JP2001030954A - Front part structure of automobile body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the collision energy absorption effect due to the crush deformation in the longitudinal direction of a front side member. SOLUTION: A fall preventive means 20 of a front side member 6 is provided on a connection part of a rear end part of the front side member 6 to a dash panel 3, and the rear end part of the front side member 6 is prevented from being fallen by the head-on collision to ensure the crush reaction, a collision energy absorption area can be neatly crush-deformed in the longitudinal direction to improve the collision energy absorption effect.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front structure of a vehicle body of an automobile, and more particularly to a structure around a connecting portion between a front side member and a dash panel constituting a front-rear skeletal member of the front body.

[0002]

2. Description of the Related Art As is well known, a front compartment such as an engine room is separated in front of a vehicle compartment, and it is desired that the front compartment efficiently absorbs collision energy at the time of a frontal collision of the vehicle.

In the front compartment such as the engine room, a front side member as a longitudinal frame member is disposed on a hood ridge panel constituting left and right side walls. Is greatly affected by the quality of crush deformation in the front-rear direction.

In view of the above, there has been conventionally known a structure in which a reinforcing member is provided so that the front side member can be crushed and deformed in the front-rear direction in an orderly manner (Japanese Patent Laid-Open No. 9-286).
354).

[0005]

However, if the reinforcing member is provided in the front compartment as described above, the reinforcing member may be somewhat large due to collision energy absorption, and the layout may be limited in terms of space. This is difficult, especially when the front compartment is small as in a small vehicle, and this tendency becomes stronger. In addition, since the number of parts increases, there is no unavoidable disadvantage in terms of weight and cost.

Therefore, the present invention can be configured without increasing the number of large parts and with difficulty in layout by improving the connection structure of the front side member to the dash panel and the rigidity of the front side member itself.
An object of the present invention is to provide a vehicle body front structure capable of efficiently absorbing collision energy.

[0007]

According to the first aspect of the present invention, a front side member extending in the front-rear direction is provided on both left and right sides of a front compartment formed in front of a vehicle compartment, and a toe board portion of a dash panel is provided. In the vehicle body front structure connected via a flange portion from the floor portion to the floor portion, the front side member has a front side portion provided with a collision energy absorbing region in which front-to-rear crush deformation is easy, and the front side member has It is characterized in that a means for preventing the front side member from descending is provided at the joint between the rear end and the dash panel.

[0008] The second aspect of the present invention is characterized in that the rigidity of the descent prevention means according to the first aspect is set higher than the rigidity of the collision energy absorbing region.

According to the invention of claim 3, claims 1 and 2
In the collision energy absorbing region described in (1), a crushing deformation introducing portion in which the front end portion of the front side member that protrudes forward from the joint portion with the first cross member has a lower rigidity than the general member of the collision energy absorbing region is set. It is characterized by having.

[0010] In the invention of claim 4, claims 1 to 3 are provided.
Wherein the descent preventing means is constituted by a welded portion in which the flange portion is joined to the dash panel, and a mechanical fastening portion in which the flange portion and the dash panel are fastened with bolts, nuts, rivets, or the like. .

In the invention of claim 5, claims 1 to 4 are provided.
Is characterized in that a load dispersing means for dispersing the collision load input to the front side member in the axial direction to the dash panel is provided.

According to a sixth aspect of the present invention, the load dispersing means according to the fifth aspect is constituted by a reinforcing plate connected to a side surface of the dash panel in the cabin.

According to the seventh aspect of the present invention, the reinforcing plate according to the sixth aspect is formed to have an area sufficiently larger than a coupling arrangement range of the flange portion at the rear end of the front side member coupled to the dash panel. It is characterized by having.

According to the eighth aspect of the present invention, the sixth and seventh aspects of the present invention are provided.
Is divided into a first plate and a second plate arranged on the toeboard portion and the floor portion of the dash panel.

According to the ninth aspect of the present invention, the sixth and seventh aspects are provided.
Wherein the left and right reinforcing plates disposed on the left and right sides of the dash panel are integrally formed with a bridge portion connected to the dash panel in the middle.

According to the tenth aspect of the present invention,
9, a suspension mount member coupled to the front side member, a front reinforcing member coupled to a front end of the suspension mount member and a first cross member, and a lower side of the suspension mount member. A front-rear strength member composed of a rear end member and a front cross member joined and arranged in the vehicle width direction across the side sills on both sides of the floor on the lower surface of the dash panel floor portion is provided. Features.

According to the eleventh aspect of the present invention, in the tenth aspect,
Wherein the rigidity of the front reinforcing member and the rear reinforcing member is set to be lower than the rigidity of the suspension mount member.

According to the twelfth aspect of the present invention, there is provided the first aspect of the present invention.
The rear reinforcing members described in 0 and 11 are gusset members that collectively couple a rear end portion of a suspension mount member, a front cross member, and a side sill.

According to the thirteenth aspect of the present invention,
12, a front tire wheel is disposed on an extension of the front end of the side sill on both sides of the floor.

[0020]

According to the first aspect of the present invention, the connecting portion between the rear end portion of the front side member and the dash panel is provided with a means for preventing the front side member from descending. Even if the collision load input to the front side member in the axial direction acts as a peeling load on the joint at the rear end of the front side member, the descent of the rear end of the front side member is prevented by the descent prevention means. Since the state of connection with the dash panel can be maintained, a sufficient crush reaction force in the axial direction of the front side member is ensured. Therefore, the collision energy absorbing area provided on the front side of the front side member is crushed in the front-rear direction. And the effect of absorbing collision energy can be enhanced.

Further, the collision energy absorption is achieved by improving the coupling structure of the rear end of the front side member and the rigidity of the front side member itself without disposing a large reinforcing member or the like as in the prior art in the front compartment. Since the effect can be enhanced, the design of the front compartment can be made easily, and therefore, it is particularly effective when applied to a small car having a small front compartment.

According to the invention of claim 2, according to claim 1,
In addition to the effect of the invention, the descent prevention means is set to have a higher rigidity than the collision energy absorbing area at the front side of the front side member. The crush deformation of the entire collision energy absorbing region can be performed satisfactorily, so that the crush deformation stroke of the front portion of the vehicle body can be as large as possible, and the collision energy absorption amount can be increased.

According to the third aspect of the invention, in addition to the effects of the first and second aspects of the invention, in addition to the effects of the first and second aspects, at the beginning of the collision, the front end of the front side member first projects forward from the joint with the first cross member. Since the crush deformation introducing portion of the portion is crushed and deformed in the front-rear direction, and serves as a trigger for the crush deformation in the front-rear direction of the collision energy absorbing region, the entire crush deformation in the front-rear direction of the collision energy absorbing region is performed more orderly. Can be made.

According to the invention of claim 4, according to claim 1,
In addition to the effects of the inventions of (1) to (3), by forming the descent prevention means by using both welding and mechanical fastening such as bolts and nuts, the joining strength by welding and the shearing force of bolts and the like cause the front side member to collide. It is possible to reliably prevent the rear end of the front side member from descending more than the breaking energy of the joint at the rear end.

According to the invention described in claim 5, according to claim 1,
In addition to the effects of the fourth to fourth aspects, the collision load input to the front side member in the axial direction is dispersed to the dash panel by the load dispersing means of the descent prevention means, so that stress concentration on the descent prevention means can be avoided. Thus, it is possible to reliably prevent the rear end of the front side member from descending.

According to the invention of claim 6, according to claim 5,
In addition to the effects of the invention, since the load distribution means is constituted by the reinforcing plate connected to the vehicle compartment side surface of the dash panel, the connection rigidity of the descent prevention means can be increased.

According to the invention of claim 7, according to claim 6,
In addition to the effect of the invention, the reinforcing plate is formed in a sufficiently large area than the connecting arrangement range of the flange portion at the rear end of the front side member, so that the connecting rigidity of the descent preventing means can be further increased, and The effect of dispersing the load on the panel can be enhanced.

According to the eighth aspect of the present invention, in addition to the effects of the sixth and seventh aspects, the reinforcing plate is disposed on the toeboard portion and the floor portion of the dash panel.
Since the plate is divided into the plate and the second plate, the reinforcing plate can be accurately faced and joined to the toeboard portion and the floor portion, and the reinforcing effect of the reinforcing plate can be enhanced.

According to the ninth aspect of the present invention, in addition to the effects of the sixth and seventh aspects, the left and right reinforcing plates are integrally formed with the bridge portion in between, and this bridge portion is also dashed. Since it is connected to the panel, not only the reinforcing effect can be enhanced, but also the load dispersing effect on the dash panel can be further enhanced.

According to the tenth aspect, in addition to the effects of the first to ninth aspects, at the time of a frontal collision of the vehicle, the collision load is dispersed to the longitudinal strength members and transmitted to the floor components. Therefore, the load burden of the descent prevention means is reduced by half, and the descent prevention effect of the rear end of the front side member can be further enhanced.

The front-to-back direction strength member originally utilizes the suspension mount member provided on the front side member toward the lower side, and the front cross member, the front cross member, and the front cross member are combined by the front reinforcing member and the rear reinforcing member. Since the connecting members are connected, it is possible to obtain much more advantageous in terms of material and space as compared with the case where a dedicated longitudinal strength member is additionally provided.

According to the eleventh aspect, in addition to the effect of the tenth aspect, at the time of a frontal collision of the vehicle, the front reinforcing member and the rear reinforcing member can be crushed and deformed in the front-rear direction. The collapse deformation of the side members in the front-rear direction is not hindered, but rather the collision energy absorption amount can be increased by the collapse deformation of these reinforcing members.

According to the twelfth aspect, in addition to the effects of the tenth and eleventh aspects, the rear end of the suspension mount member, the front cross member and the side sill are collectively connected by the gusset member. Therefore, it is possible to efficiently transmit the collision load to the floor components.

According to the thirteenth aspect, at the time of a frontal collision of the vehicle, the tire wheel retreats and abuts against the front end of the side sill, whereby the load can be dispersed from the tire wheel to the floor component. The load burden on the descent prevention means can be further reduced, and the collision energy absorption amount can be further increased by deformation of the tire wheel or the like.

[0035]

Embodiments of the present invention will be described below in detail with reference to the drawings.

In FIG. 6, reference numeral 1 denotes a front compartment separated by a dash panel 3 in front of a vehicle compartment 2 and a strut tower 5 having a rigid structure is joined to a hood ridge panel 4 forming left and right side walls thereof. , The front suspension unit 10
(See FIG. 3).

At the lower end of each hood ridge panel 4, a front side member 6 having a closed cross section is joined and arranged in the front-rear direction.

The front end of each front side member 6 projects forward from the front end of the hood ridge panel 4 for attaching a front member (not shown), and the first cross member 7 having a closed cross-sectional structure is straddled over these front ends. They are joined and arranged.

Each rear end of the front side member 6 is cut out so as to be aligned with each surface of the toeboard portion 3a and the substantially horizontal floor portion 3b of the dash panel 3 as shown in FIGS. A flange 8 is provided at the upper edge, the left and right side edges, and the lower edge of the cutout portion.
The toeboard portion 3a wraps around the floor portion 3b from the toeboard portion 3a, and is fixed to the toeboard portion 3a and the floor portion 3b via the flange portion 8 as described later.

At the substantially rear half of the front side member 6, specifically, at the portion where the strut tower 5 is disposed, the front and rear legs 9a and 9b of the closed cross-section structure are directed downward, and these are front and rear. A suspension mount member 9 composed of a bracket section 9c having a closed cross-section structure joined across the lower ends of the legs 9a and 9b is joined and arranged to connect and support the lower link 12 of the front suspension unit 10 to the bracket section 9c. It is.

Therefore, the area behind the portion where the strut tower 5 of the front side member 6 is disposed has a high rigidity due to the arrangement of the strut tower 5, the suspension mount member 9 and the front suspension unit 10, while the strut is high. Since the above-mentioned rigid component does not exist in the area ahead of the tower 5,
The front side region has a lower rigidity than the rear side region and is a collision energy absorbing region S that is easy to crush and deform in the front-rear direction. A plurality of bead portions 13 as an easily crushable portion for inducing crushing deformation in the front-rear direction on the upper and lower ridge portions inside 6 are arranged in the front-rear direction,
Collapse deformation in the front-rear direction is easily performed.

Also, in the collision energy absorbing region S on the front side of the front side member 6, the front end member 6B of the front side member 6 projecting forward from the joint with the first cross member 7 is moved to the collision energy absorption region S. It is a crushing deformation introducing portion which is set to have lower rigidity than a general member of the absorption region S.

The crushing deformation introducing portion 6B is formed separately from the member main portion 6A of the front side member 6 by changing the material or thickness into a closed sectional structure, and is fitted to and joined to the front end of the member main portion 6A. It can be easily configured by fixing.

For example, the dash panel 3, the hood ridge panel 4, and the strut tower 5 are made of a light metal material such as an aluminum alloy, and the main member 6A of the front side member 6 and the first cross member 7 are used. In the case where an extruded product or a cast product of the same lightweight metal material is used for the suspension mount member 9, the crush deformation introducing portion 6B is formed to have a closed cross section using a steel plate material similar to a general vehicle body panel material. Alternatively, it can be formed by extrusion molding or casting into a closed cross-sectional structure thinner than the member main part 6A using the lightweight metal material.

Here, at the joint between the rear end of the front side member 6 and the dash panel 3, a means 20 for preventing the front side member 6 from being lowered is provided.

The descent preventing means 20 is provided with a welded portion W formed by welding the above-mentioned flange portion 8 to the dash panel 3 by welding.
And a mechanical fastening portion 21 in which the flange portion 8 and the dash panel 3 are fastened with a plurality of bolts, nuts, rivets and the like.
It consists of:

The descent preventing means 20 can be made larger than the collision energy absorbing area S by forming the flange portion 8 in a thick or block shape and by adding a reinforcing plate 22 described later. Stiffness is sufficiently increased.

The descent preventing means 20 is provided with a load dispersing means 22 for dispersing a collision load input to the front side member 6 in the axial direction due to a frontal collision of the vehicle to the dash panel 3.

As the load dispersing means 22, a reinforcing plate having a required thickness, for example, a reinforcing plate made of the same lightweight metal material as the dash panel 3 is used.
2 is welded in advance to the area of the dash panel 3 on the side of the vehicle compartment where the flange section 8 is joined, so that the dash panel 3 is sandwiched between the mechanical fastening section 21 and the so-called sandwich state. They are integrally fixed together.

The reinforcing plate 22 is formed to have an area sufficiently larger than the coupling arrangement range of the flange portion 8. In this embodiment, the first plate 22 A disposed on the toe board portion 3 a of the dash panel 3 and the floor portion 3 b And the second plate 22B arranged at the second position.

On the other hand, on the lower surface of the floor portion 3b of the dash panel 3, a front cross member 14 having a closed cross-sectional structure is provided with a side sill 1 which is a longitudinal frame member on both sides of the floor 15.
The front cross member 14 and the first cross member 7 are joined and arranged below the front side member 6 in the vehicle width direction. I have.

The front-rear strength member 17 effectively utilizes the suspension mount member 9 suspended below the front side member 6 and is provided at the lower end of the front leg 9a substantially on the extension of the bracket 9c in the front-rear direction. And the first cross member 7 with the front reinforcing member 18, and the lower end of the rear leg 9 b and the front cross member 1.
4 are connected to each other by a rear reinforcing member 19 to form a flat surface.

In the present embodiment, a flat trapezoidal gusset member that collectively connects the rear leg 9b, the front cross member 14 and the side sill 16 is used as the rear reinforcing member 19.

The rigidity of the front reinforcing member 18 and the gusset member 19 serving as the rear reinforcing member is set lower than the rigidity of the suspension mount member 9.

A tire wheel 26 of a front wheel 25 is arranged on an extension of the front end of the side sill 16.

According to the structure of the above embodiment, the connecting portion between the rear end of the front side member 6 and the dash panel 3 is provided with the means 20 for preventing the front side member 6 from descending.
Therefore, even if a collision load input to the front side member 6 in the axial direction at the time of a frontal collision of the vehicle acts as a peeling load on a joint portion at the rear end of the front side member 6, this descent prevention means can be provided. 20 prevents the rear end of the front side member 6 from lowering and maintains the state of connection with the dash panel 3, so that a sufficient crush reaction force in the axial direction of the front side member 6 is ensured, and 6, the collision energy absorbing region S set on the front side can be crushed and deformed in the front-rear direction, and the collision energy absorbing effect can be enhanced.

Further, the collision energy absorption is achieved by improving the connection structure of the rear end of the front side member 6 and the rigidity of the front side member 6 itself without disposing a large reinforcing member or the like in the front compartment 1. Since the effect can be enhanced, the design of the front compartment 1 can be easily performed, and therefore, the front compartment 1 can be applied particularly to a small-sized small car and exert a remarkable effect.

In this embodiment, since the descent prevention means 20 is set to have a higher rigidity than the collision energy absorbing area S of the front side member 6, particularly in the present embodiment, the front side member 6 By maintaining the coupling rigidity of the rear end, the above-described collision energy absorbing region S
The entire collapse deformation can be performed well, and therefore,
The crush deformation stroke of the front part of the vehicle body (the front compartment 1) can be as large as possible, and the amount of collision energy absorption can be increased.

Further, in the collision energy absorbing area S, a crush deformation introducing portion 6B having a lower rigidity than the general member is provided at a front end portion of the member protruding forward from the first cross member 7, so that a collision is provided. At first, the crushing deformation introducing portion 6B is crushed and deformed in the front-rear direction, and serves as a trigger for crushing deformation of the collision energy absorbing region S in the front-rear direction. Deformation can be performed even more orderly.

The above-mentioned descent preventing means 20 is a mechanical connection between the flange portion 8 and the dash panel 3 by welding, and the flange portion 8 and the dash panel 3 are fastened by bolts and nuts. Since it is composed of the portion 21 and the welding and the mechanical fastening are used in combination, the joining strength by welding and the shearing force of bolts and the like are superior to the breaking energy of the joint at the rear end of the front side member 6 due to the collision. In addition, the descent prevention means 20 includes a reinforcing plate 22 as a load distribution means connected to the side surface of the dash panel 3 as a load distributing means to increase the connection rigidity and acts on the front side member 6 in the axial direction. Since the collision load can be dispersed to the dash panel 3 by the reinforcing plate 22 and the concentration of the stress on the descent preventing means 20 can be avoided, The descent of the rear end portion of Idomenba 6 can be reliably prevented.

Further, since the reinforcing plate 22 is formed to have an area sufficiently larger than the coupling arrangement range of the flange portion 8, the coupling rigidity of the descent preventing means 20 can be further increased, and the load on the dash panel 3 can be increased. The dispersing effect can be enhanced.

As described above, the effect of dispersing the collision load on the dash panel 3 is obtained by the presence of the reinforcing plate 22 of the descent preventing means 20 itself, so that the front side member 6
Although the effect of preventing the rear end from lowering is enhanced, in the present embodiment, a front-rear direction strength member 17 straddling the first cross member 7 and the front cross member 14 is disposed below the front side member 6. Therefore, when the crushing deformation introducing portion 6B is crushed and deformed at the time of a frontal collision, the collision load is dispersed to the front-rear direction strength member 17, and is transmitted to the floor components such as the front cross member 14, the side sill 16, and the floor 15, and accordingly. , Descent prevention means 20
Is reduced by half, and the effect of preventing the rear end of the front side member 6 from descending can be further enhanced.

The strength member 17 in the front-rear direction utilizes the suspension mount member 9 originally provided on the front side member 6 toward the lower side, and the front cross member 7 and the front cross member 14 are used.
Are joined by the front reinforcing member 18 and the rear reinforcing member 19, so that it is possible to obtain much more advantageous in terms of material and space as compared to adding a dedicated longitudinal strength member, and , Front reinforcement member 1
8 and the rear reinforcing member 19 are set to be lower in rigidity than the bracket portion 9c of the suspension mount member 9, so that at the time of a frontal collision, these reinforcing members 18 and 19 can be crushed and deformed in the front-rear direction. The collapsing deformation of the reinforcing members 18 and 19 can increase the collision energy absorption amount without causing any hindrance to the collapsing deformation of the reinforcing member 18 in the front-rear direction.

As the rear reinforcing member 19, a gusset member that collectively couples the rear end of the suspension mount member 9, the front cross member 14 and the side sill 16 is used. Colliding load can be directly transmitted to the side sill 16, and the load can be efficiently transmitted to the floor components.

On the other hand, the front wheel 25 is
Is disposed so as to be located on an extension of the front end of the side sill 16, so that when the tire wheel 26 moves backward due to a frontal collision of the vehicle, it abuts against the front end of the side sill 16, and the floor component material is also transmitted from the tire wheel 26. In addition to dispersing the load, the load burden on the descent prevention means 20 can be further reduced, and the amount of collision energy absorption can be further increased by deformation of the tire wheel 26 and the like.

In the above-described embodiment, the reinforcing plate 22 as a load dispersing means attached to the descent preventing means 20 is connected to the first plate 22A disposed on the toe board portion 3a of the dash panel 3 and the reinforcing plate 22 disposed on the floor portion 3b. By being divided into two plates 22B, the reinforcing plate 22 can be accurately faced to the toeboard portion 3a and the floor portion 3b regardless of the bending R at the boundary between the toeboard portion 3a and the floor portion 3b. Can be combined, but of course
As shown in the second embodiment, the reinforcing plate 22 may be integrally bent in accordance with the bending angle between the toeboard portion 3a and the floor portion 3b.

FIG. 5 shows a third embodiment of the present invention. In this embodiment, a left and right integrally bent type reinforcing plate 22 disposed on the left and right sides of the dash panel 3 shown in FIG. , 22 are integrally formed with the bridge portion 23 in the middle, and the bridge portion 23 is
To the toeboard portion 3a by welding, or by bolts, nuts or rivets.

Therefore, according to the third embodiment, in addition to the effects of the first embodiment, since the bridge portion 23 is also connected to the dash panel 3, the reinforcing effect of the reinforcing plate 22 can be enhanced. , Dash panel 3
The effect of dispersing the load on the substrate can be further enhanced.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a main part of a first embodiment of the present invention.

FIG. 2 is a plan view of the first embodiment of the present invention.

FIG. 3 is a side view of the first embodiment of the present invention.

FIG. 4 is a perspective view showing a main part of a second embodiment of the present invention.

FIG. 5 is a perspective view showing a main part of a third embodiment of the present invention.

FIG. 6 is a perspective view of an automobile employing the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Front compartment 2 Cabin 3 Dash panel 3a Toe board part 3b Floor part 6 Front side member 6B Collapse deformation introduction part 7 First cross member 8 Flange part 9 Suspension mount member 14 Front cross member 15 Floor 16 Side sill 17 Front and rear direction strength member 18 Front Reinforcement member 19 Rear reinforcement member (gusset member) 20 Fall prevention means 21 Mechanical fastening part 22 Reinforcement plate (Load distribution means) 22A First plate 22B Second plate 23 Bridge part 25 Front wheel 26 Tire wheel S Collision energy absorption area

Claims (13)

[Claims] 1. A rear end of a front side member extending in the front-rear direction on both left and right sides of a front compartment formed in front of a vehicle cabin through a flange portion from a toeboard portion of a dash panel to a floor portion. A front end of the front side member, the front side member having a collision energy absorbing area that is easily crushed and deformed in the front-rear direction, and a connecting portion between a rear end of the front side member and a dash panel. A vehicle body front structure, wherein a means for preventing the front side member from descending is provided on the vehicle body. 2. The vehicle body front structure according to claim 1, wherein the rigidity of the descent preventing means is set higher than the rigidity of the collision energy absorbing region. 3. The crash energy absorbing region is a crushing deformation in which the front end portion of the front side member projecting forward from the joint portion with the first cross member has a lower rigidity than the general member of the collision energy absorbing region. 3. The system according to claim 1, further comprising an introduction unit.
2. The vehicle body front structure according to claim 1. 4. The descent prevention means comprises a welded portion having a flange portion joined to a dash panel, and a mechanical fastening portion which fastens the flange portion and the dash panel with bolts, nuts, rivets, or the like. The vehicle body front structure according to any one of claims 1 to 3. 5. The descent prevention means includes a load distribution means for distributing a collision load input to the front side member in the axial direction to the dash panel. Car body front structure. 6. The vehicle body front structure according to claim 5, wherein the load distributing means is constituted by a reinforcing plate connected to a side surface of the vehicle compartment of the dash panel. 7. The vehicle according to claim 6, wherein the reinforcing plate is formed in an area sufficiently larger than a coupling arrangement range of a flange portion at a rear end of the front side member coupled to the dash panel. Body front structure. 8. A first plate and a second plate disposed on a toeboard portion and a floor portion of a dash panel.
8. The vehicle body front structure according to claim 6, wherein the vehicle body is divided into a plate and a plate. 9. The dash panel according to claim 6, wherein the left and right reinforcing plates disposed on the left and right sides of the dash panel are integrally formed with a bridge portion connected to the dash panel being an intermediate part. Car body front structure. 10. Under the front side member, a suspension mount member connected to the front side member, a front reinforcing member connecting a front end of the suspension mount member and a first cross member, and the suspension mount member A front-rear strength member consisting of a rear reinforcing member that connects the rear end of the vehicle and the front cross member that is connected and arranged in the vehicle width direction across the side sills on both sides of the floor on the lower surface of the dash panel floor The vehicle body front structure according to any one of claims 1 to 9, characterized in that: 11. The vehicle body front structure according to claim 10, wherein the rigidity of the front reinforcing member and the rigidity of the rear reinforcing member are set lower than the rigidity of the suspension mount member. 12. The vehicle according to claim 10, wherein the rear reinforcing member is a gusset member that collectively connects the rear end of the suspension mount member, the front cross member, and the side sill. Body front structure. 13. The vehicle body front structure according to claim 1, wherein front tire wheels are arranged on a front end extension line of the side sills on both sides of the floor.