JP3591454B2 - Body front structure - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle body front structure that actively absorbs energy at the time of a collision.
[0002]
[Prior art]
In general, the front body structure of an automobile is provided with a front side member disposed in the front and rear direction of the vehicle body on both sides in the vehicle width direction at the front of the vehicle body, and a subframe which is located below the front side member and mounts a power unit. Can be Then, as disclosed in, for example, Japanese Patent Application Laid-Open No. 2000-16327, the sub-frame is directly connected to the front side member, and the deformation mode control of the sub-frame and the front side member controls the crush stroke of the front portion of the vehicle body at the time of a frontal collision. There is known one that secures the information.
[0003]
That is, when a large load is input from the front of the vehicle due to a collision, the front side member is crushed and deformed in its axial direction (length direction), and the subframe on which the power unit is mounted has its middle portion bent downward. It is designed to be deformed.
[0004]
[Problems to be solved by the invention]
However, in the conventional body front structure, when a load is applied from the front of the vehicle, the power unit mounted on the subframe is moved rearward and downward only by bending deformation of the subframe. Become. For this reason, it is difficult to move the power unit largely downward, and if the power unit moves backward, if it interferes with the dash panel, further backward movement of the power unit is prevented, and crush deformation of the front side member is restricted. .
[0005]
The energy absorption for the input load from the front of the vehicle is absorbed by the deformation of the sub-frame in addition to the crush deformation of the front side member. It is limited to only bending deformation.
[0006]
Therefore, the present invention can increase the amount of downward movement of the power unit due to the bending deformation of the subframe at the time of a frontal collision, thereby preventing the power unit from interfering with the dash panel at the time of a collision and increasing the crush stroke of the front side member. It is an object of the present invention to provide a vehicle body front structure in which the energy absorption efficiency of an input load is enhanced.
[0007]
[Means for Solving the Problems]
According to the first aspect of the present invention, the vehicle body includes a front side member disposed in the vehicle front-rear direction on both sides in the vehicle width direction at the front of the vehicle body, and a first cross member joined across the front ends of both front side members. A sub-frame which constitutes a front frame member and includes a front end connecting portion and a frame main body portion extending rearward from both ends of the front end connecting portion below the vehicle body front frame member. A vehicle body front structure in which a frame is disposed and a power unit is mounted across both frame main portions of the subframe, wherein the front side member is crushed in an axial direction by a predetermined load or more input from the front of the vehicle. The sub-frame has a structure in which an intermediate portion can be bent downward by the load, and the sub-frame has a front body frame structure. The bending rigidity is set to be smaller than that of the base frame, and the front end position of the subframe is set rearward of the front end position of the vehicle body front frame member, and the rear end of the subframe is set to the vehicle body front frame member. At the same time, the front end of the subframe is connected to the front end of the vehicle body front skeleton member via a first connecting member having a predetermined length, and the first connecting member is connected to the first connecting member. A rearwardly inclined line is arranged on a line connecting a lower connecting point with the subframe and an upper connecting point with the vehicle body front frame member.,
The first connecting member is provided with a bent portion which is deformed in the extension direction by a moment input due to the crushing deformation of the front side member to promote a backward rotation behavior.
[0009]
Claim2According to the invention, in the vehicle body front structure according to claim 1, the outermost end of the front end surface of the sub-frame is arranged inside a position in the vehicle width direction of the front end of the front side member. It is characterized by.
[0010]
Claim3In the invention of claim 1, claim 1Or 2Wherein the subframe is provided with a plurality of bent portions for urging the frame body portion to bend outward in the vehicle width direction by a load input from the front of the vehicle. .
[0011]
Claim4In the invention of claim 1, claims 1 to3Wherein the front end of the sub-frame is projected forward of a lower connecting point of the first connecting member.
[0012]
Claim5In the invention of claim 1, claims 1 to4Wherein the rear end of the sub-frame is connected to the vehicle body front skeleton member via a second connecting member having a predetermined length inclined forward.
[0013]
Claim6Claim of the invention5The vehicle body front structure described in (1), characterized in that a stopper is provided at the rear of the second connecting member to regulate a rearward displacement amount of the second connecting member.
[0014]
【The invention's effect】
According to the first aspect of the present invention, when a load equal to or more than a predetermined value is input from the front of the vehicle due to a collision or the like, the front side member is crushed and deformed in the axial direction, and accordingly, the first connection member is connected upward. The point moves backward.
[0015]
The first connecting member is disposed rearwardly inclined on a line connecting an upper connecting point connected to the vehicle body front frame member and a lower connecting point connected to the subframe. Due to the backward movement of the point, the first connecting member rotates backward and moves in a direction to raise a line connecting the upper connecting point and the lower connecting point.
[0016]
At this time, since the flexural rigidity of the rear end of the subframe is smaller than the flexural rigidity of the vehicle body front frame member, the first connecting member is supported by the vehicle body front frame member and the front end of the subframe is largely lowered. Press down. Thereafter, the load is input to the sub-frame, and the sub-frame is bent and deformed downward at an intermediate portion.
[0017]
For this reason, the power unit mounted on the sub-frame can be largely moved downward by the downward pressing by the first connecting portion and the bending deformation of the sub-frame.
[0018]
Therefore, when a load due to a collision or the like is input from the front, the power unit can be sunk below the vehicle body floor while preventing interference with the dash panel, so that the crush stroke of the front side member can be greatly increased. Accordingly, the energy absorption efficiency for the input load can be increased.
[0019]
Further, since the front end position of the sub-frame is disposed behind the front end position of the vehicle body front frame member, a time difference can be set between the start time of the crush deformation of the front side member and the start time of the bending deformation of the sub-frame. By shifting the respective initial impact input timings, the impact at the initial stage of the collision can be reduced.
[0020]
FurtherWhen the front side member is crushed and deformed due to a load input from the front of the vehicle, the bent portion provided on the first connecting member is deformed in the extension direction in accordance with the crushing and the rearward rotation can be smoothly performed. The absolute length of the first connecting member is extended, so that the amount of downward pushing of the sub-frame can be further increased, whereby the amount of downward movement of the power unit can be further increased.
[0021]
Claim2According to the invention described in (1), in addition to the effect of the invention of claim 1, since the outermost end of the front end surface of the sub-frame is arranged inside the position of the front end of the front side member in the vehicle width direction. When a load from the front of the vehicle is input to the vehicle body front skeleton member and the subframe, the load input points are shifted in the vehicle width direction, and the load reaction force at the vehicle front end can be dispersed and uniformized. The crushing deformation of the front side member and the bending deformation of the sub-frame are reliably achieved, and the energy absorption characteristics at the time of a collision can be further improved.
[0022]
Claim3According to the invention described in (1), claim 1, 2In addition to the effects of the present invention, a plurality of bent portions are provided in the sub-frame, and in response to a load input from the front of the vehicle, the sub-frame is urged to bend in a direction of pushing the frame body portion outward in the vehicle width direction. The load input to the sub-frame not only causes the frame main body to bend and deform, but also allows multiple bends to be locally bent and deformed, increasing the amount of deformation and increasing the amount of energy absorbed in the sub-frame can do.
[0023]
Claim4According to the invention described in (1), claim 1~ 3In addition to the effect of the invention, the front end of the sub-frame is projected forward from the lower connecting point of the first connecting member, so that the load is input to the front side member, that is, through the first connecting member. It is possible to reduce the time lag between the time when the sub-frame is pushed downward and the time when the load is directly input to the sub-frame and this is bent and deformed, so that the power unit can be smoothly guided downward and backward. it can.
[0024]
Claim5According to the invention described in (1), claim 1~ 4In addition to the effects of the invention, the rear end of the sub-frame is connected to the vehicle body front frame member via a second connecting member having a predetermined length with a lower end inclined forward. When the load is input to the frame, as the front end of the sub-frame is pushed down by the rearward rotation behavior of the first connection member, the second connection member whose lower end is inclined forward is By rotating backward, the rear end of the sub-frame can also be moved downward. Therefore, the downward movement amount of the power unit can be further increased, and the downward movement behavior of the power unit can be controlled by adjusting the length and the rotation amount of the second connecting member.
[0025]
Claim6According to the invention described in (1), the claims5In addition to the effect of the invention, a stopper is provided at the rear of the second connecting member, and the amount of rearward displacement of the second connecting member is regulated. By adjusting the position of the stopper in advance, As the amount of backward rotation of the second connecting member is regulated, the amount of backward movement of the sub-frame can be accurately controlled.
[0026]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0027]
1 to 11 show a first embodiment of a vehicle body front structure according to the present invention, FIG. 1 is a perspective view of the entire vehicle body structure, FIG. 2 is a perspective view showing a main part of the vehicle body front structure, and FIG. FIG. 4 is a side view showing a main part of the vehicle body front structure, FIG. 4 is an explanatory view showing the vehicle body front structure with a front view and a plan view, and FIGS. , FIG. 5 is a side view of the main part, FIG. 6 is a plan view of the main part, FIG. 7 is an enlarged side view of the main part, and FIGS. 8 is a side view of the main part, FIG. 9 is a plan view of the main part, FIG. 10 is an enlarged side view of the main part, and FIG. 11 is a reaction force characteristic diagram acting on the front part of the vehicle body at the time of collision.
[0028]
The vehicle body front structure according to the first embodiment corresponds to the front part of the vehicle body 1 shown in FIG. 1, that is, a front compartment 2 portion for accommodating a power source such as an engine or a motor (not shown). Are separated from the cabin 4 by the dash panel 3.
[0029]
As shown in FIG. 2, a pair of front side members 10, 10 are disposed on both sides in the vehicle width direction of the front compartment 2 in the front-rear direction. A first cross member 11 is connected across the front end, and the front side member 10 and the first cross member 11 constitute a vehicle body front frame member 12.
[0030]
The front side member 10 is bent downward with an inclined portion 10a at a portion where the front side member 10 reaches the dash panel 3, and the bent ends are located on the lower side of the vehicle body floor 5 (see FIG. 1). It has become.
[0031]
A sub-frame 14 is arranged below the vehicle body front frame member 12 in a shape substantially along the front side member 10 and the first cross member 11.
[0032]
The sub-frame 14 is formed in a substantially U-shape in plan view by a front end connecting portion 14a along the first cross member 11 and a pair of left and right frame body portions 14b, 14b along the front side member 10. The frame body portions 14b, 14b are connected to the vehicle body front skeleton member 12 at respective front ends 14c and rear ends 14d.
[0033]
As shown in FIG. 3, the pair of frame body portions 14b, 14b are bent in such a manner that an intermediate portion 14f in the front-rear direction is bent downward with a bent portion 14e, and the lowered intermediate portions 14f, 14f are bent. The power unit 20 is mounted via a mount member 21 therebetween.
[0034]
In the vehicle body front structure configured as described above, the front side member 10 has a closed cross-sectional structure, and can be crushed and deformed in the axial direction as shown in FIG. 5 by a predetermined or greater collision load F input from the front of the vehicle. The crushing deformation absorbs the energy of the collision load F.
[0035]
As shown in FIG. 8, the intermediate portion 14 f of the sub-frame 14 can be bent and deformed in accordance with the crushing deformation of the front side member 10 by the input of the collision load F.
[0036]
In this embodiment, as shown in FIG. 3, the front end T2 of the sub-frame 14 is disposed behind the front end T1 of the vehicle body front frame member 12 by a predetermined distance L1.
[0037]
Further, a front end portion 14c of the subframe 14 coupled to the vehicle body front frame member 12 is connected to a front end portion of the vehicle body front frame member 12 via a first connecting member 15 having a predetermined length. The rear end 14d of the sub-frame 14 is connected to both ends of the cross member 11, and the rear end 14d of the sub-frame 14 is connected to both ends of a second cross member 11a connected between the front ends of the extension side members 13 connected to the front side member 10. I have.
[0038]
The bending rigidity of the rear end portion 14d of the sub-frame 14 is set smaller than the bending rigidity of the vehicle body front frame member 12.
[0039]
As shown in FIG. 3, the first connecting member 15 is formed in a substantially inverted letter shape with a bent portion H1 provided at an intermediate portion.
[0040]
The bent portion H1 has a function of deforming in the direction of extension and encouraging a backward rotation behavior when a moment M (see FIG. 5) is input due to the crushing deformation of the front side member.
[0041]
The first connecting member 15 is arranged such that the lower connecting point A with the sub-frame 14 is located behind the upper connecting point B with the first cross member 11 by a predetermined distance L2, and the two connecting points A , B on a line segment C that is inclined rearward.
[0042]
As shown in FIG. 3, the portion where the first connecting member 15 is connected to the sub-frame 14 is a front end portion 14c of the frame main body portion 14b, and a front end connecting portion 14a is provided at the front end of the frame main body portion 14b. Therefore, the front end T2 of the sub-frame 14 has a structure protruding forward by L3 from the lower connection point A of the first connection member 15.
[0043]
By the way, as shown in FIG. 4B, a plurality of (six in the present embodiment) bent portions H2 are formed in the sub-frame 14 formed in a substantially U-shape.
[0044]
These bent portions H2 promote the bending in the direction of pushing the frame body portions 14b, 14b on both sides outward in the vehicle width direction by input of the load F from the front of the vehicle, and include the front ends 14c of the frame body portions 14b, 14b and The rear end portions 14d each have a shape bent in the narrow direction.
[0045]
In particular, in the present embodiment, as shown in FIG. 4A, the outermost ends D and E of the front end T2 surface of the sub-frame 14 are changed to the vehicle widths of the front ends F and G of the front side members 10 and 10. It is located inside the directional position.
[0046]
The operation of the vehicle body front structure according to the present embodiment with the above configuration will be described below. The vehicle front end collides with an obstacle in front, and as shown in FIG. 5 to FIG. When the load F is input, the load F is input from the first cross member 11 to the front side member 10 as an energy absorbing member, and the front side member 10 is crushed and deformed in the axial direction (axial crush deformation). The energy due to the collision load F is absorbed.
[0047]
Further, due to the crushing deformation of the front side member 10, the upper connecting point B of the first connecting member 15 is moved rearward as the front end thereof retreats.
[0048]
At this time, as shown in FIG. 3, since the lower connecting point A of the sub-frame 14 is located behind the upper connecting point B of the first connecting member 15 by L2, the upper connecting point B is moved backward. As a result, as shown in FIG. 5, the first connecting member 15 rotates rearward to erect a line segment C connecting the upper connecting point B and the lower connecting point A, and finally, as shown in FIG. Then, it reaches an upright state.
[0049]
At this time, since the bending rigidity of the rear end portion 14 d of the subframe 14 is smaller than the bending rigidity of the vehicle body front skeleton member 12, the first connecting member 15 is Of the front end portion 14c is largely pushed down.
[0050]
At this time, the downward pressing amount W of the sub-frame 14 by the first connecting member 15 is represented by L, the length of a line segment C connecting the upper connecting point B and the lower connecting point A, and the rotation angle as shown in FIG. Is θ, W = L (1−cos θ).
[0051]
Thereafter, due to the crushing deformation of the front side member 10, the load F is input to the front end T2 of the sub-frame 14, and the sub-frame 14 is bent downward by the front bent portion 14e provided in the intermediate portion 14f.
[0052]
Therefore, the power unit 20 mounted on the sub-frame 14 can be largely moved downward by the downward pressing by the first connecting member 15 and the bending deformation of the sub-frame 14.
[0053]
Further, in the present embodiment, since the bent portion H1 is provided in the first connection member 15, the backward rotation behavior is smoothly performed, and the first connection is performed with the crush deformation of the front side member 10. Since the absolute length of the first connection member 15 is extended by the extension of the bent portion H1 by the moment M generated in the member 15, the amount of downward pressing of the sub-frame 14 can be increased. The downward movement amount of the power unit 20 can be further increased.
[0054]
Therefore, when the load F is input from the front during a frontal collision or the like, the power unit 20 is sunk below the vehicle body floor 5 (see FIG. 1) while preventing interference with the dash panel 3 (see FIG. 1). Therefore, the crushing stroke of the front side member 10 can be greatly increased, and the energy absorption efficiency for the input load can be increased.
[0055]
By the way, as shown in FIG. 5, when the front end portion 14c of the sub-frame 14 is moved downward by the first connecting member 15, the moment M is generated near the lower joint point A of the sub-frame 14, and at the same time, Since the load F is input to the front end 14c of the sub-frame 14 in the axial direction, the sub-frame 14 can be smoothly bent from the bent portion 14e as shown in FIG.
[0056]
Further, as shown in FIG. 3, the position of the front end T2 of the sub-frame 14 is located L1 behind the position of the front end T1 of the front frame member 12 of the vehicle body. Since a time difference can be set between the start time of the bending deformation of the frame 14 and the peak value P1 of the initial impact of the front side member 10 and the peak value P2 of the initial impact of the sub-frame 14, as shown in FIG. Input time t₁, T₂And the shock at the beginning of the collision can be reduced.
[0057]
Further, as shown in FIG. 3, the front end T2 of the sub-frame 14 projects forward by L3 from the lower connection point A of the first connection member 15, so that the load F is input to the front side member 10. In other words, the time lag between the time when the sub-frame 14 is pressed down via the first connecting member 15 and the time when the load F is directly input to the sub-frame 14 and the bending is deformed is reduced, and the power unit The downward and backward movement guidance can be smoothly performed.
[0058]
Furthermore, since the outermost ends D and E of the front end T2 surface of the sub-frame 14 are arranged inside the front end portions F and G of the front side members 10 and 10 in the width direction of the vehicle, the outermost ends D and E can be viewed from the front of the vehicle. When the load F acts on the vehicle body front frame member 12 and the subframe 14, the outermost ends D and E of the subframe 14 and the front ends F and G of the front side members 10 and 10 become load input points, respectively. However, the load input points D, E, F, and G can be shifted in the vehicle width direction.
[0059]
Accordingly, since the load reaction force at the front end of the vehicle can be dispersed and uniformized, the crushing deformation of the front side member 10 and the bending deformation of the sub-frame 14 are reliably achieved, and the energy absorption characteristics at the time of collision are further improved. Can be improved.
[0060]
As shown in FIG. 4, the sub-frame 14 is formed in a substantially U-shape in plan view, and the sub-frame 14 is provided with a plurality of bent portions H2 to form the frame body portions 14b, 14b. Since the front end portion 14c and the rear end portion 14d are each bent in the narrow direction, the load input to the sub-frame 14 not only causes the frame main body portion 14b to bend and deform, but also as shown in FIG. Then, the plurality of second bent portions H2 are locally bent to deform the frame main body portion 14b in a direction of pushing outward in the vehicle width direction.
[0061]
Accordingly, the subframe 14 has a large number of deformed portions, so that the amount of energy absorption in the subframe 14 can be increased.
[0062]
FIGS. 12 to 14 show a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals, and redundant description will be omitted.
[0063]
FIG. 12 is a side view showing a main part of the vehicle body front structure, FIG. 13 is a side view showing a main part of the behavior of the vehicle body front structure in an initial stage at the time of collision, and FIG. It is a principal part side view which shows the behavior of.
[0064]
As shown in FIG. 12, the vehicle body front structure according to this embodiment is configured such that a rear end portion 14d of the sub-frame 14 is provided with a vehicle body front frame member via a second connecting member 16 having a predetermined length inclined forward. A stopper 17 is provided at the rear of the second connecting member 16 for controlling the amount of rearward displacement of the second connecting member 16.
[0065]
Of course, even in this embodiment, the front end portion 14c of the sub-frame 14 is connected to the vehicle body front frame member 12 via the first connecting member 15.
[0066]
Therefore, the operation of the vehicle body front structure according to the second embodiment will be described below. As shown in FIG. 13, the front connecting member 15 is deformed by the crush deformation of the front side member 10 due to the input of the load F from the vehicle front end. When the lower joint point A of the sub-frame 14 is moved downward by the backward movement of the upper joint point B, a large moment M1 is generated at the rear end portion 14d of the sub-frame 14, and the second connecting member 16 is caused by the moment M1. Try to rotate backwards.
[0067]
At this time, since the second connecting member 16 is inclined forward, the rear end portion 14d of the sub-frame 14 moves downward according to the rotation amount.
[0068]
For this reason, since the downward movement by the first connecting member 15 and the downward movement by the second connecting member 16 add to the bending deformation of the bent portion 14e of the subframe 14, the downward movement amount of the power unit 20 is further increased, and Interference with the dash panel 3 can be avoided with a higher probability.
[0069]
In addition, by providing the stopper 17 behind the second connecting member 16, by adjusting the position of the stopper 17 in advance, the backward rotation amount of the second connecting member 16 is regulated. , The amount of backward movement of the sub-frame 14 can be controlled accurately.
[0070]
By the way, in this embodiment, by appropriately changing the shape of the second connecting member 16 and the position and the shape of the stopper portion 17, the downward movement amount of the rear end portion 14d with respect to the downward movement amount K1 of the front end portion 14c of the sub-frame 14 is adjusted. By adjusting K2, the behavior of the power unit 20 can be accurately controlled.
[Brief description of the drawings]
FIG. 1 is a perspective view showing an entire vehicle body structure to which a vehicle body front structure according to the present invention is applied.
FIG. 2 is a main part perspective view showing a first embodiment of a vehicle body front structure according to the present invention.
FIG. 3 is a main part side view showing the first embodiment of the vehicle body front structure according to the present invention.
FIG. 4 is an explanatory diagram showing a first embodiment of a vehicle body front structure according to the present invention, with a front view (a) and a plan view (b).
FIG. 5 is a side view of a main part in an initial stage at the time of a collision, showing the first embodiment of the vehicle body front structure according to the present invention.
FIG. 6 is a plan view of a main part in an initial stage at the time of a collision, showing the first embodiment of the vehicle body front structure according to the present invention.
FIG. 7 is an enlarged side view of a main part in an initial stage at the time of a collision, showing the first embodiment of the vehicle body front structure according to the present invention.
FIG. 8 is a side view of a main part of a final stage of a collision showing the first embodiment of the vehicle body front structure according to the present invention.
FIG. 9 is a plan view of a main part in a final stage at the time of a collision, showing the first embodiment of the vehicle body front structure according to the present invention.
FIG. 10 is an enlarged side view of a main part in a final stage at the time of a collision, showing the first embodiment of the vehicle body front structure according to the present invention.
FIG. 11 is a characteristic diagram of a reaction force acting on the front portion of the vehicle body at the time of collision, showing the first embodiment of the vehicle body front structure according to the present invention.
FIG. 12 is a main part side view showing a second embodiment of a vehicle body front structure according to the present invention.
FIG. 13 is a side view of an essential part in an initial stage at the time of a collision, showing a second embodiment of the vehicle body front structure according to the present invention.
FIG. 14 is a side view of a main part in a final stage at the time of a collision, showing a second embodiment of the vehicle body front structure according to the present invention.
[Explanation of symbols]
10 Front side member
11 First Cross Member
12 Body skeleton member
14 Subframe
14b Frame body
14c front end
14d rear end
14f middle part
15 First connection member
16 Second connecting member
17 Stopper
20 power unit
A Lower junction
B upper connection point
H1 Bend of first connecting member
Bending part of H2 subframe

Claims (6)

A front side member disposed in the vehicle front-rear direction on both sides in the vehicle width direction of the vehicle front part, and a first cross member joined across the front ends of both front side members to constitute a vehicle body front skeleton member, and A sub-frame composed of a front end connecting portion and a frame body portion extending rearward from both ends of the front end connecting portion is disposed below the body front frame member. A vehicle body front structure in which a power unit is mounted over a frame main body portion, wherein the front side member has a structure capable of being crushed and deformed in an axial direction by a predetermined load or more input from the front of the vehicle, and The frame has a structure in which the intermediate portion can be bent and deformed downward by the load, and has a bending rigidity smaller than that of the front body frame member. And the front end position of the sub-frame is set rearward of the front end position of the vehicle body front skeleton member, and the rear end of the sub frame is connected to the vehicle body front skeleton member. Is connected to the front end of the vehicle body front frame member via a first connecting member having a predetermined length, and the first connecting member is downwardly connected to the first connecting member and the subframe. Point and a rearwardly inclined arrangement on a line connecting the upper joint point with the vehicle body front skeleton member ,
A vehicle body front structure, characterized in that the first connecting member is provided with a bent portion which is deformed in the extension direction by a moment input due to the crushing deformation of the front side member and promotes a backward rotation behavior. The vehicle body front structure according to claim 1, wherein an outermost end of a front end surface of the sub-frame is disposed inside a position in a vehicle width direction of a front end of the front side member. The front body according to claim 1 or 2 , wherein the subframe is provided with a plurality of bent portions that promote bending in a direction in which the frame body portion is pushed outward in the vehicle width direction by a load input from the front of the vehicle. Part structure. The vehicle body front structure according to any one of claims 1 to 3 , wherein a front end of the sub-frame protrudes forward from a lower joining point of the first connecting member. The rear end of the subframe, according to any one of claims 1-4, characterized in that attached to the front vehicle body framework member through the second connecting member having a predetermined length which is inclined toward the front Body front structure. The vehicle body front structure according to claim 5 , further comprising a stopper provided at a rear side of the second connecting member to regulate a rearward displacement amount of the second connecting member.

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