JP6276237B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front structure in which a side member (upper member, lower member) is disposed outside a front side frame in the vehicle width direction, and a front end portion of the side member is connected to a front end portion of a front side frame.

Among vehicle body front structures, a lower member (hereinafter referred to as a side member) is disposed outside the front side frame in the vehicle width direction, and the front end portion of the side member is connected to the front end portion of the front side frame by a gusset. ing. The gusset is formed in a substantially triangular shape in plan view.
Therefore, in the case of a narrow offset collision, an impact load is input to the gusset from the front end portion of the side member, and the input impact load is transmitted to the front side frame from the outside of the vehicle. Thus, the front side frame can be deformed to the power unit side with the transmitted load, and the load can be absorbed by the front side frame (see, for example, Patent Document 1).

  By the way, when the vehicle weight increases or when the collision occurs at a relatively high speed, it is considered that separation due to shear occurs at the joint between the gusset and the front end portion of the side member because the input load is large. For this reason, since there is no joint between the gusset and the front end of the side member, the gusset and the obstacle pass each other, making it difficult to sufficiently deform the front side frame to the power unit side with the gusset. A device for ensuring the amount of energy absorption is required.

  Further, in the vehicle body front part structure, the front end portion of the side member is formed in a curved shape toward the front end portion of the front side frame, and the curved front end portion is connected to the front end portion of the front side frame by a gusset. Are known. A fragile portion is formed at the front end portion of the side member (see, for example, Patent Document 2).

  Therefore, in the case of a narrow offset collision, an impact load is input to the front end portion of the side member, and the side member is deformed from the fragile portion to the front side frame side by the input impact load. As a result, the gusset is deformed to the front side frame, and the front side frame is deformed to the power unit side by the gusset. By deforming the front side frame, the load can be absorbed by the front side frame.

  However, the vehicle body front portion structure of Patent Document 2 has a weak portion formed on the side member. For this reason, it is difficult for the side member to absorb the impact load due to the narrow offset collision, and there is room for improvement from this viewpoint.

Japanese Patent No. 5469597 JP2015-54591A

  It is an object of the present invention to provide a vehicle body front structure that can suitably absorb an impact load due to a narrow offset collision.

According to a first aspect of the present invention, there is provided a front side frame extending in the longitudinal direction of the vehicle body, a front pillar provided on the outer side in the vehicle width direction of the front side frame, a side member extending from the front pillar toward the front of the vehicle body, A vehicle body front portion structure including a connecting member that connects a front end portion of the member to a front end portion of the front side frame, wherein the side member is on the outer side in the vehicle width direction of the front side frame and to the front side frame. Between the second bent portion and the first bent portion, which are arranged substantially parallel to each other and are provided in order from the front of the vehicle body at intervals in the longitudinal direction of the vehicle body, and between the first bent portion and the second bent portion, and has a fragile portion formed in the second bend closer, and the connecting member is provided in the rear wall of the connecting member, the front side off Toward over arm, and to provide a vehicle body front structure having an inclined portion inclined toward the rear of the vehicle body.

As described above, the first bent portion and the second bent portion are provided on the side member, and the fragile portion is provided near the first bent portion between the first bent portion and the second bent portion. Therefore, when the impact load is input to the front end portion of the side member due to the narrow offset collision, the fragile portion can be deformed. Thereby, it can suppress that stress concentrates on the junction part of the front-end part of a side member and a connection member, and can suppress that a junction part peels.
Narrow offset collision (that is, small overlap collision or minute lap collision) is the front side of the front side frame that is 1/4 of the vehicle width direction in the front part of the vehicle. A collision with an obstacle.

Furthermore, the weak part was provided near the 1st bending part between the 1st bending part and the 2nd bending part. That is, the weak part was provided in the position away from the 1st bending part or the 2nd bending part. Therefore, the first bent portion and the second bent portion can be favorably bent in a predetermined bending direction without being affected by the fragile portion by the impact load input to the front end portion of the side member.
Accordingly, the side member can be deformed so as to be bent in a substantially Z shape, and the impact load can be absorbed by the side member. By deforming the side member, the front end portion of the side member moves rearward of the vehicle body.

Here, the outer end portion of the connecting member is joined to the front end portion of the side member. Therefore, when the front end portion of the side member moves rearward of the vehicle body, the outer end portion of the connecting member moves rearward of the vehicle body. When the outer end portion of the connecting member moves rearward of the vehicle body, the rear end portion of the connecting member moves inward in the vehicle width direction. Accordingly, the impact load can be absorbed by deforming the front side frame so as to be bent toward the power plant at the rear end portion of the connecting member.
As described above, the impact load input to the front end portion of the side member due to the narrow offset collision is absorbed by both the side member and the front side frame, whereby the energy absorption amount of the impact load can be increased.

  Further, the side members are arranged substantially parallel to the front side frame. Therefore, a space can be secured between the front side frame and the side member. Thereby, accessory parts, such as a window glass washing tank and a battery, can be arrange | positioned in the space between a front side frame and a side member.

In the invention according to claim 6 , preferably, the vehicle body front portion structure further includes an impact absorbing member protruding toward the front of the vehicle body from each front end side of the front side frame and the connecting member.

In this manner, the impact absorbing member is protruded toward the front of the vehicle body from the front side frames and the front end portions of the connecting member. Therefore, in the case of a light collision, a frontal collision, or an offset collision, the collision load input in each collision can be absorbed by the impact class member. Thereby, the energy absorption amount of a collision load can be increased.
The frontal collision refers to a frontal collision in a full wrap state. The offset collision refers to a collision in which a part (about 30 to 50 percent) of the front surface of the vehicle wraps.

In the invention according to claim 1 , preferably, the side member is provided with a storage recess for storing the outer end portion of the connecting member at a front end portion of the side member.

As described above, the housing member is provided with the storage recess at the front end of the side member, and the outer end of the connecting member is stored in the storage recess. That is, the outer end portion of the connecting member can be firmly connected to the storage recess at the front end portion of the side member.
Therefore, the impact load due to the narrow offset collision can be transmitted from the connecting member to the front side frame. Thereby, the front side frame can be deformed to the power unit side to absorb the impact load.

In the invention according to claim 2 , preferably, the connecting member is joined to a front end portion of the front side frame, has the inclined portion, has a substantially triangular shape in plan view, and has a substantially U-shaped cross section. And a connecting member extending from the gusset to the front end of the side member in the vehicle width direction and having a substantially U-shaped cross section.

Thus, the connecting member was extended from the gusset to the front end portion of the side member, and the connecting member was formed in a substantially U-shaped cross section. Therefore, the outer end part of a connection member is formed in a cross-sectional substantially U shape, and is put together compactly. Thereby, it becomes possible to store the outer end portion of the connecting member in the storage recess of the front end portion of the side member.
Further, by extending the connecting member from the gusset to the outside in the vehicle width direction, the rear wall of the connecting member can be disposed on the front side of the vehicle body. Thereby, a large space between the front side frame and the side member can be secured.

In the invention according to claim 3 , preferably, the connecting member is further provided with continuous ridge lines of the gusset and the connection member, and reinforces the ridge lines by covering the continuous ridge lines. A reinforcing member is provided.

Here, it is conceivable that the connecting member is divided into the gusset and the connecting member, so that a bent portion is formed at the joint portion between the gusset and the connecting member.
Therefore, in claim 3 , the continuous ridge line portion of the gusset and the connecting member is covered with the reinforcing member, and each ridge line portion is reinforced with the reinforcing member. Therefore, even if the bent portion is formed at the joint portion between the gusset and the connecting member, the bent portion can be reinforced by the reinforcing member.
Thereby, the impact load input to the front end portion of the side member can be efficiently transmitted to the front side frame via the connecting member.

In the invention according to claim 4 , preferably, the side member has an escape recess at a corner of the storage recess, and the connecting member further connects a bottom portion of the side member and the connecting member. The joining member has a curved portion joined along the periphery of the escape recess.

Thus, the relief recess was formed at the corner of the storage recess. The outer end of the connecting member (that is, the outer end of the connecting member) is stored in the storage recess. Moreover, the bottom part of the side member and the connection member was connected by the joining member. Furthermore, the curved part of the joining member was joined along the periphery of the relief recess.
Therefore, even when an impact load is input to the front end portion of the side member and the angle between the side member and the connecting member increases, the curved portion can be deformed and kept in a state of being joined along the periphery of the escape recess. it can. Thereby, the outer end part of a connection member can be joined still more firmly to a storage recessed part.

In the invention according to claim 5 , preferably, the vehicle body front portion structure further includes an attachment member for attaching an impact absorbing member to each front end portion of the front side frame and the connecting member, and the attachment member includes the gusset of the gusset. An outer edge flange at the front end is joined, a rear wall of the connecting member is disposed behind the joint of the outer edge flange and the attachment member, and an opening is formed in the rear wall facing the joint.

Thus, the impact absorbing member was attached to the front side frames and the front end portions of the connecting member via the attaching member. Further, the outer edge flange at the front end of the gusset is joined to the mounting member. Furthermore, a rear wall of the connecting member is provided behind the joint between the mounting member and the outer edge flange. An opening was formed in the rear wall facing the joint.
Therefore, the attachment member and the outer edge flange can be joined by spot welding using the opening. By joining the attachment member and the outer edge flange, the impact load input from the shock absorbing member to the attachment member can be efficiently transmitted to the front side frame via the outer edge flange (ie, gusset).
Accordingly, the front side frame can be favorably deformed by the impact load, and the impact load can be suitably absorbed by the front side frame.

In a sixth aspect of the present invention, preferably, the shock absorbing member includes a first shock absorbing portion having a closed cross section having a plurality of small sections extending in the vehicle body front-rear direction and an outer side in the vehicle width direction of the first shock absorbing portion. And a second shock absorbing portion provided with a closed cross section having a plurality of small sections extending in the longitudinal direction of the vehicle body.

Thus, the cross section of the shock absorbing member can be enlarged by providing the second shock absorbing portion outside the first shock absorbing portion in the vehicle width direction and adding the second shock absorbing portion to the first shock absorbing portion.
Furthermore, the first shock absorbing portion was formed in a closed cross section having a plurality of small sections, and the second shock absorbing portion was formed in a closed cross section having a plurality of small sections.

  By increasing the cross section of the shock absorbing member and dividing the closed cross section of the shock absorbing member into a plurality of small sections, the strength of the shock absorbing member can be suitably increased. Thereby, the energy absorption amount of the impact load by the impact absorbing member can be increased by crushing the high strength impact absorbing member with the impact load.

  Further, the closed cross section of the first shock absorber is formed so as to extend in the longitudinal direction of the vehicle body. Similarly, the closed cross section of the second shock absorbing part was formed to extend in the longitudinal direction of the vehicle body. Thereby, a 1st impact-absorbing part and a 2nd impact-absorbing part can be extrusion-molded with light metal members, such as an aluminum alloy, for example, and an impact-absorbing member can be manufactured easily.

In the invention according to claim 6 , preferably, the vehicle body front portion structure further includes a bumper beam attached to a front end portion of the shock absorbing member, and the bumper beam has an end portion attached to the front end portion of the shock absorbing member. A beam body that is formed in a closed cross-section having a plurality of small sections and that is open at the end, and an end plate that closes the opening at the end and is connected to the outer wall of the shock absorbing member. .

Thus, by forming the beam body into a closed section having a plurality of small sections, the closed section of the beam body can be divided into small sections. Further, the end opening of the beam main body was closed with an end plate, and the end plate was joined to the outer wall of the shock absorbing member. Thereby, the intensity | strength of the edge part of a beam main body is raised. The end of the beam body is attached to the front end of the shock absorbing member.
Therefore, the impact load input to the end portion of the beam body due to the narrow offset collision can be transmitted from the end portion of the beam body to the entire front end portion of the impact absorbing member. Thereby, the entire area of the impact absorbing member can be crushed by the transmitted impact load, and the energy absorption amount of the impact load can be increased.

  According to the present invention, the impact load caused by the narrow offset collision can be favorably absorbed by absorbing the impact load caused by the narrow offset collision by the side member and the front side frame.

It is a perspective view which shows the vehicle body front part structure which concerns on this invention. FIG. 2 is a view taken in the direction of arrow 2 in FIG. 1. It is a side view which shows the vehicle body front part structure of FIG. FIG. 4 is a view taken in the direction of arrow 4 in FIG. It is a disassembled perspective view which shows the vehicle body front part structure of FIG. FIG. 6 is a perspective view showing a frame reinforcing member provided in the left front side frame of FIG. 5. FIG. 7 is an enlarged view of part 7 of FIG. 1. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 7. FIG. 9 is a view taken along arrow 9 in FIG. 7. FIG. 10 is a cross-sectional view taken along line 10-10 in FIG. 3. FIG. 11 is a view taken in the direction of arrow 11 in FIG. 7. It is a perspective view which shows the state which fractured | ruptured the left impact-absorbing member of FIG. It is a figure explaining the example which absorbs the impact load input by narrow offset collision by the vehicle body front part structure which concerns on this invention. It is a perspective view which shows the modification of the weak part which concerns on this invention.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. Note that “front (Fr)”, “rear (Rr)”, “left (L)”, and “right (R)” follow the direction seen from the driver.

A vehicle body front structure 10 according to an embodiment will be described.
As shown in FIG. 1, the vehicle body front structure 10 is a part constituting the front structure of the vehicle Ve. The vehicle body front structure 10 includes a left front side frame 13 and a right front side frame 13 that extend in the longitudinal direction of the vehicle body, a left front pillar 14 and a right front pillar 14 that are provided outside the front side frame 13 in the vehicle width direction, A lower dashboard 15 interposed between the front pillars 14 and a left side member 16 and a right side member 16 extending from the front pillars 14 toward the front of the vehicle body are provided.

  As shown in FIGS. 1 and 2, the vehicle body front portion structure 10 includes a left connecting member 18 that connects a front end portion 16 a of the left side member 16 to a front end portion 13 a of the left front side frame 13, and a front end of the right side member 16. A right connecting member 18 that connects the portion 16a to the front end portion 13a of the right front side frame 13, a left mounting member 19 that is attached to the front end portion 13a of the left front side frame 13 and the left connecting member 18, and a right front side frame 13 And a right attachment member 19 attached to the front end portion 13a and the right connecting member 18.

The vehicle body front structure 10 includes an impact absorbing member 21 that is attached to each attachment member 19, and a bumper beam 22 that spans the front end 21 a of the left impact absorbing member 21 and the front end 21 a of the right impact absorbing member 21. .
An engine room 24 is formed by the left front side frame 13, the right front side frame 13 and the bumper beam 22. A power unit 25 is disposed in the engine room 24. As an example, the power unit 25 is a unit in which an engine and a transmission are integrated.

  As shown in FIG. 3, the vehicle body front structure 10 includes a sub frame 27 attached to the left front side frame 13 and the right front side frame 13 from below, and a steering gear box 28 attached to the rear end portion of the sub frame 27. With.

  The vehicle body front structure 10 is a substantially symmetrical structure. Therefore, the left side member and the right side member of the vehicle body front structure 10 are denoted by the same reference numerals, and the left side member will be described in detail, and the description of the right side member will be omitted.

4 and 5, the left front side frame 13 extends in the longitudinal direction of the vehicle body, and includes a frame inner wall (inner wall) 31, a frame outer wall (outer wall) 32, a frame upper part (upper part) 33, and a frame lower part (lower part). 34).
The left front side frame 13 is formed in a closed cross section having a substantially rectangular cross section by the frame inner wall 31, the frame outer wall 32, the frame upper portion 33 and the frame lower portion 34. That is, the left front side frame 13 is a high strength member.
A frame reinforcing member 36 is provided in the interior 35 of the left front side frame 13.

As shown in FIG. 6, the frame reinforcing member 36 is disposed inside the left front side frame 13. In this state, the frame reinforcing member 36 is joined to the frame inner wall 31 (see FIG. 5), the frame upper portion 33 and the frame lower portion 34.
In other words, the frame reinforcing member 36 is formed in a substantially U-shaped cross section at portions along each part of the frame inner wall 31, the frame upper part 33 and the frame lower part 34.

The frame reinforcing member 36 extends in the longitudinal direction of the vehicle body over the entire length from the front end portion 13a to the rear end portion 13b of the left front side frame 13. Therefore, the strength of the left front side frame 13 can be suitably increased by the frame reinforcing member 36.
Thereby, the energy absorption amount of the impact load F1 of the frontal collision can be increased by bending the high-strength left front side frame 13 substantially horizontally in the vehicle width direction with the impact load F1.

Returning to FIG. 1, the left front pillar 14 is provided outside the left front side frame 13 in the vehicle width direction. A right front pillar 14 is provided outside the right front side frame 13 in the vehicle width direction.
A lower dashboard 15 is interposed between the left front pillar 14 and the right front pillar 14. The lower dashboard 15 is joined to the rear end portion 13 b of the left front side frame 13 and the rear end portion 13 b of the right front side frame 13.

As shown in FIGS. 2 and 3, the left side member 16 extends from the left front pillar 14 toward the front of the vehicle body and downward. The left side member 16 is disposed outside the left front side frame 13 in the vehicle width direction and substantially parallel to the left front side frame 13 in plan view.
Therefore, a space 38 is secured between the left front side frame 13 and the left side member 16. Thereby, accessory parts, such as a window glass washing tank and a battery, can be arranged in the space 38 between the left front side frame 13 and the left side member 16.

  The left side member 16 includes an upper member 43 that extends from the left front pillar 14 through the left damper housing 41 to the front of the vehicle body, and a lower member 44 that extends downward from the front end 43a of the upper member 43 toward the front of the vehicle body.

  The upper member 43 is a high-strength member whose peripheral wall is formed in a hollow closed cross section (specifically, a closed cross section having a substantially rectangular cross section). The upper member 43 includes a rear half 43b extending substantially horizontally from the left front pillar 14 to the front of the vehicle body, and a front half 43c extending from the rear half 43b to the vehicle front and downward in a curved shape.

The first bent portion 46 is formed in a convex curved shape so that the first bent portion 46 bulges upward at the intersection of the rear half portion 43b and the front half portion 43c. The first bent portion 46 is a portion that can be deformed so as to be bent upward by an impact load F <b> 2 input to the front end portion 16 a of the left side member 16.
The lower member 44 extends in a curved shape from the front end portion 43a of the upper member 43 toward the front of the vehicle body and downward.

As shown in FIGS. 7 and 8, the lower member 44 includes a lower curved portion 44a that extends in a curved shape from the front end portion 43a of the upper member 43 toward the front of the vehicle body and downward, and a front end 44b of the lower curved portion 44a. And a front end portion (that is, a front end portion of the left side member 16) 16a bent horizontally.
The lower member 44 is a high-strength member formed in the hollow closed cross section (specifically, a closed cross section having a substantially rectangular cross section) on the peripheral wall 51, similarly to the upper member 43. The peripheral wall 51 is formed by a member inner wall 52, a member outer wall 53, a member upper part 54, and a member lower part 55 in a closed cross section having a substantially rectangular cross section.

  By forming the peripheral wall 51 into a closed cross section having a substantially rectangular cross section, an inner upper ridge line portion 56, an inner lower ridge line portion 57, an outer upper ridge line portion (ridge line portion) 58, and an outer lower ridge line portion 59 are formed on the peripheral wall 51. The Further, the upper flange 61 projects from the inner upper ridge line portion 56 upward. Further, the lower flange 62 projects from the outer lower ridge line portion 59 toward the outer side in the vehicle width direction.

The lower member 44 includes a second bent portion 47, a fragile portion 64, a storage recess 65 (see FIG. 9), and an escape recess 66 (see FIG. 9).
The second bent portion 47 is formed at the boundary between the lower curved portion 44a and the front end portion 16a. Similar to the second bent portion 47 (see FIG. 3), the second bent portion 47 is a portion that can be deformed so as to be bent toward the rear of the vehicle body by an impact load F2 input to the front end portion 16a of the left side member 16. .
That is, the left side member 16 includes a second bent portion 47 and a first bent portion 46 that are provided in order from the front of the vehicle body with an interval in the longitudinal direction of the vehicle body.

  The fragile portion 64 is provided between the first bent portion 46 and the second bent portion 47 and closer to the second bent portion 47. Specifically, it is formed near the second bent portion 47 and at a portion selected from the peripheral wall 51, the outer upper ridgeline portion 58, the upper flange 61, the lower flange 62, and the like. Furthermore, the weak part 64 is formed in the shape selected from a recessed part, a convex part, opening, and a notch.

Therefore, the combination of the number and shape of the weak parts 64 can be selected. Thereby, the bending strength (bending intensity | strength) of the weak part 64 with respect to the 2nd bending part 47 of the vicinity of the weak part 64 can be adjusted easily.
That is, the bending strength of the fragile portion 64 can be adjusted so that the left side member 16 is suitably bent at the second bent portion 47 and the first bent portion 46.

In the embodiment, the concave portion 64a is formed as the first fragile portion in the outer upper ridge line portion 58. Hereinafter, the concave portion 64a is referred to as a “first fragile portion 64a”. Moreover, the notch 64b is formed in the lower flange 62 as a 2nd weak part. Hereinafter, the notches 64b are referred to as “second fragile portions 64b”.
Thereby, an extension line (shown by an imaginary line) connecting the first fragile portion 64a and the second fragile portion 64b becomes a portion having a plastic hinge function. Hereinafter, the part having the plastic hinge function is referred to as a hinge part 68.

That is, as shown in FIG. 2, the first fragile portion 64 a and the second fragile portion 64 b are deformed by the impact load F <b> 2 input to the front end portion 16 a of the left side member 16. Thereby, the hinge part 68 bends in the shape of a plastic hinge from the first weak part 64a and the second weak part 64b as shown by an imaginary line.
As a result, it is possible to prevent stress from concentrating on the joint between the front end portion 16a of the left side member 16 and the outer end portion 18a of the connecting member 18, and to prevent the front end portion 16a from peeling off the outer end portion 18a of the connecting member 18. Can be suppressed.

As shown in FIG. 9, a storage recess 65 is provided at the front end 16 a of the left side member 16. The storage recess 65 is formed with an opening 71 in the member inner wall 52 of the front end portion 16 a of the left side member 16. The outer end 18 a of the connecting member 18 is fitted into the storage recess 65 from the opening 71, and the outer end 18 a of the connecting member 18 is stored in the storage recess 65.
In this state, the outer end portion 18a of the connecting member 18 is joined to the front end portion 16a of the left side member 16 by welding or the like. That is, the outer end portion 18 a of the connecting member 18 is firmly connected to the storage recess 65 of the front end portion 16 a of the left side member 16.

Therefore, as shown in FIG. 2, the front end portion 16a of the left side member 16 moves rearward as shown by the arrow A by the impact load F2 input to the front end portion 16a of the left side member 16 due to the narrow offset collision. The left side member 16 is bent at the second bent portion 47 and the first bent portion 46, and the impact load F2 is absorbed.
The narrow offset collision (that is, the small overlap collision or the minute lap collision) means that the front side portion outside the front side frame 13 that is 1/4 of the vehicle width direction in the front portion of the vehicle is a vehicle, a standing tree, a utility pole, etc. It collides with the obstacle.

Here, the outer end portion 18 a of the connecting member 18 is firmly connected to the storage recess 65 of the left side member 16. Therefore, when the front end portion 16a of the left side member 16 moves rearward as shown by the arrow A, the outer end portion 18a of the connecting member 18 moves rearward of the vehicle body.
As the outer end portion 18a of the connecting member 18 moves rearward of the vehicle body, the rear end portion 18b of the connecting member 18 moves inward in the vehicle width direction as indicated by an arrow B.
Thus, the impact load F2 can be absorbed by deforming the left front side frame 13 to be bent toward the power unit 25 at the rear end portion 18b of the connecting member 18.

  Thus, when the impact load F2 is input to the front end portion 16a of the left side member 16 due to the narrow offset collision, the impact load F2 can be absorbed by both the left side member 16 and the left front side frame 13. Thereby, the energy absorption amount of the impact load F2 can be increased.

Returning to FIG. 9, a corner 71 a is formed on the lower side of the opening 71 of the storage recess 65, and a relief recess 66 is formed on the lower corner 71 a. That is, the relief recess 66 is formed in the member lower portion 55 of the front end portion 16 a of the left side member 16. By forming the relief recess 66 in the lower corner 71a, stress concentration on the corner 71a is suppressed.
A joining member (specifically, a joining curved portion 77a (curved portion)) 77 of the connecting member 18 is joined along the escape recess 66.

That is, as shown in FIG. 7, the left side member 16 includes a first bent portion 46 (see FIG. 3), a second bent portion 47, a first fragile portion 64 a, a second fragile portion 64 b, a storage recess 65, and a relief recess. 66 (see FIG. 9).
Here, the 1st weak part 64a and the 2nd weak part 64b are provided in the 2nd bending part 47 side. Therefore, when the impact load F2 is input to the front end portion 16a of the left side member 16 due to the narrow offset collision, the hinge portion 68 is deformed into a plastic hinge shape starting from the first fragile portion 64a and the second fragile portion 64b.
Thereby, it can suppress that stress concentrates on the junction part of the front-end part 16a of the left side member 16, and the outer end part 18a of the connection member 18, and can suppress peeling of a junction part.

As shown in FIG. 3, a first bent portion 46 and a second bent portion 47 are formed on the left side member 16. Therefore, when an impact load F2 is input to the front end portion 16a of the left side member 16 from the front of the vehicle body, the second bent portion 47 is bent toward the rear of the vehicle body as indicated by an arrow C, and the first bent portion 46 is directed upward. It is bent as shown by arrow D.
As a result, the left side member 16 is deformed into a substantially Z shape (indicated by an imaginary line).

Further, by providing the first fragile portion 64a and the second fragile portion 64b (see FIG. 7) near the second bent portion 47, the first fragile portion 64a and the second fragile portion 64b are moved to the second bent portion 47 and the first bent portion 47b. It can be separated from the bent portion 46.
Therefore, the first bending portion 46 and the second bending portion 47 are not affected by the first fragile portion 64a and the second fragile portion 64b by the impact load F2 input to the front end portion 16a of the left side member 16, and are predetermined. It can be suitably folded in the bending direction. Thereby, the left side member 16 can be reliably deformed so as to be bent in a substantially Z shape, and the impact load F <b> 2 can be absorbed by the left side member 16.

  As shown in FIGS. 5 and 10, the front end portion 16 a of the left side member 16 is connected to the front end portion 13 a of the left front side frame 13 via the connecting member 18. The connecting member 18 includes a gusset 74 joined to the front end portion 13a of the left front side frame 13, a connecting member 75 extending from the gusset 74 to the front end portion 16a of the left side member 16, and the gusset 74 and the connecting member 75. And a joining member 77 for connecting the left side member 16 and the connecting member 75 to each other.

The gusset 74 is joined to the frame outer wall 32 at the front end 13a of the left front side frame 13 from the outside in the vehicle width direction. That is, the gusset 74 has a gusset inclined wall 81 formed by bending a plate material into a U-shaped cross section and forming a substantially triangular shape in plan view. A gusset upper ridge line portion (ridge line portion) 82 is formed along the upper edge of the gusset inclined wall 81. Further, a gusset lower ridge line portion 83 is formed along the lower edge of the gusset inclined wall 81.
Further, the front end 74 a of the gusset 74 has an outer edge flange 84.

  The inner end flange of the gusset 74 is joined to the frame outer wall 32, and the outer edge flange 84 of the front end 74 a of the gusset 74 is joined to the left mounting member 19. By joining the inner end flange of the gusset 74 to the frame outer wall 32, a substantially rectangular closed cross section is formed by the gusset 74 and the frame outer wall 32. Therefore, the strength of the gusset 74 is ensured.

The left attachment member 19 is attached to the front end portion 13 a of the left front side frame 13 and the front end portion 16 a of the left side member 16.
In a state where the gusset 74 is joined to the frame outer wall 32 and the left mounting member 19, the gusset inclined wall 81 is tilted inward in the vehicle width direction from the left mounting member 19 toward the frame outer wall 32. A connecting member 75 extends from the gusset 74 along the left attachment member 19 to the front end 16 a of the left side member 16.

The connection member 75 has a connection upper ridge line part (ridge line part) 86 and a connection lower ridge line part 87 by being bent from the plate material into a substantially U-shaped cross section. The connected upper ridge line portion 86 is continued to the gusset upper ridge line portion 82, and the connected lower ridge line portion 87 is continued to the gusset lower ridge line portion 83.
The inner end of the connecting member 75 is joined to the front part of the gusset, and the front end of the connecting member 75 is joined to the left mounting member 19. By joining the front end of the connecting member 75 to the left mounting member 19, a substantially rectangular closed cross section is formed by the connecting member 75 and the left mounting member 19. Therefore, the strength of the connecting member 75 is ensured.

As shown in FIG. 11, the rear wall 79 of the connecting member 18 is formed by the rear half part 81 a of the gusset inclined wall 81 and the connecting rear wall 75 a of the connecting member 75. Therefore, the rear wall 79 of the connecting member 18 has an inclined portion 81 a formed by the rear half portion 81 a of the gusset inclined wall 81.
Further, the outer edge flange 84 is joined to the left mounting member 19. A connection rear wall 75a of the connection member 75 is disposed at the rear of the vehicle body of the joint portion 89 of the outer edge flange 84 and the left mounting member 19. Further, an opening 91 is formed in a portion of the connection rear wall 75a that faces the joint portion 89.
Therefore, the left attachment member 19 and the outer edge flange 84 can be joined by spot welding using the opening 91.

By joining the left mounting member 19 and the outer edge flange 84, the impact load F2 input from the left impact absorbing member 21 to the left mounting member 19 is efficiently applied to the left front side frame 13 via the outer edge flange 84 (that is, the gusset 74). I can tell you well.
Thereby, the left front side frame 13 can be favorably deformed by the impact load F2, and the impact load F2 can be suitably absorbed by the left front side frame 13.

  As shown in FIGS. 5 and 11, the connecting member 18 is divided into the gusset 74 and the connecting member 75, whereby the gusset 74 and the connecting member 75 are connected in a bent state. Therefore, the bent portions of the gusset 74 and the connecting member 75 are reinforced by the reinforcing member 76. That is, the reinforcing upper portion 76 a of the reinforcing member 76 is joined to the upper portions of the gusset 74 and the connecting member 7. Further, the reinforced rear wall 76b of the reinforcing member 76 is joined to the gusset inclined wall 81 and the connected rear wall 75a.

In this state, the gusset upper ridge line portion 82 and the connection upper ridge line portion 86 that are substantially V-shaped are covered with the reinforcing member 76. Therefore, even if the gusset 74 and the connecting member 75 are joined in a bent state, the bent joint portion of the gusset 74 and the connecting member 75 is reinforced by the reinforcing member 76.
Thereby, the impact load F <b> 2 input to the front end portion 16 a of the left side member 16 can be efficiently transmitted to the left front side frame 13 through the connecting member 18.

As shown in FIG. 9, the front end portion 16 a of the left side member 16 and the outer end portion 18 a of the connecting member 18 are connected by a joining member 77. Specifically, the outer end portions of the connecting member 75 and the reinforcing member 76 (that is, the outer end portion 18a of the connecting member 18) are joined in a state of being housed in the housing recess 65 of the left side member 16 (FIG. 10). See also).
A connection lower portion (bottom portion) 78 of the connection member 75 is disposed substantially flush with the member lower portion 55 of the front end portion 16a of the left side member 16.

In this state, the joining member 77 is joined to the member lower portion (bottom portion) 55 of the front end portion 16 a of the left side member 16 and the connecting lower portion 78 of the connecting member 75. The joining member 77 has a joining curved portion 77 a that is joined along the periphery of the escape recess 66 of the storage recess 65.
Here, the escape recess 66 is formed in the member lower portion 55 of the front end portion 16 a of the left side member 16. Therefore, the member lower portion 55 of the front end portion 16 a of the left side member 16 and the connecting lower portion 78 of the connecting member are connected by the joining member 77.

  Thus, the member lower portion 55 and the connecting lower portion 78 are connected by the connecting member 77, and the lower curved portion 44a is joined along the periphery of the escape recess 66 of the storage recess 65. Therefore, even when the impact load F2 is input to the front end portion 16a of the left side member 16 and the angle θ between the left side member 16 and the connecting member 18 is increased, the bonding curved portion 77a follows the change in the angle θ. Thus, the joined state along the periphery of the escape recess 66 can be maintained. As a result, the outer end portion 18 a of the connecting member 18 can be more firmly joined to the storage recess 65.

Further, as shown in FIG. 10, the connecting member 75 extends from the gusset 74 to the front end portion 16a of the left side member 16, and the connecting member 75 is formed in a substantially U-shaped cross section. Therefore, the outer end portion 18a of the connecting member 18 is formed in a substantially U-shaped cross section, and is compactly collected. As a result, the outer end 18 a of the connecting member 18 can be stored in the storage recess 65 of the front end 16 a of the left side member 16.
Further, by extending the connecting member 75 from the gusset 74 outward in the vehicle width direction, the connecting rear wall 75a of the connecting member 75 can be disposed on the front side of the vehicle body. Thereby, a large space 38 between the left front side frame and the left side member 16 can be secured (see also FIG. 2).

As shown in FIG. 12, the left impact absorbing member 21 is attached to the left attaching member 19. That is, the left impact absorbing member 21 protrudes from the front end portion 13a of the left front side frame 13 and the front end portion 18c side of the connecting member 18 toward the front of the vehicle body (see also FIG. 2).
Therefore, in the case of a light collision, a frontal collision, or an offset collision, the collision load F2 input in each collision can be absorbed by the left impact absorbing member 21. Thereby, the energy absorption amount of the collision load F2 can be increased.
The frontal collision refers to a frontal collision in a full wrap state. The offset collision refers to a collision in which a part (about 30 to 50 percent) of the front surface of the vehicle wraps.

The left impact absorbing member 21 is attached to the left attaching member 19 from the front side of the vehicle body, a first impact absorbing portion 95 attached to the inside of the base 94 in the vehicle width direction, and attached to the outside of the base 94 in the vehicle width direction. A second shock absorber 96.
The base 94 is attached to the left attachment member 19. A first shock absorber 95 projects from the inside of the base 94 in the vehicle width direction toward the front of the vehicle body. Therefore, the first shock absorber 95 is connected to the front end 13 a of the left front side frame 13 via the base 94 and the left mounting member 19.

  The first impact absorbing portion 95 is a light metal member such as an aluminum alloy, and is a member that is extruded so as to extend in a uniform cross-sectional shape in the longitudinal direction of the vehicle body. Specifically, the first shock absorber 95 includes a first outer peripheral wall 98 formed in a closed cross section having a substantially rectangular cross section, and a first section that divides the inside of the first outer peripheral wall 98 into a plurality of small sections 101. And a wall 99. The first partition wall 99 is formed in a substantially cross-shaped cross section (that is, a lattice shape).

In other words, the first shock absorbing portion 95 has a closed cross section divided into a plurality of small sections 101 by the first outer peripheral wall 98 and the first partition wall 99, and is formed into a so-called substantially square closed cross section. Is done.
The second shock absorber 96 is provided in a state of being joined to the outer side of the first shock absorber 95 in the vehicle width direction. By adding the second shock absorbing portion 96 to the first shock absorbing portion 95, a large cross section of the left shock absorbing member 21 is secured.

Similar to the first shock absorbing portion 95, the second shock absorbing portion 96 is a light metal member such as an aluminum alloy and is a member that is extruded so as to extend in a uniform cross-sectional shape in the longitudinal direction of the vehicle body. Specifically, the second shock absorbing portion 96 is a second outer peripheral wall 103 having a substantially U-shaped cross section (U-shaped) and a second partition that divides the inside of the second outer peripheral wall 103 into small sections 106. And a partition wall 104. The second partition wall 104 has a substantially I-shaped cross section.
The inner end portion 103 a of the second outer peripheral wall 103 is joined to the outer end portion 98 a of the first outer peripheral wall 98. In this joined state, the inside of the second outer peripheral wall 103 is divided into inner and outer small sections 106 by the second partition wall 104, and is formed into a so-called sun-shaped closed cross section.

In this way, the second shock absorbing portion 96 is added to the first shock absorbing portion 95, and a large cross section of the left shock absorbing member 21 is secured in the vehicle width direction. Further, the first shock absorbing portion 95 forms a larger number of small sections 101 in the closed section having the plurality of small sections 101 than in the closed section in which the second shock absorbing section 96 has the plurality of small sections 106. Thereby, the impact load at the time of a frontal collision can be supported by the left front side frame 13 which is a main frame, and an impact energy absorption amount can be increased.
Furthermore, the strength of the left impact absorbing member 21 is suitably increased. Thereby, the energy absorption amount of the impact load F2 by the left impact absorbing member 21 can be increased by crushing the high-strength left impact absorbing member 21 with the impact load F2.

  In addition, the closed cross section of the first shock absorber 95 is extended in the longitudinal direction of the vehicle body. Similarly, the closed cross section of the second shock absorber 96 is extended in the vehicle body longitudinal direction. Thereby, the 1st shock-absorbing part 95 and the 2nd shock-absorbing part 96 can be extrusion-molded with light metal members, such as an aluminum alloy, for example, and the left shock-absorbing member 21 can be manufactured easily.

As shown in FIG. 7, the bumper beam 22 is bridged between the front end portion 21 a of the left shock absorbing member 21 and the front end portion 21 a (see FIG. 1) of the right shock absorbing member 21. The bumper beam 22 is attached to the front end 21 a of the left impact absorbing member 21 at the left end.
Specifically, the bumper beam 22 includes a beam main body 111 whose left end (end) 111 a is attached to the front end 21 a of the left shock absorbing member 21, and the left end 111 a of the beam main body 111 as an outer wall of the second shock absorbing portion 96. 97 and an end plate 112 connected to 97.

The beam main body 111 has a beam outer peripheral wall 114 formed in a closed cross section having a substantially rectangular cross section, and a plurality of beam dividing walls 115 that divide the inside of the beam outer peripheral wall 114 into a plurality of small sections. The plurality of beam dividing walls 115 are arranged substantially in parallel with an interval in the vertical direction.
The inside of the beam outer peripheral wall 114 is partitioned into a plurality of small sections 117 in the vertical direction by a plurality of beam partition walls 115, and is formed in a so-called closed shape having a letter shape. Therefore, the strength of the beam body 111 is preferably increased.

Further, the beam body 111 is formed such that the front surface of the left end portion 111a is inclined and the front wall 114a of the beam outer peripheral wall 114 is removed. Therefore, the front surface and left end edge of the left end portion 111a of the beam body 111 are opened. An end plate 112 is provided on the front surface or the left end edge of the left end portion 111 a of the beam body 111.
The end plate 112 has an inclined plate 121 and a bent portion 122. The end plate 112 is formed in a substantially V shape in plan view by the inclined plate 121 and the bent portion 122.

The inclined plate 121 is provided on the front surface or the left end edge of the left end portion 111 a of the beam body 111. As a result, the opening on the front surface and the opening on the left end edge of the left end portion 111 a of the beam body 111 are closed by the inclined plate 121.
Further, the bent portion 122 is joined to the outer wall 97 of the second shock absorbing portion 96. That is, the strength of the left end 111a of the beam body 111 is increased. The left end portion 111 a of the high-strength beam body 111 is attached to the front end portion 21 a of the left impact absorbing member 21.

Therefore, the impact load F2 input to the left end portion 111a of the beam body 111 due to the narrow offset collision can be efficiently transmitted from the left end portion 111a of the beam body 111 to the entire front end portion 21a of the left impact absorbing member 21.
Thereby, the entire area of the left impact absorbing member 21 can be suitably crushed by the transmitted impact load F2, and the energy absorption amount of the impact load F2 can be increased.

Returning to FIG. 3, the sub-frame 27 is attached to the left front side frame 13 and the right front side frame 13 from below. Specifically, the front end portion 27 a of the sub frame 27 is attached to the front end portion 13 a of the left front side frame 13 and the front end portion 13 a of the right front side frame 13.
Further, the rear end portion 27 b of the sub frame 27 is attached to the rear end portion 13 b of the left front side frame 13 and the rear end portion 13 b of the right front side frame 13.
A steering gear box 28 is attached near the rear end 27b of the subframe 27. Further, a lower dashboard 15 is provided at the rear of the vehicle body of the steering gear box 28.

  In this state, when an impact load is input from the front of the vehicle body, the impact load F2 is transmitted to the front end portion 27a of the subframe 27. With the transmitted impact load F2, the subframe 27 is bent into a valley-folded state in a substantially V shape (indicated by an imaginary line). Therefore, an upward force acts on the front end portion 27 a of the subframe 27.

Here, the front end portion 13a of the left front side frame 13 is connected to the front end portion 16a of the left side member 16 via a connecting member 18 (see also FIG. 2). Accordingly, an upward force acts on the front end portion 16 a of the left side member 16.
In this state, the left side member 16 is bent into a substantially Z shape (indicated by an imaginary line) at the second bent portion 47 and the first bent portion 46. Therefore, the elongated portion 16c between the second bent portion 47 and the first bent portion 46 of the left side member 16 is deformed so as to rise. Thereby, the lifting force F3 acts on the vehicle body front structure 10 (particularly, the left front pillar 14) at the long portion 16c.

A lower dashboard 15 is interposed between the left front pillar 14 and the right front pillar 14. Therefore, the lifting force F3 acting on the left front pillar 14 is transmitted to the lower dashboard 15. Thus, the steering gear box 28 can be moved below the lower dashboard 15 when the sub-frame 27 is bent into a substantially V shape and the steering gear box 28 moves rearward of the vehicle body.
By moving the steering gear box 28 downward, the deformation amount of the left front side frame 13 and the left side member 16 can be sufficiently secured, and the energy absorption amount of the impact load F2 can be increased.

Next, the impact load F4 input to the front end portion 16a of the left side member 16 due to the narrow offset collision in the vehicle body front structure 10 according to the present invention is absorbed by both the left side member 16 and the left front side frame 13. An example will be described with reference to FIG.
As shown in FIG. 13A, the impact load F4 is input to the front end portion 16a of the left side member 16 due to the narrow offset collision. The second bent portion 47 and the first bent portion 46 of the left side member 16 are bent by the impact load F4 input to the front end portion 16a of the left side member 16.

As the second bent portion 47 and the first bent portion 46 are bent, the front end portion 16a of the left side member 16 moves rearwardly as indicated by an arrow E. As the front end portion 16a of the left side member 16 moves, the outer end portion 18a of the connecting member 18 moves rearward as shown by an arrow E.
Accordingly, the rear end portion 18b of the connecting member 18 moves in the vehicle width direction as indicated by the arrow F. Accordingly, the left front side frame 13 is deformed so as to be bent toward the power unit 25 at the rear end portion 18b of the connecting member 18.

As shown in FIG. 13B, when the second bent portion 47 and the first bent portion 46 of the left side member 16 are bent, the left side member 16 is bent in a substantially Z shape (state indicated by an imaginary line). Transforms into
When the left side member 16 is deformed into a substantially Z shape, the impact load F4 can be absorbed by the left side member 16.

Further, the left front side frame 13 is deformed so as to be bent horizontally toward the power unit 25 side. By deforming the left front side frame 13, the impact load F4 can be absorbed.
Thus, the impact load F4 input to the front end portion 16a of the left side member 16 by the narrow offset collision can be absorbed by both the left side member 16 and the left front side frame 13. Thereby, the energy absorption amount of the impact load F4 due to the narrow offset collision can be increased.

(Modification)
A modification of the fragile portion 64 described in the embodiment will be described with reference to FIG.
As shown in FIG. 14, the fragile portion 130 of the modified example includes a third fragile portion 132, a fourth fragile portion 133, and a fifth fragile portion 134 in addition to the fragile portion 64 of the embodiment.
The third fragile portion 132 is an opening formed in the member outer wall 53 of the peripheral wall 51. The fourth fragile portion 133 is an opening formed in the member upper portion 54 of the peripheral wall 51. The fifth fragile portion 134 is a notch formed in the upper flange 61.

According to the fragile portion 130, like the fragile portion 64 of the embodiment, the hinge portion 68 bends into a plastic hinge shape starting from the fragile portion 130 as indicated by an imaginary line.
As a result, it is possible to prevent stress from concentrating on the joint between the front end portion 16a of the left side member 16 and the outer end portion 18a of the connecting member 18, and to prevent the front end portion 16a from peeling off the outer end portion 18a of the connecting member 18. Can be suppressed.

The vehicle body front structure according to the present invention is not limited to the above-described embodiment, and can be changed or improved as appropriate.
For example, the vehicle body front structure, left and right front side frames, left and right front pillars, lower dashboard, left and right side members, connecting members, left and right mounting members, left and right shock absorbing members, bumper beams, sub Examples of shapes and configurations of the frame, steering gear box, frame reinforcing member, left and right upper members, lower curved portion, weak portion, storage recess, escape recess, gusset, connecting member, and first and second shock absorbers It is not limited to this, and can be changed as appropriate.

  The present invention is suitable for application to a vehicle having a vehicle body front structure in which a side member is disposed outside a front side frame and the side member is connected to the front side frame.

10 Car body front structure 13 Left and right front side frames (front side frames)
13a Front end of left front side frame 14 Left and right front pillars (front pillar 14)
15 Lower dashboard 16 Left and right side members (side members)
16a Front end portion of left side member 18 Connecting member 18a Outer end portion of connecting member 18c Front end portion of connecting member 19 Left and right mounting members (mounting members)
21 Left and right shock absorbing members (shock absorbing members)
21a Front end portion of left impact absorbing member 22 Bumper beam 27 Subframe 27a Front end portion of subframe 27b Rear end portion of subframe 28 Steering gear box 31 Frame inner wall (inner wall)
32 Frame outer wall (outer wall)
33 Upper part of frame (upper part)
36 Frame reinforcement member 43 Left and right upper members (upper members)
44a Lower curved part 46 First bent part 47 Second bent part 51 Left side member peripheral wall 55 Member lower part (bottom part)
58 Outer upper ridge line part (ridge line part) of peripheral wall
64,130 fragile portion 64a first fragile portion 64b second fragile portion 65 storage recess 66 escape recess 71a corner of storage recess 74 gusset 74a front end of gusset 75 connection member 75a connection rear wall (rear wall of connection member)
76 Reinforcement member 77 Joining member 78 Lower connection (bottom)
81 Gusset inclined wall 81a Second half of gusset inclined wall (inclined part)
82 Gusset upper ridge line (ridge line part of gusset)
84 Outer edge flange 86 Connection upper ridge (ridge line of connection member)
89 Joining portion 91 Opening of rear wall of connection 95 First shock absorbing portion 96 Second shock absorbing portion 97 Outer wall of second shock absorbing portion (outer wall of shock absorbing member)
101, 106, 117 Plural small sections 111 Beam body 111a Left end of beam body (end of beam body)
112 End plate 132 3rd weak part 133 4th weak part F1, F2, F4 Impact load

Claims (6)

A front side frame extending in the longitudinal direction of the vehicle body, a front pillar provided on the outer side in the vehicle width direction of the front side frame, a side member extending from the front pillar toward the front of the vehicle body, and a front end portion of the side member connected to the front side A vehicle body front structure comprising a connecting member connected to the front end of the frame,
The side member is
It is arranged on the outer side in the vehicle width direction of the front side frame and substantially parallel to the front side frame,
A second bent portion and a first bent portion that are provided in order from the front of the vehicle body at intervals in the longitudinal direction of the vehicle body;
A fragile portion formed between the first bent portion and the second bent portion and closer to the second bent portion,
The connecting member is
Provided the rear wall of the connecting member, toward the front side frame, and have a slope portion inclined toward the rear of the vehicle body,
The side member is
A vehicle body front part structure comprising an accommodation recess for accommodating an outer end part of the connecting member at a front end part of the side member . A front side frame extending in the longitudinal direction of the vehicle body, a front pillar provided on the outer side in the vehicle width direction of the front side frame, a side member extending from the front pillar toward the front of the vehicle body, and a front end portion of the side member connected to the front side A vehicle body front structure comprising a connecting member connected to the front end of the frame,
The side member is
It is arranged on the outer side in the vehicle width direction of the front side frame and substantially parallel to the front side frame,
A second bent portion and a first bent portion that are provided in order from the front of the vehicle body at intervals in the longitudinal direction of the vehicle body;
A fragile portion formed between the first bent portion and the second bent portion and closer to the second bent portion,
The connecting member is
Provided on the rear wall of the connecting member, and having an inclined portion inclined toward the front side frame and toward the rear of the vehicle body;
The connecting member is
A gusset that is joined to the front end of the front side frame, has the inclined portion, has a substantially triangular shape in plan view, and is formed in a substantially U-shaped cross section;
A connecting member extending in the vehicle width direction from the gusset to the front end of the side member and formed in a substantially U-shaped cross section;
A vehicle body front structure characterized by comprising: The connecting member further includes:
The vehicle body front structure according to claim 2, further comprising a reinforcing member that reinforces each ridge line portion by continuously providing each ridge line portion of the gusset and the connecting member and covering each continuous ridge line portion. The side member has an escape recess at a corner of the storage recess,
The connecting member further includes:
A joining member that connects bottom portions of the side member and the connecting member;
The bonding member is a vehicle body front structure of claim 1 having a curved portion joined along the periphery of said relief recess. The vehicle body front structure further includes:
An attachment member for attaching an impact absorbing member to each front end of the front side frame and the connecting member;
The outer edge flange of the front end of the gusset is joined to the mounting member,
A rear wall of the connecting member is disposed at the rear of the vehicle body at the joint between the outer edge flange and the mounting member;
The vehicle body front part structure according to claim 2, wherein an opening is formed in the rear wall facing the joint. A front side frame extending in the longitudinal direction of the vehicle body, a front pillar provided on the outer side in the vehicle width direction of the front side frame, a side member extending from the front pillar toward the front of the vehicle body, and a front end portion of the side member connected to the front side A vehicle body front structure comprising a connecting member connected to the front end of the frame,
The side member is
It is arranged on the outer side in the vehicle width direction of the front side frame and substantially parallel to the front side frame,
A second bent portion and a first bent portion that are provided in order from the front of the vehicle body at intervals in the longitudinal direction of the vehicle body;
A fragile portion formed between the first bent portion and the second bent portion and closer to the second bent portion,
The connecting member is
Provided on the rear wall of the connecting member, and having an inclined portion inclined toward the front side frame and toward the rear of the vehicle body;
The vehicle body front structure further includes:
An impact absorbing member protruding toward the front of the vehicle body from each front end side of the front side frame and the connecting member;
The shock absorbing member is
A first shock absorber having a closed section having a plurality of small sections extending in the longitudinal direction of the vehicle body;
A second shock absorbing portion provided outside the first shock absorbing portion in the vehicle width direction and having a closed cross section having a plurality of small sections extending in the longitudinal direction of the vehicle body,
The vehicle body front structure further includes:
A bumper beam attached to the front end of the shock absorbing member;
The bumper beam is
An end portion is attached to a front end portion of the shock absorbing member, a beam main body is formed in a closed section having a plurality of small sections, and the end portion is opened,
An end plate that closes the opening of the end and is connected to the outer wall of the shock absorbing member;
A vehicle body front structure characterized by comprising:

Images