, and it is possible to reduce the thickness of the front side member main body 14 by reducing the plate thickness.

  As described above, by using the connecting step structure 50, the magnitude relationship between the input load on the inner side in the vehicle width direction of the front side member 12 and the input load on the outer side in the vehicle width direction via the crash box 18 at the time of the front collision. Are controlled so that they are always substantially the same without variation, and by providing the crash beads 14B, the deformation mode of the front side member 12 can be stabilized (deformation can be accurately reproduced).

[Second Embodiment]
Next, a second embodiment of the vehicle body front structure will be described with reference to FIG. In the first embodiment, the case where the front side member 12 is deformed in the vehicle width direction (in the outward folding mode) has been described. However, in the second embodiment, the front side member 12 is deformed in the vehicle body vertical direction. is there. In addition, about the structure similar to 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As shown in FIG. 4, the front side member 12 includes a kick-up portion 14 </ b> C bent toward the lower rear side of the vehicle body in the vicinity of the dash panel 44 that separates the engine room 40 and the cabin 42. From the kick-up portion 14 </ b> C toward the vehicle body rear side, the vehicle body extends along the vehicle body floor 46 in the vehicle longitudinal direction.

  The crash box seat portion 22 (the rear end portion of the crash box 18) and the front side member seat portion 16 (the front end portion of the front side member 12) that are connected to each other are respectively on the vehicle body lower side (one side in the vehicle front view). Is disposed on the front side in the vehicle front-rear direction relative to the vehicle body upper side (the other side in the vehicle front view) and has a step in the vehicle front-rear direction. The fastening portion 26 that fastens the crash box seat portion 22 (the rear end portion of the crash box 18) and the front side member seat portion 16 (the front end portion of the front side member 12) is on the vehicle body lower side (one side in the vehicle front view). ) And the vehicle body upper side (the other side in the vehicle front view).

  The connecting step structure 50 between the crash box 18 including the crash box seat portion 22 and the front side member seat portion 16 and the front side member 12 constitutes a load control means. In the second embodiment, the crash box in the crash box 18 is provided. When the main body portion 20 is subjected to axial compression deformation, an input load to the vehicle body lower side (one side of the front side member 12 in the vehicle front view) of the front side member 12 is input to the vehicle body upper side (the other side of the front side member 12 in the vehicle front view). ) To be larger than the input load.

  Further, the front side member main body 14 of the front side member 12 has a crash bead 14B as a weakened portion that causes buckling to an outer peripheral wall surface portion 14A provided on the vehicle body lower side (one side in the vehicle front view). Is provided.

  In the second embodiment described above, when a shaft compression load F of a predetermined value or more is input at the time of a frontal collision of the vehicle body, the front side member main body portion 14 always moves upward in the vehicle body by using the crash bead 14B as a trigger for buckling. Buckling to be convex. Here, also in the second embodiment, the deformation mode of the front side member 12 can be stabilized by the same action as in the first embodiment.

[Supplementary explanation of the embodiment]
In the above-described embodiment, the crash box seat portion 22 and the front side member seat portion 16 are each disposed on one front side in the vehicle front-rear direction from the other one side in the vehicle front view. The rear end portion of the crash box and the front end portion of the front side member are connected by a plane perpendicular to the longitudinal direction of the vehicle body, and the bead (20B) formed on the outer peripheral wall portion (20A) of the crash box main body portion (20). By another load control means such as changing the number between one side in the vehicle front view and the other side (increasing the number of one side), etc. The input load on one side of the front side member may be larger than the input load on the other side.

  As another example, in the form in which the rear end portion of the crash box and the front end portion of the front side member are connected in a plane perpendicular to the longitudinal direction of the vehicle body, for example, the outer peripheral wall portion of the crash box main body portion (20) In (20A), a portion that is less likely to be crushed than the other portion is provided on the other side in the vehicle front view, or the crash box main body (20) is composed of two parts, a crash box inner panel and a crash box outer panel. In some cases, other load control means configured to change the plate thickness between the crash box inner panel and the crash box outer panel may be applied.

  In the above embodiment, the connecting step structure 50 between the crash box 18 and the front side member 12 is applied as the load control means. For example, the rear end portion of the crash box connected to each other and the front side member are connected to each other. Other than the front end portion, there is no step, and one side in the front view of the vehicle is inclined to the front side in the vehicle longitudinal direction from the other side. The load control means may be applied. However, when the rear end of the crash box and the front end of the front side member are fastened with a fastener such as a bolt, the rear end of the crash box and the front end of the front side member are inclined as described above. Since it is difficult to perform the fastening work if it is disposed in the position, it is better to apply the connecting step structure 50 as in the above embodiment.

  Further, in the above embodiment, the front side member 12 and the crash box 18 are bolted by forming the flange portion 16A at the front end portion of the front side member 12 and the flange portion 22A at the rear end portion of the crash box 18, respectively. However, for example, the front side member 12 and the crash box 18 may be connected by welding or rivets. Further, for example, an insertion hole in which a female thread is cut is formed in the flange portion 16A of the front side member 12, and a fastener such as a screw that passes through the flange portion 22A of the crash box 18 is screwed into the insertion hole and tightened. Other fastening forms may be used. Further, a connecting means may be interposed between the front end portion of the front side member 12 and the rear end portion of the crash box 18 to connect them.

  Furthermore, in the above embodiment, the rear end opening of the crash box main body 20 is disposed at a position facing the front end opening of the front side member main body 14. The opening and the front end opening of the front side member main body 14 may be arranged so as to deviate from each other's facing position. However, when the rear end opening of the crash box main body 20 and the front end opening of the front side member main body 14 are arranged so as to deviate from each other's facing positions, the crush box main body 20 is separated from the rear end opening of the crash box main body 20. Since the load is once transmitted to the front end opening of the front side member main body 14 after receiving the load at the crash box seat 22 and the front side member seat 16, the efficiency is not good. As described above, it is preferable that the rear end opening of the crash box main body 20 and the front end opening of the front side member main body 14 are arranged at opposing positions to transmit the load.

  In the above-described embodiment, the concave crush bead 14B is applied as the weakened portion formed on the outer peripheral wall surface portion 14A of the front side member main body portion 14, but the weakened portion may be, for example, a through hole or the like. It may be a weakened part.

  Moreover, in the said embodiment, although the bead 20B is formed in the outer peripheral wall part 20A of the crash box main-body part 20, without forming the bead 20B, the outer peripheral wall part 20A of the crash box main-body part 20 is substantially corrugated. It is good.

1 is a plan view showing a vehicle body front part structure according to a first embodiment of the present invention. It is a perspective view showing the important section of the body front part structure concerning a 1st embodiment of the present invention. It is a state figure showing the state of the front part of the body at the time of front collision in the 1st embodiment of the present invention. FIG. 3A shows a state in which the inner side in the vehicle width direction of the crash box main body is completely crushed. FIG. 3B shows a state where the front side member is buckled. It is a side view which shows the vehicle body front part structure which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

10 Car body 12 Front side member 14A Outer wall surface 14B Crash bead (weakening part)
16 Front side member seat (front end of front side member)
18 Crash box 18X Axial direction 22 Crash box seat (rear end of the crash box)
24 Front bumper reinforcement 26 Fastening part 50 Connection step structure (load control means)
F axis compression load IN vehicle width direction inside

Claims (5)

Front bumper reinforcement extending in the vehicle width direction at the front end of the vehicle body,
A pair of left and right front side members disposed along the longitudinal direction of the vehicle body on the vehicle body rear side of the front bumper reinforcement;
A crash box that is interposed between the front end portion of the front side member and the front bumper reinforcement as the vehicle body longitudinal direction as an axial direction, and has a lower resistance to an axial compression load than the front side member,
Load control means for increasing an input load on one side of the front side member in a front view of the vehicle at the time of axial compression deformation of the crash box as compared with an input load on the other side;
The vehicle body front part structure characterized by having.   The rear end portion of the crash box and the front end portion of the front side member connected to each other are arranged such that one side in a front view of the vehicle is disposed on the front side in the vehicle front-rear direction with respect to the other side. The vehicle body front structure according to claim 1.   The rear end portion of the crash box and the front end portion of the front side member have a step in the longitudinal direction of the vehicle body, and a fastening portion that fastens the rear end portion of the crash box and the front end portion of the front side member, The vehicle body front part structure according to claim 2, wherein the vehicle body front part structure is provided on one side and the other side of the vehicle in a front view.   The said front side member is provided with the weakening part which becomes a trigger of buckling in the outer peripheral wall surface part provided in one one side in the vehicle front view, The Claim 1 characterized by the above-mentioned. Body front structure.   During axial compression deformation of the crash box, the load control means increases the input load on the inner side in the vehicle width direction of the front side member as compared with the input load on the outer side in the vehicle width direction so that the front side member moves outward in the vehicle width direction. The vehicle body front part structure according to any one of claims 1 to 4, wherein the vehicle body front part structure is buckled.

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