JP2013032038A - Front vehicle body of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front vehicle body of a vehicle that can be suppressed to small in a dimension of the total length of the vehicle body.SOLUTION: The front vehicle body 10 of the vehicle is formed like the inclination so that a front member 44 of a lower member 43 of a left front upper member 13 may incline toward the below and toward the rear of the vehicle body. Also, a lower bulk member 58 of a front bulkhead 15 is formed to nearly a rectangle closed cross-section in between the lower ends 56a of a left side stay 56, by a beam member 62 of a nearly U shaped cross-section and a lid member 64 that covers an upper aperture 63 of the beam member 62. In addition, a lower member left end 74 of the lower bulk member 58 is provided to be overlapped with the lower end 44a of the front member 44 from the front side of a vehicle body.

Description

  The present invention relates to a front vehicle body of a vehicle in which front side frames are provided on both sides of a vehicle body, a front upper member is provided on the outer side in the vehicle width direction of the front side frame, and a front bulkhead is provided between the front side frames.

In the front body of the vehicle, front side frames on both sides of the vehicle body extend in the longitudinal direction of the vehicle body, a front upper member is provided outside the front side frame, and a front bulkhead is disposed between the front end portions of the front side frame. Some are arranged.
The front bulkhead is formed in a substantially rectangular frame body by an upper bulk member, left and right side stays, and a lower bulk member.
The lower bulk member is formed of a steel round pipe, and is connected to the lower end portion of the front upper member from the front side of the vehicle body via a side stay (see, for example, Patent Document 1).

Japanese Patent No. 3917965

However, since the lower bulk member is formed of a round pipe made of steel, the lower bulk member is formed in a constant cross-sectional shape in the longitudinal direction.
For this reason, even if only a part of the power source (for example, engine, transmission, etc.) provided in the engine room protrudes forward of the vehicle body, in order to avoid interference with some protrusions, the lower bulk It is necessary to provide the entire member in front of the vehicle body.

  Further, the end of the lower bulk member is provided at the lower end of the front upper member from the front side of the vehicle body, so that the end of the lower bulk member protrudes from the lower end of the front upper member toward the front side of the vehicle body.

  In this way, the entire lower bulk member is provided in front of the vehicle body so as to correspond to a part of the protrusion of the power source, and the end of the lower bulk member is connected to the lower end portion of the front upper member from the vehicle body front side. This hinders the overall length of the vehicle from being reduced.

  An object of the present invention is to provide a front body of a vehicle that can keep the overall length of the vehicle body small.

  According to the first aspect of the present invention, the front side frames provided on both sides of the vehicle body extend in the longitudinal direction of the vehicle body, a front upper member is provided on the outer side in the vehicle width direction of the front side frame, and the front upper member The lower member portion of the front side frame extends outward from the front end portion of the front side frame so that the front bulkhead is disposed between the front end portions of the front side frame. A front portion of a vehicle in which a side stay of the head is provided so as to intersect a front end portion of the front side frame, and a lower bulk member of the front bulk head is connected to a lower end portion of the side stay and a lower end portion of the lower member portion. The lower member portion is a front member provided on the front side of the vehicle body. And a rear member portion provided on the vehicle body rear side of the front member portion, and the front member portion is formed in an inclined shape so as to incline downward toward the vehicle body rear, and the lower bulk member Is formed in a substantially rectangular closed cross section with a beam member having a substantially U-shaped cross section between the lower end portions of the side stays and a lid member covering the upper opening of the beam member, and the end portion of the lower bulk member is It is provided so that it may overlap with the lower end part of a front member part from the vehicle body front side.

  According to a second aspect of the present invention, an end of the lower bulk member includes a rear wall provided at a lower end of the front member, and a front wall provided on the vehicle body front side so as to face the rear wall. The front wall portion is formed to have a larger plate thickness than the beam member and the lid member.

  According to a third aspect of the present invention, the rear wall portion is formed of a high-strength steel plate and is provided so as to connect the lower member portion and the side stay.

  According to a fourth aspect of the present invention, an end of the lower bulk member includes a rear wall provided at a lower end of the front member, and a front wall provided on the vehicle body front side so as to face the rear wall. The front wall portion is formed to have a larger plate thickness than the beam member and the lid member, and is coupled to an outer flange of the lower member portion, and the rear wall portion is formed of a high-strength steel plate. The inner member of the lower member part and the side stay are connected to each other.

  According to a fifth aspect of the present invention, the side stay is provided on an upper portion of the lid member.

In the invention according to claim 1, the lower bulk member is formed in a substantially rectangular closed cross section with a beam member having a substantially U-shaped cross section and a lid member covering the upper opening of the beam member.
Therefore, the lower bulk member, that is, the beam member and the lid member can be press-molded.
By press-molding the lower bulk member, the degree of freedom in determining the shape can be increased as compared with the case where the lower bulk member is molded with a steel round pipe (steel pipe).

As a result, the lower bulk member can be press-molded according to the outer shape of the power source (engine, transmission, etc.), and the distance between the lower bulk member and the power source can be reduced.
By reducing the distance between the lower bulk member and the power source, the lower bulk member can be brought closer to the power source side.

Further, the front member portion of the lower member portion is formed so as to be inclined toward the rear of the vehicle body from the upper end portion toward the lower end portion. By forming the front member portion in an inclined shape, the thickness dimension in the longitudinal direction of the vehicle body can be kept small at the lower end portion of the lower member portion.
And it provided so that the edge part of a lower bulk member might overlap with the lower end part of a lower member part, specifically the lower end part of a front member part.
By forming the front member portion in an inclined shape and providing the end portion of the lower bulk member at the lower end portion of the front member portion, the lower bulk member can be provided at the rear of the vehicle body.

  In this way, the lower bulk member is press-molded to bring the lower bulk member closer to the power source side, and the lower bulk member end is provided at the lower end of the inclined front member portion, and the lower bulk member is mounted on the vehicle body. By providing the rear, the overall length of the vehicle body can be reduced.

In the invention which concerns on Claim 2, the plate | board thickness dimension of the front wall part was formed larger than the beam member or the cover member among the edge parts of a lower bulk member. Therefore, the rigidity of the front wall portion of the end portion of the lower bulk member can be ensured.
Thereby, when a pedestrian's leg part hits a front wall part, it can suppress that the deformation | transformation of a front wall part is suppressed and the lower side of a leg part is locally transferred below the vehicle.

On the other hand, a substantially rectangular closed section was formed by the beam member and the lid member in the side stay of the lower bulk member. Therefore, the rigidity of the beam member and the lid member can be ensured in a state where the plate thickness dimensions of the beam member and the lid member are kept small.
Thereby, when a leg part of a pedestrian hits a beam member, it can control that a beam member and a lid member are prevented from changing, and a lower part of a leg part is prevented from being locally transferred below a vehicle.

Thus, by forming a substantially rectangular closed cross section with the beam member and the lid member to increase the rigidity, the plate thickness dimension of the beam member and the lid member can be kept small.
As a result, the rigidity of the lower bulk member can be secured, and the weight of the lower bulk member can be reduced.

In the invention which concerns on Claim 3, the rear wall part was formed with the high strength steel plate (high tension) among the edge parts of a lower bulk member, and the lower member part and the side stay were connected with the rear wall part.
Therefore, the rigidity of the end of the lower bulk member can be increased.
Thereby, the collision reaction force with respect to the vehicle can be increased, and the collision load (absorption amount of collision energy) can be improved.

In the invention which concerns on Claim 4, plate | board thickness dimension was formed larger than the beam member or the cover member in the front wall part among the edge parts of a lower bulk member. Therefore, the rigidity of the front wall portion of the end portion of the lower bulk member can be ensured.
Thereby, when a pedestrian's leg part hits a front wall part, it can suppress that the deformation | transformation of a front wall part is suppressed and the lower side of a leg part is locally transferred below the vehicle.

On the other hand, a substantially rectangular closed section was formed by the beam member and the lid member in the side stay of the lower bulk member. Therefore, the rigidity of the beam member and the lid member can be ensured in a state where the plate thickness dimensions of the beam member and the lid member are kept small.
Thereby, when a leg part of a pedestrian hits a beam member, it can control that a beam member and a lid member are prevented from changing, and a lower part of a leg part is prevented from being locally transferred below a vehicle.

Thus, by forming a substantially rectangular closed cross section with the beam member and the lid member to increase the rigidity, the plate thickness dimension of the beam member and the lid member can be kept small.
As a result, the rigidity of the lower bulk member can be secured, and the weight of the lower bulk member can be reduced.

Further, the rear wall portion of the end portion of the lower bulk member is formed of a high-strength steel plate (high tension), and the lower member portion and the side stay are connected to each other at the rear wall portion.
Therefore, the rigidity of the end of the lower bulk member can be increased.
Thereby, the collision reaction force with respect to the vehicle can be increased, and the collision load (absorption amount of collision energy) can be improved.

In the invention which concerns on Claim 5, the side stay was connected with the upper part (upper surface) of the cover member.
By providing the side stay on the upper surface of the lid member, it is possible to secure a large portion for providing (connecting) the side stay.
As a result, the side stay can be enlarged, and the rigidity of the front body of the vehicle can be increased by increasing the rigidity of the front bulkhead.

1 is a perspective view showing a front vehicle body of a vehicle according to the present invention. It is a top view which shows the front part vehicle body of the vehicle of FIG. FIG. 3 is an enlarged view of part 3 of FIG. 1. FIG. 4 is a sectional view taken along line 4-4 of FIG. (A) is the sectional view on the 5a-5a line of FIG. 3, (b) is the sectional view on the 5b-5b line of FIG. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is a sectional view taken along line 7-7 in FIG. 3. FIG. 8 is a view taken in the direction of arrow 8 in FIG. 3. It is a disassembled perspective view which shows the left side member part of FIG. FIG. 10 is a view taken in the direction of arrow 10 in FIG. 3. FIG. 11 is a view taken in the direction of arrow 11 in FIG. 3. (A) is the sectional view on the 12a-12a line of FIG. 11, (b) is the sectional view on the 12b-12b line of FIG. It is a disassembled perspective view which shows the left connection member of FIG. It is a perspective view which shows the vehicle width direction inner half part among the left connection members of FIG. It is a perspective view which shows the vehicle width direction outer half part among the left connection members of FIG. It is a figure explaining the example which a load inputs into the left connection member concerning this invention from the vehicle body front. It is a figure explaining the example which supports a load in the upper center coupling | bond part of the left connection member which concerns on this invention. It is a figure explaining the example which supports a load with the lower bulk member 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 front body (vehicle front structure) 10 according to an embodiment will be described.
As shown in FIGS. 1 and 2, the front vehicle body 10 of the vehicle is provided on the outer side in the vehicle width direction of the left and right front side frames 12 extending in the longitudinal direction of the vehicle body and the left and right front side frames 12. The left and right front upper members 13 and the front bulkhead 15 provided between the front end portions 12a of the left and right front side frames 12 are provided.

  Further, the front vehicle body 10 of the vehicle includes a left connecting member (connecting member) 17 that connects the left front side frame 12 and the left front upper member 13, and a right connection that connects the right front side frame 12 and the right front upper member 13. And a member (connecting member) 17.

  Since the front vehicle body 10 of the vehicle is formed substantially symmetrically, hereinafter, the same reference numerals are given to the left member (including the part) and the right member (including the part) of the front vehicle body 10 of the vehicle. Description of the member (part) on the right side is omitted.

The left front side frame 12 is provided at a predetermined interval in the vehicle width direction with respect to the right front side frame 12 on the front left side of the vehicle.
The right front side frame 12 is provided on the front right side of the vehicle.
The left front side frame 12 is an aggregate in which the rear end portion 12b is connected to the left floor frame 21 by extending in the vehicle body longitudinal direction.
Further, the inclined rear end 12 c of the left front side frame 12 is connected to the left side sill (aggregate) via the left outrigger 22.

As shown in FIG. 3, the left front side frame 12 includes a frame top portion 26, a frame outer wall portion (outer wall) 27, a frame inner wall portion 28, a frame bottom portion 29, and a front bracket 31.
The frame top portion 26, the frame outer wall portion 27, the frame inner wall portion 28 and the frame bottom portion 29 form a frame portion 25 having a substantially rectangular cross section.
A front bracket 31 is provided at a front end portion (front end portion) 25 a of the frame portion 25.

As shown in FIGS. 3 and 4, the front bracket 31 includes a bracket front wall portion 32, a mounting portion 33 provided on the bracket front wall portion 32, and a peripheral wall portion 34 provided on the outer periphery of the bracket front wall portion 32. And have.
With the peripheral wall portion 34 of the front bracket 31 inserted into the tip opening 25 b of the frame portion 25, the outer wall portion 35 (see also FIG. 13) of the peripheral wall portion 34 is fastened to the frame outer wall portion 27 with fastening bolts (fastening members) 37. Has been.
The left connecting member 17 is integrally fastened to the frame outer wall portion 27 and the outer wall portion 35 by using the fastening bolt 37.
The left connecting member 17 will be described in detail later.

The bracket front wall portion 32 is provided at a position slightly protruding from the front end portion 25 a of the frame portion 25.
In this state, the front end opening 25 b of the frame portion 25 is closed by the front bracket 31.
A mounting portion 33 is provided on the bracket front wall portion 32 slightly protruding from the front end portion 25 a of the frame portion 25.
The attachment portion 33 is a member to which the pulling eye bolt 38 can be attached.

As shown in FIG. 1, the left front upper member 13 is provided on the vehicle width direction outer side (left side) of the left front side frame 12, and the rear end portion 13 a is connected to the left front pillar 41.
The left front upper member 13 includes an upper member portion 42 that extends downward from the left front pillar 41 toward the front of the vehicle body, and a lower member portion 43 that extends downward from the upper member portion 42 to the vehicle body.

  The lower member portion 43 is provided in a substantially vertical shape by being curved from the upper member portion 42 toward the front lower side, and is provided on the outer side in the vehicle width direction from the front end portion 12a of the left front side frame 12. .

As shown in FIGS. 4 and 5, the lower member portion 43 is formed in an inclined shape so that the lower end portion 44a of the front member portion 44 is inclined downward toward the rear of the vehicle body at an inclination angle of the inclination angle θ1. ing.
By forming the front member portion 44 in an inclined shape, the thickness dimension T1 in the vehicle body front-rear direction can be kept small at the lower end portion 43a of the lower member portion 43.

  The lower member portion 43 includes a front member portion 44 on the vehicle body front side, a rear member portion 45 on the vehicle body rear side, an inner flange 46 projecting inward in the vehicle width direction from the front member portion 44 and the rear member portion 45, And an outer flange 51 projecting outward from the member portion 44 and the rear member portion 45 in the vehicle width direction.

The front member portion 44 is provided on the vehicle body front side of the rear member portion 45 and has a substantially U-shaped cross section.
The front member portion 44 is formed in an inclined shape so that the lower end portion 44a is inclined downward at the inclination angle θ1 toward the rear of the vehicle body.
By forming the front member portion 44 in an inclined shape, it is possible to suppress the thickness dimension of the lower member portion 43a of the lower member portion 43 so that the thickness dimension is gradually reduced downward in the vehicle longitudinal direction.

  The rear member portion 45 is provided on the vehicle body rear side of the front member portion 44 so as to face the front member portion 44 and has a substantially U-shaped cross section.

  The inner flange 46 is a flange in which an inner projecting piece 47 projecting inward in the vehicle width direction of the front member portion 44 and an inner projecting piece 48 projecting inward in the vehicle width direction from the rear member portion are joined. is there.

  The outer flange 51 is a flange in which an outer projecting piece 52 projecting outward in the vehicle width direction of the front member portion 44 and an outer projecting piece 53 projecting outward from the rear member portion in the vehicle width direction are joined. is there.

As shown in FIG. 1, the front bulkhead 15 is disposed between the front end portions 12a of the left and right front side frames 12, and is formed in a substantially rectangular shape when viewed from the front.
The front bulkhead 15 includes a left side stay (side stay) 56 provided at the front end 12 a of the left front side frame 12 and a right side stay (side stay) provided at the front end 12 a of the right front side frame 12. 56, an upper bulk member 57 spanned between the upper end portions of the left and right side stays 56, and a lower bulk member 58 spanned between the lower end portions 56a of the left and right side stays 56.

The front bulkhead 15 is provided with a radiator and a condenser as cooling system components.
This radiator is a heat exchanger for cooling engine coolant with outside air (air).
A capacitor | condenser cools and liquefies the refrigerant gas for air conditioners, for example.

  As shown in FIG. 3, the left side stay 56 is provided so as to intersect the front end portion 12 a of the left front side frame 12, and the lower end portion 56 a is connected to the upper surface (upper portion) 58 a of the lower bulk member 58.

As shown in FIGS. 1 and 2, the lower bulk member 58 is connected to the lower end portions 56 a of the left and right side stays 56 and the lower end portions 43 a of the left and right lower member portions 43.
The lower bulk member 58 includes a central member portion 61 provided between the lower end portions 56a of the left and right side stays 56, and a left member portion 66 extending outward from the left end portion 61a of the central member portion 61 in the vehicle width direction. The right member portion 66 bulges outward from the right end portion 61b of the central member portion 61 in the vehicle width direction.

As shown in FIG. 6, the central member portion 61 has a substantially rectangular closed cross section formed by a thin beam member 62 having a substantially U-shaped cross section and a thin cover member 64 covering the upper opening 63 of the beam member 62. Is formed.
The beam member 62 and the lid member 64 are formed of a thin plate material so that the plate thickness dimension T2 is smaller than the plate thickness T3 (see FIG. 5A) of the left end front wall portion (front wall portion) 68. Has been.

A front bent piece 64b of the lid member 64 is joined to the front upper piece 62a of the beam member 62 by welding, and a rear bent piece 64c of the lid member 64 is joined to the rear upper piece 62b of the beam member 62 by welding.
Accordingly, the central member 61 is formed in a substantially rectangular closed cross section by the beam member 62 and the lid member 64.
By forming the central member 61 in a substantially rectangular closed cross section, the rigidity of the central member 61 can be secured even if the beam member 62 and the lid member 64 are formed of thin plates.

As shown in FIGS. 7 and 8, the left member portion 66 includes a left beam portion 67 formed in a thin plate having a substantially L-shaped cross section, and a left end front wall portion 68 provided at a left end portion 67 a of the left beam portion 67. A left rear wall portion (rear wall portion) 69 provided behind the left beam portion 67 in the vehicle body, and a thin plate left lid portion 72 that covers the left beam portion 67 and the left upper opening 71 of the left rear wall portion 69. I have.
The left member portion 66 is formed of a left beam portion 67, a left rear wall portion 69 and a left lid portion 72 in a substantially rectangular closed cross section.

As shown in FIGS. 7 and 9, the left beam portion 67 is a portion formed integrally with the beam member 62, and extends outward from the left end portion 62 c of the beam member 62 in the vehicle width direction.
The left beam portion 67 is formed with a plate thickness dimension T2 smaller than the plate thickness T3 of the left end front wall portion 68 (see FIG. 5A).
The left beam portion 67 is formed in a substantially L-shaped cross section at the front wall 67b and the bottom portion 67c, and an end portion 67d of the bottom portion 67c is joined to the bottom portion 69b of the left rear wall portion 69 by welding.

The left rear wall portion 69 is provided so as to connect the inner flange 46 and the left side stay 56 of the front member portion 44.
The left rear wall 69 is formed in a substantially Z-shaped cross section at the rear wall 69a, the bottom 69b, and the top 69c by bending a high-strength steel plate (high tension) having a thickness T4.
The plate thickness dimension T4 of the left rear wall portion 69 is substantially the same as the plate thickness dimension T2 of the left beam portion 67.

A top portion 69c of the left rear wall portion 69 is joined to the rear side 72a of the left lid portion 72 by welding.
In a state where the top portion 69c is joined to the rear side 72a, an overhanging piece 69g is provided on the rear side of the vehicle body from the rear side 72a of the left side lid portion 72.
The overhanging piece 69g is a piece overhanging the vehicle body rearward from the top portion 69c.

As shown in FIGS. 8 and 10, the upper surface 58 a of the lower bulk member 58 is formed by the projecting piece 69 g and the upper surface 64 a of the lid member 64.
The upper surface 58a is reinforced by a reinforcing bracket 76 from below.
A lower end portion 56 a of the left side stay 56 is connected to the upper surface 58 a of the lower bulk member 58.

The upper surface 58 a faces the space 77 on the upper side. By causing the upper surface 58a to face the space 77, a wide (large) securing portion of the lower end portion 56a can be secured on the upper surface 58a.
Therefore, the lower end part 56a can be secured large by connecting the lower end part 56a of the left side stay 56 to the upper surface 58a.
As a result, the left side stay 56 can be increased in size, the rigidity of the front bulkhead 15 can be increased, and the rigidity of the front body 10 of the vehicle can be increased.

As shown in FIGS. 7 and 9, the left rear wall portion 69 includes a left rear wall (rear wall portion) 69d that forms the left end portion of the rear wall 69a and a left bottom portion 69e that forms the left end portion of the bottom portion 69b. Have.
The left rear wall 69d has a protruding piece 69f protruding upward.
The left rear wall 69d has a protruding piece 69f provided at the lower end portion 46a of the lower member portion 43 (inner flange 46).

The left lid portion 72 is a portion formed integrally with the lid member 64, and extends outward from the left end portion 64 d of the lid member 64 in the vehicle width direction.
The left lid 72 has a left end lid 72c that has a thickness T2 smaller than the plate thickness T3 (see FIG. 5) of the left end front wall 68 and forms the left end.
In the left lid portion 72, a front bent piece 72b is joined to an upper side 67e of the front wall 67b by welding.

As described above, the bottom portion 67c (end portion 67d) of the left beam portion 67 is joined to the bottom portion 69b of the left rear wall portion 69 by welding, and the top portion 69c of the left rear wall portion 69 is the rear side 72a of the left lid portion 72. Are joined by welding.
Further, the front bent piece 72b of the left side lid portion 72 is joined to the front wall 67b (upper side 67e) of the left side beam portion 67 by welding.
Accordingly, the left member portion 66 is formed in a substantially rectangular closed cross section by the left beam portion 67, the left rear wall portion 69 and the left lid portion 72.

The left rear wall 69 of the left member 66 is formed of a high-strength steel plate, and the lower member 43 and the left side stay 56 are connected by the left rear wall 69.
Therefore, the rigidity of the left member portion 66 can be increased.
Thereby, the collision reaction force with respect to the vehicle can be increased, and the collision load (absorption amount of collision energy) can be improved.

As shown in FIGS. 5 and 8, the left end front wall portion 68 has a plate thickness dimension T <b> 3 larger than the plate thickness dimension T <b> 2 of the beam member 62 and the lid member 64 (see FIG. 6).
The left end front wall portion 68 is provided on the vehicle body front side of the left rear wall (rear wall portion) 69d so as to face the left rear wall (rear wall portion) 69d.

The upper side 68a of the left end front wall portion 68 is joined to the front bent piece 72d of the left end lid portion 72c by welding, and the bottom portion 68b of the left end front wall portion 68 is joined to the left bottom portion 69e by welding.
Further, the inner side 68c of the left end front wall portion 68 is joined to the left end portion 67a of the left beam portion 67 by welding.
Furthermore, the outer side 68d of the left end front wall portion 68 is joined to the lower end portion 51a of the outer flange 51 by welding.

In addition, the rear bent piece 72e of the left end lid part 72c is joined to the lower end part 46a of the inner flange 46 by welding together with the projecting piece 69f.
Therefore, the left end front wall portion 68, the left bottom portion 69e, the left rear wall 69d, and the left end lid portion 72c form a lower member left end portion (end portion) 74 having a substantially rectangular cross section.
The lower member left end portion 74 is a portion constituting the end portion of the lower bulk member 58 and is provided so as to be overlapped with the lower end portion 44a of the left front member portion 44 from the front side of the vehicle body.

Here, since the front member portion 44 is formed in an inclined shape, the thickness dimension T1 in the vehicle body front-rear direction at the lower end portion 43a of the lower member portion 43 is kept small.
Therefore, the lower member left end portion 74 can be provided on the rear side of the vehicle body by overlapping the lower member left end portion (end portion) 74 on the lower end portion 44a of the left front member portion 44 from the vehicle body front side.

The lower bulk member 58 is formed of a central member portion 61 and left and right side member portions 66. The central member 61 is formed by a beam member 62 and a lid member 64 in a substantially rectangular closed cross section.
The central member portion 61 can be formed by press molding.
Further, the left and right member portions 66 are formed by a left beam portion 67, a left end front wall portion 68, a left rear wall portion 69, and a left lid portion 72 in a substantially rectangular closed cross section.
The left and right member portions 66 can be formed by press molding.

Therefore, the lower bulk member 58 can be formed by press molding.
Thereby, the freedom degree at the time of determining a shape can be raised compared with the case where the lower bulk member 58 is shape | molded with steel round pipes (steel pipe).
As a result, the lower bulk member 58 can be press-molded according to the outer shape of the power source (engine, transmission, etc.) 18 (see FIG. 2), and the interval S between the lower bulk member 58 and the power source 18 can be increased. Can be small.
By reducing the distance between the lower bulk member 58 and the power source 18, the lower bulk member 58 can be brought closer to the power source 18 (see FIG. 2).

Thus, the lower end portion 43a of the lower member portion 43 can suppress the thickness dimension T1 in the longitudinal direction of the vehicle body and can provide the lower member left end portion 74 at the rear of the vehicle body.
Furthermore, the lower bulk member 58 can be brought closer to the power source 18 (see FIG. 2) by forming the lower bulk member 58 by press molding.
By providing the lower member left end 74 at the rear of the vehicle body and bringing the lower bulk member 58 closer to the power source 18, the overall length of the vehicle body can be kept small.

Furthermore, the rigidity of the left end front wall portion 68 can be ensured by forming the plate thickness T3 of the left end front wall portion 68 of the left member portion 66 of the lower bulk member 58 larger than the beam member 62 and the lid member 64.
Thereby, when a pedestrian's leg hits the left end front wall part 68 from the front of the vehicle body, the deformation of the left end front wall part 68 can be suppressed and the lower side of the leg part can be prevented from being locally transferred below the vehicle. .

On the other hand, a substantially rectangular closed section was formed by the beam member 62 and the lid member 64 of the central member portion 61 of the lower bulk member 58. Therefore, the rigidity of the central member portion 61 can be ensured in a state where the plate thickness dimension T2 of the beam member 62 and the lid member 64 is kept small.
Thereby, when the leg part of a pedestrian hits the central member part 61, the deformation | transformation of the central member part 61 can be suppressed and it can prevent that the lower side of a leg part is locally transferred below the vehicle.

In this way, the central member 61 is formed with a substantially rectangular closed cross section by the beam member 62 and the lid member 64 to increase the rigidity, whereby the plate thickness of the central member portion 61 (that is, the beam member 62 and the lid member 64) is increased. It was possible to keep the dimension T2 small.
Thereby, the rigidity of the lower bulk member 58 can be secured, and the weight of the lower bulk member 58 can be reduced.

As shown in FIGS. 3 and 11, the left connecting member 17 is provided above the left member portion 66.
The left connecting member 17 is a member that connects the left front side frame 12 and the front member portion 44 of the left front upper member 13.
The left connecting member 17 includes a front connecting portion (front portion) 81 provided in front of the vehicle body and a rear connecting portion (rear portion) 82 provided on the rear side of the vehicle body of the front connecting portion 81.

As shown in FIG. 12, the left connecting member 17 is formed by a front connecting portion 81 and a rear connecting portion 82 in a closed cross section having a fixed shape (substantially square) in the longitudinal direction.
By forming the left connecting member 17 in a closed cross section having a fixed shape (substantially square), the rigidity of the left connecting member 17 can be increased.

Thereby, when it collides with a vehicle etc., the load input into the left connection member 17 from the vehicle body front can be supported by the left connection member 17.
Further, the plate thickness dimension T6 of the rear connecting portion 82 is made smaller than the plate thickness dimension T5 of the front connecting portion 81.
Therefore, the weight of the rear connecting portion 82 can be reduced.

  In this way, the left connecting member 17 is formed in a closed cross section having a fixed shape (substantially square), and the thickness T6 of the rear connecting portion 82 is made smaller than that of the front connecting portion 81, whereby the rigidity of the left connecting member 17 is increased. And the weight of the rear connecting portion 82 can be reduced.

As shown in FIGS. 3 and 11, the left connecting member 17 is configured such that the upper center connecting portion (connecting portion) 84 a of the upper connecting portion 84 of the front connecting portion 81 and the rear connecting portion 82 has an inclination angle θ <b> 2 toward the vehicle body rear outer side. It is extended in an oblique straight line.
Further, the lower coupling portion 85 (see also FIG. 13) of the front coupling portion 81 and the rear coupling portion 82 extends linearly along the vehicle width direction.
The reason why the upper center coupling portion 84 is extended in an oblique straight line will be described in detail later.

As shown in FIGS. 12 and 13, the front connecting portion 81 includes a front connecting wall portion 87 formed in a substantially rectangular shape when viewed from the front and a front side bent from the upper side 87 a of the front connecting wall portion 87 toward the rear of the vehicle body. The upper connection part 88 and the front lower connection part 89 bent toward the vehicle body rear side from the lower side 87b of the front connection wall part 87 are provided.
The front connecting part 81 has a plate thickness dimension T5 and is set to be larger than the plate thickness dimension T6 of the rear connecting part 82.

The front connecting wall portion 87 is formed in a substantially rectangular shape in front view with an upper side 87a, a lower side 87b, an inner side 87c, and an outer side 87d, and is provided substantially vertically.
In the front connection wall portion 87, a front fastening flap 91 is bent from the inner side 87c toward the front of the vehicle body, and a front joint flap 92 projects from the outer side 87d toward the outside in the vehicle width direction.

A mounting hole 91 a is formed in the front fastening flap 91.
The mounting hole 91a is formed coaxially with the through hole 27a formed in the frame outer wall portion 27 of the frame portion 25 and the support hole 35a formed in the outer wall portion 35 of the front bracket 31 (peripheral wall portion 34). ing.

As shown in FIG. 4, a welding nut 94 is welded to the inner surface 35 b of the outer wall portion 35.
The welding nut 94 is coaxially formed with respect to the support hole 35a.
Therefore, the screw portion 37a of the fastening bolt 37 is inserted into the attachment hole 91a, the through hole 27a, and the support hole 35a from the front fastening flap 91 side, and the inserted screw portion 37a is screwed to the welding nut 94.

Thereby, the front fastening flap 91 is fastened together with the fastening bolt 37 together with the outer wall part 35 of the front bracket 31 (the peripheral wall part 34) to the frame outer wall part 27.
That is, the front fastening flap 91 is integrally fastened to the frame outer wall portion 27 and the outer wall portion 35 using the fastening bolts 37.

Here, the attachment portion 33 provided on the front bracket 31 is a member to which a pulling eye bolt 38 (see FIG. 3) can be attached.
The towing eye bolt 38 is a bolt used for towing the vehicle. Therefore, a member having a relatively high strength (rigidity) is used for the front bracket 31 to which the eyebolt 38 for traction is attached.

By using the front bracket 31 to fasten the left connecting member 17 to the frame outer wall portion 27 of the left front side frame 12 with the fastening bolt 37, the fastening bolt 37 can be firmly connected to the frame outer wall portion 27.
Further, by fastening the left connecting member 17 together using the fastening bolt 37, the strength (rigidity) of the portion of the frame outer wall portion 27 to which the left connecting member 17 is connected can be secured.
Thereby, compared with the case where the left connecting member 17 is fixed to the frame outer wall portion 27 by welding, it is not necessary to increase the number of welding points, so that the welding cost can be reduced and the cost can be suppressed.

On the other hand, the front connecting wall 87 is provided with a front joining flap 92 on the outer side in the vehicle width direction with respect to the front fastening flap 91.
The front joint flap 92 is joined to the front member portion 44 by welding.

As shown in FIGS. 11 and 13, the front upper connecting portion 88 has a front inner end portion 88a formed in a width dimension W1, and a front outer end portion 88b formed in a width dimension W2.
Further, the front upper connecting portion 88 is extended in a slanting straight line so that an intermediate rear side 88d of the rear side 88c becomes an inclination angle θ2 from the front inner end portion 88a toward the front outer end portion 88b toward the rear outer side of the vehicle body. ing.
The middle rear side 88d is a side between the front inner end 88a and the front outer end 88b in the rear side 88c.

Further, the front inner joint protrusion 101 is bent upward from the inner side 88e of the front upper connecting portion 88. The front inner joint protrusion 101 is joined to the frame outer wall portion 27 of the frame portion 25 (left front side frame 12) by welding (see FIG. 14).
Further, the front outer joint protruding piece 102 is bent upward from the outer side 88 f of the front upper connecting portion 88. The front and outer joint protrusions 102 are joined to the lower member portion 43 (the inner wall 44b of the front member portion 44) by welding (see FIG. 15).

In addition, the first front / rear joining projection piece 103, the second front / rear joining projection piece 104, and the third front / rear joining projection piece 105 are bent upward from the rear side 88c of the front upper coupling portion 88.
The first front and rear joint protrusions 103 and the second front and rear joint protrusions 104 are joined to a first rear front joint protrusion 123 and a second rear front joint protrusion 124 (described later) by welding (see FIG. 14). .
Further, the third front / rear joining projection piece 105 is joined to the rear upper joining projection piece 117 by welding (see FIG. 15).

As shown in FIGS. 14 and 15, the front lower connecting portion 89 is formed with a constant width W3 from the inner end portion 89a to the outer end portion 89b.
The front lower inner joint protruding piece 107 is bent downward from the inner side 89c of the front lower connecting portion 89. The front lower inner joint protrusion 107 is joined to the frame outer wall portion 27 of the frame portion 25 (the left front side frame 12) by welding.

  Further, the front lower outer joint protrusion 108 is bent downward from the outer side 89d of the front lower connecting portion 89. The front lower outer joint protrusion 108 is joined to the lower member portion 43 (the inner wall 44b of the front member portion 44) by welding.

Further, the front lower rear joining projection piece 109 is bent in an inclined manner from the rear side 89e of the front lower connecting portion 89 toward the front lower side.
The front lower rear joint protrusion piece 109 is joined to the rear lower joint protrusion piece 118 (described later) by welding.

As shown in FIGS. 11 and 15, the front connecting portion 81 has a front inner end 88a of the front upper connecting portion 88 formed in a width dimension W1, and a front outer end 88b formed in a width dimension W2.
Here, the width dimension W2 of the front outer end portion 88b is larger than the width dimension W1 of the front inner end portion 88a.
Therefore, the front connecting portion 81 is set such that the coupling range H1 (in the longitudinal direction of the vehicle body) to the lower member portion 43 is larger than the coupling range H2 to the left front side frame 12.

The front connecting portion 81 has a plate thickness dimension T5 (see FIG. 12) and is set to be larger than the plate thickness dimension T6 (see FIG. 12) of the rear connecting portion 82.
Thereby, the lower member portion 43 can be firmly supported by the front connecting portion 81 to ensure the rigidity of the lower member portion 43.

As shown in FIGS. 12 and 13, the rear connecting portion 82 is a rear connecting wall portion 111 formed in a substantially rectangular shape when viewed from the front, and after being bent from the upper side 111 a of the rear connecting wall portion 111 toward the front of the vehicle body. And an upper connecting portion 112.
The rear connecting portion 82 has a plate thickness dimension T6 and is set to be smaller than the plate thickness dimension T5 of the front connecting portion 81.

  The rear connecting wall 111 is formed in a substantially rectangular shape when viewed from the front with an upper side 111a, a lower side 111b, an inner side 111c, and an outer side 111d, and is inclined at an inclination angle θ3 from the upper side 111a to the lower side 111b toward the front lower side of the vehicle body. Is provided.

The rear inner joining piece 115 is bent from the inner side 111c of the rear connecting wall portion 111 toward the rear of the vehicle body. The rear inner joint piece 115 is joined to the frame outer wall portion 27 of the frame portion 25 (the left front side frame 12) by welding (see also FIG. 8).
Further, the rear outer joining piece 116 is bent from the outer side 111d of the rear connecting wall portion 111 toward the rear of the vehicle body. The rear outer joining piece 116 is joined to the lower member portion 43 by welding.

Further, a rear upper joint protrusion 117 projects upward from the outer end 111e of the upper side 111a of the rear connection wall 111.
The rear upper joint protrusion 117 is joined to the third front / rear joint protrusion 105 of the front upper connecting portion 88 (rear side 88c) by welding.

In addition, a rear lower joining projection piece 118 (see also FIG. 8) is bent along the front lower rear joining projection piece 109 from the lower side 111b of the rear connection wall portion 111 toward an obliquely forward downward direction.
The rear lower joint protrusion 118 is joined to the front lower rear joint protrusion 109 by welding.
The lower joint 85 is configured by joining the rear lower joint protrusion 118 and the front lower rear joint protrusion 109. The lower coupling portion 85 extends linearly along the vehicle width direction.

As shown in FIGS. 11 and 13, the rear upper connecting portion 112 has an inner side 112c formed in a width dimension W4 and an outer side 112d connected to the lower member portion 43 via the rear connecting wall portion 111 (rear outer connecting piece 116). Are joined by welding.
The inner side 112c is located behind the vehicle body from the inner side 88e of the front upper connection part 88. The rear upper connection part 112 has a front upper inclined side 112b on the front upper side 112a.
The front upper inclined side 112b extends in a slanting straight line along the intermediate rear side 88d of the front upper connecting portion 88 toward the rear rear side of the vehicle body so as to have an inclination angle θ2.

  A pair of rear upper inner joint protrusions 121 are bent upward from the inner side 112c of the rear upper connecting portion 112. The pair of rear upper inner joint protrusions 121 are joined to the frame outer wall portion 27 of the frame portion 25 (left front side frame 12) by welding.

In addition, the first rear front joint protrusion 123 and the second rear front joint protrusion 124 are bent upward from the front upper side 112a of the rear upper connecting portion 112.
The first rear front joining projection piece 123 is joined to the first front / rear joining projection piece 103 of the front upper connecting portion 88 (rear side 88c) by welding.
In the second rear front joint projection piece 124, the second front and rear joint projection piece 104 of the front upper connecting portion 88 (rear side 88c) is joined by welding.

The first rear front joining projection piece 123 and the first front / rear joining projection piece 103 are joined, and the second rear front joining projection piece 124 and the second front / rear joining projection piece 104 are joined.
Further, the rear upper joint projection piece 117 and the third front / rear joint projection piece 105 are joined.
By joining the protruding pieces, the upper coupling portion 84 of the front coupling portion 81 and the rear coupling portion 82 is formed.

Further, by joining the second rear front joining projecting piece 124 and the second front / rear joining projecting piece 104, the upper center joint part (joint part) 84a of the upper joint part 84 is inclined toward the rear outer side of the vehicle body at an inclination angle θ2. It extends in a diagonal line.
The upper center coupling portion 84a is a coupling portion located at the center in the vehicle width direction of the upper coupling portion 84.
The upper center connecting portion 84 a is a protruding portion (flange) protruding above the front upper connecting portion 88 and the rear upper connecting portion 112.
The reason why the upper center coupling portion 84a is extended obliquely at an inclination angle θ2 will be described in detail later.

The rear upper coupling portion 112 has an inner side 112c formed to have a large width W4, and an outer side 112d joined to the lower member portion 43 by welding via the rear coupling wall portion 111 (rear outer joining piece 116).
Therefore, the rear connecting portion 82 is set such that the coupling range H3 (in the longitudinal direction of the vehicle body) to the left front side frame 12 is larger than the coupling range H4 (in the longitudinal direction of the vehicle body) to the lower member portion 43.

The rear connecting portion 82 has a plate thickness dimension T6 and is set to be smaller than the plate thickness dimension T5 of the front connecting portion 81.
Therefore, when a load is input to the front end portion 12a of the left front side frame 12 from the front of the vehicle, the rear connecting portion 82 can be suitably deformed.
Thereby, there is no possibility of suppressing the left front side frame 12 from being compressed and deformed (collapsed) by the input load at the rear part.

As shown in FIG. 12, the rear connecting wall portion 111 of the rear connecting portion 82 is formed so as to be inclined at an inclination angle θ3 from the upper side 111a to the lower side 111b toward the lower front of the vehicle body.
By tilting the rear connection wall 111 downward in the front direction of the vehicle body, the thickness dimension in the vehicle longitudinal direction at the lower portion 17a of the left connection member 17 is substantially equal to the width dimension W3 of the rear connection wall portion 111 (front lower connection portion 89). Can be reduced to the same dimensions.

Here, as shown in FIG. 15, the outer end portion 17 b of the left connecting member 17 is provided on the inner side wall 44 b of the lower member portion 43.
Accordingly, the thickness dimension T7 of the lower member 43 in the vehicle front-rear direction can be reduced according to the left connecting member 17.

Wheels (not shown) are arranged behind the vehicle body of the lower member portion 43.
Therefore, by reducing the thickness dimension T7 of the lower member portion 43 in the longitudinal direction of the vehicle body, the front surface 43b of the lower member portion 43 can be brought closer to the wheel side, and the overall length of the vehicle body can be kept small.

Next, an example in which the load F1 is input to the left connecting member 17 from the front of the vehicle body will be described with reference to FIG.
As shown in FIG. 16, when the vehicle collides with a vehicle or the like, a load F1 is input to the left connecting member 17 from the front of the vehicle body.
Here, the rigidity of the left connecting member 17 is enhanced by forming the left connecting member 17 (the front connecting portion 81 and the rear connecting portion 82) in a closed cross section having a fixed shape (substantially square).
Thereby, the load F <b> 1 input from the front of the vehicle body can be supported by the left connecting member 17.

  Next, an example in which the rigidity and noise / vibration performance (NV performance) of the left front side frame 12 and the left front upper member 13 are secured by the flange-shaped upper center coupling portion 84a provided in the left connecting member 17 based on FIG. explain.

As shown in FIG. 17, a power source (for example, an engine, a transmission, etc.) 18 is provided on the left front side frame 12 via an attachment member.
Therefore, the vibration of the power source 18 may be transmitted to the left front side frame 12 and the left front upper member 13 through the mounting member. In this case, it is considered that the front end portion 12a is swung in the vehicle width direction with the base portion of the left front side frame 12 as a fulcrum, and a swinging force in the direction of arrow A is generated at the front end portion 12a of the left front side frame 12. .

Here, the left connecting member 17 has a flange above the front upper connecting portion 88 and the rear upper connecting portion 112, that is, the upper center connecting portion 84a (the second rear front connecting protrusion 124 and the second front / rear connecting protrusion 104). It is protruding.
The flange-shaped upper center coupling portion 84a is provided along the direction of the arrow A by extending in an oblique linear shape with an inclination angle θ2 toward the rear outer side of the vehicle body.
Further, the flange-shaped upper center joint portion 84a is formed with high strength because the two rear projecting pieces (flange) of the second rear front joint projecting piece 124 and the second front / rear joint projecting piece 104 are joined by welding. Yes.

Therefore, the swinging force in the direction of arrow A generated at the front end portion 12a of the left front side frame 12 can be effectively supported by the flange-shaped upper center coupling portion 84a.
Accordingly, the left front side frame 12 and the left front upper member 13 can be prevented from being relatively displaced, and the left front side frame 12 and the left front upper member 13 can be prevented from being twisted.
Therefore, the rigidity and noise / vibration performance (NV performance) of the left front side frame 12 and the left front upper member 13 can be suitably ensured.

By the way, as for the rear upper connection part 112, the inner side 112c is formed large in the width dimension W4.
Therefore, the rear connecting portion 82 is set such that the coupling range H3 (in the longitudinal direction of the vehicle body) to the left front side frame 12 is larger than the coupling range H4 (in the longitudinal direction of the vehicle body) to the lower member portion 43.
Therefore, the coupling range of the front upper connecting portion 88 to the left front side frame 12 in the front-rear direction of the vehicle body can be reduced.

The plate thickness dimension T6 of the rear connection portion 82 (rear upper connection portion 112) is set smaller than the plate thickness dimension T5 of the front connection portion 81 (front upper connection portion 88) (see FIG. 12A).
Therefore, the rear connecting portion 82 can be suitably deformed by the load F2 input to the front end portion 12a of the left front side frame 12.
Thereby, the left front side frame 12 can be suitably compressed and deformed (collapsed) with the input load F2, and the load F2 can be absorbed.

Next, an example in which a load input from the front of the vehicle body is supported by the lower bulk member 58 will be described with reference to FIG.
As shown in FIG. 18, when a pedestrian's leg hits the central member 61 of the lower bulk member 58, a load F <b> 4 is input to the central member 61 from the front of the vehicle body.
Here, the central member portion 61 is formed by a beam member 62 and a lid member 64 in a substantially rectangular closed cross section.

Therefore, the rigidity of the central member 61 is ensured in a state where the plate thickness dimension T2 (see FIG. 6) of the beam member 62 and the lid member 64 is kept small.
Thereby, when the leg part of a pedestrian hits the central member part 61, the deformation | transformation of the central member part 61 can be suppressed and it can prevent that the lower side of a leg part is locally transferred below the vehicle.

Further, when a pedestrian's leg hits the left end front wall portion 68 of the lower bulk member 58, a load F5 is input to the left end front wall portion 68 from the front of the vehicle body.
Here, the plate thickness T3 (see FIG. 5A) of the left end front wall portion 68 is formed to be larger than the beam member 62 and the lid member 64.

Thus, the rigidity of the left end front wall portion 68 is ensured by forming the plate thickness T3 of the left end front wall portion 68 larger than the beam member 62 and the lid member 64.
As a result, when the pedestrian's leg hits the left end front wall 68 from the front of the vehicle body, deformation of the left end front wall 68 is suppressed and the lower side of the leg is prevented from being locally transferred below the vehicle. it can.

The front vehicle body of the vehicle according to the present invention is not limited to the above-described embodiment, and can be changed or improved as appropriate.
For example, the front vehicle body 10, left and right front side frames 12, left and right front upper members 13, front bulkhead 15, front member portion 44, rear member portion 45, left and right side stays 56 of the vehicle shown in the above embodiment, The shapes and configurations of the lower bulk member 58, the beam member 62, the lid member 64, the left end front wall portion 68, the left rear wall portion 69, the lower member left end portion 74, and the like are not limited to those illustrated, and can be appropriately changed. .

  The present invention is suitable for application to an automobile in which front upper members are provided outside the left and right front side frames and a front bulkhead is provided between the front side frames.

  DESCRIPTION OF SYMBOLS 10 ... Front part vehicle body, 12 ... Left and right front side frame (front side frame), 12a ... Front end part of left and right front side frame, 13 ... Left and right front upper member (front upper member), 15 ... Front bulkhead 27 ... Frame outer wall part (outer wall), 43 ... Lower member part, 43a ... Lower end part of left and right lower member parts, 44 ... Front member part, 44a ... Lower end part of front member part, 45 ... Rear member part, 46 ... Inner flange , 47, 48 ... flared piece, 51 ... outer flange, 52, 53 ... flared piece, 56 ... left and right side stays (side stay), 56 a ... lower end portions of left and right side stays, 58 ... lower bulk member 58a ... upper surface (upper part), 62 ... beam member, 64 ... lid member, 68 ... left end front wall part (front wall part), 69 ... left rear wall part (rear wall part), 74 ... loam Ba left end (end portion of the lower bulk member).

Claims (5)

Front side frames provided on both sides of the vehicle body extend in the longitudinal direction of the vehicle body, a front upper member is provided on the outer side in the vehicle width direction of the front side frame, and a lower member portion of the front upper member is directed downward of the vehicle body. Extending in the vehicle width direction from the front end of the front side frame, a front bulkhead is disposed between the front end of the front side frame, and a side stay of the front bulkhead is connected to the front side A front body of a vehicle provided to intersect a front end of a frame, wherein a lower bulk member of the front bulkhead is connected to a lower end of the side stay and a lower end of the lower member;
The lower member portion is
A front member portion provided on the vehicle body front side, and a rear member portion provided on the vehicle body rear side of the front member portion,
The front member portion is formed in an inclined shape so as to incline downward toward the rear of the vehicle body,
The lower bulk member is
A beam member having a substantially U-shaped cross section between the lower ends of the side stays and a lid member covering the upper opening of the beam member are formed into a substantially rectangular closed cross section,
A front vehicle body of a vehicle, wherein an end portion of the lower bulk member is provided so as to overlap with a lower end portion of the front member portion from a front side of the vehicle body. The end of the lower bulk member is
A rear wall portion provided at a lower end portion of the front member portion;
A front wall provided on the front side of the vehicle body so as to face the rear wall,
The front wall is
The front body of a vehicle according to claim 1, wherein a plate thickness dimension is larger than that of the beam member and the lid member. The rear wall is
The vehicle front body according to claim 1 or 2, wherein the vehicle is formed of a high-strength steel plate and is provided so as to connect the lower member portion and the side stay. The end of the lower bulk member is
A rear wall portion provided at a lower end portion of the front member portion;
A front wall provided on the front side of the vehicle body so as to face the rear wall;
Have
The front wall is
The plate member is formed larger in thickness than the beam member and the lid member, and is coupled to the outer flange of the lower member portion,
The rear wall is
2. The front body of the vehicle according to claim 1, wherein the front body of the vehicle is formed of a high-strength steel plate so as to connect an inner flange of the lower member portion and the side stay.   The front body of a vehicle according to any one of claims 1 to 4, wherein the side stay is provided on an upper portion of the lid member.

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