JP2019093783A - Automobile body structure - Google Patents

Abstract

To increase an energy absorption amount at a collision initial stage of frontal collision, and also improve an automobile appearance by avoiding interference between a front wheel and a lower member.SOLUTION: Automobile body structure comprises: a front side frame 15 extending in a front-rear direction; a load receiving member 16 connected to the front end of the front side frame 15 and extending outward in a vehicle width direction; a lower member 20 extending upward and outward in the vehicle width direction from the front end of the front side frame 15; and an upper member 19 extending backward above a front wheel 37 from the outer end in the vehicle width direction, of the lower member 20 and connected to the front end of a front pillar 40, accordingly the pressure receiving area of a collision load of a frontal collision is secured by a front face of the lower member 20 in addition to the front face of the load receiving member 16, and the absorption effect of collision energy can be enhanced from the initial stage of a collision. Moreover, the lower member 20 extends upward and outward in the vehicle width direction without extending backward from the front end of the front side frame 15, so that even if the front wheel 37 is arranged in front of a vehicle body, the front wheel 37 does not interfere with the lower member 20 and an automobile appearance is improved.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle body structure of an automobile for reliably transmitting and absorbing energy of a frontal collision collision load to a front side frame and an upper member.

  A load receiving member (surface portion 59) protrudes outward in the vehicle width direction from the front end of a front side frame (front side frame 1) disposed at the front of the vehicle body of an automobile, and a lower member (connecting member 5) and an upper from this load receiving member A member (apron reinforcement 3) extending rearward and upward is known from Patent Document 1 below.

Patent No. 4617681 gazette

  By the way, when the car in the narrow offset frontal collision causes a collision load to be input to the outside in the vehicle width direction more than the front side frame, the above-mentioned conventional car receives an initial load of collision only with the load receiving member. And there is a concern that the energy absorption capacity at the beginning of the collision will be insufficient. Moreover, since the lower member extends rearward and upward from the load receiving member, if the position of the front wheel is moved to the front of the vehicle body, the lower member interferes with the rear surface of the lower member, causing the front wheel position to move backward and the appearance to deteriorate. Was a problem.

  The present invention has been made in view of the above-described circumstances, and it is an object of the present invention to increase the energy absorption amount at the initial stage of a frontal collision and to improve the appearance by avoiding interference between the front wheel and the lower member.

  In order to achieve the above object, according to the invention described in claim 1, a front side frame extending in the longitudinal direction, and a load receiving member connected to the front end of the front side frame and extending outward in the vehicle width direction A lower member extending upward from the front end of the front side frame and extending outward in the vehicle width direction; and an upper member extending rearward from the outer end in the vehicle width direction of the lower member above the front wheel and connected to the front end of the front pillar. A car body structure of an automobile is proposed.

  According to the second aspect of the invention, in addition to the configuration of the first aspect, the lower end of the lower member is connected to a ridgeline sandwiched by at least an inner wall and an upper wall of the front side frame in the vehicle width direction. A car body structure of an automobile is proposed.

  According to the invention described in claim 3, in addition to the constitution of claim 1 or claim 2, the upper member and the front side frame are connected by a damper housing, and the upper member is the damper housing and the A vehicle body structure of a motor vehicle is proposed, characterized in that it comprises at least one bend between lower members.

  According to the invention described in claim 4, in addition to the configuration of claim 3, an automobile is characterized in that the front surface of the damper housing and the rear surface of the lower member are connected by an energy absorbing member extending in the front and rear direction. Is proposed.

  Further, according to the invention described in claim 5, in addition to the constitution of any one of claims 1 to 4, the load receiving member has a width in the front and rear direction reduced toward the outer side in the vehicle width direction in plan view. A car body structure of an automobile characterized by having a triangular shape is proposed.

  Further, according to the invention described in claim 6, in addition to the configuration of any one of claims 1 to 5, the upper member has a hollow closed cross section whose dimension in the vehicle width direction is larger than the dimension in the vertical direction. A car body structure of an automobile characterized by being a member is proposed.

  According to the invention recited in claim 7, in addition to the constitution of claim 6, the front side frame is a hollow closed cross-section member whose dimension in the vertical direction is larger than the dimension in the vehicle width direction. A car body structure is proposed.

  Further, according to the invention described in claim 8, in addition to the configuration of any one of claims 1 to 7, at least a part of the upper member conforms to the outer shape of the front wheel in a side view. A car body structure of an automobile is proposed.

  Further, according to the invention described in claim 9, in addition to the configuration of any one of claims 1 to 8, the connection portion between the load receiving member and the vehicle lateral direction outer wall of the front side frame is According to another aspect of the present invention, there is provided a vehicle body structure of an automobile, wherein the connecting portion between the lower member and the front side frame substantially overlaps in the front-rear direction in a side view.

  According to the invention described in claim 10, in addition to the constitution of any one of claims 1 to 9, the load receiving member supports a rear end of a bumper beam extension, and A vehicle body structure of an automobile is proposed, comprising: a gusset connected to a rear surface of a support plate, wherein the support plate is connected to a lower end of the lower member and an inner wall in a vehicle width direction of the front side frame.

  According to the invention described in claim 11, in addition to the configuration of claim 10, the gusset is inserted into the interior of the front side frame from the outer side in the vehicle width direction, and the outer wall in the vehicle width direction of the front side frame A vehicle body structure of an automobile characterized in that it is connected to both of the vehicle width direction inner walls is proposed.

  According to the invention recited in claim 12, in addition to the constitution of claim 11, a nut for fastening a sub-frame and the gusset are connected to an inner wall of the front side frame in the vehicle width direction via a bracket. An automobile body structure is proposed.

  The bumper beam extension mounting plate 32 of the embodiment corresponds to the support plate of the present invention, and the collar nut 36 of the embodiment corresponds to the nut of the present invention.

  According to the configuration of the first aspect, the front side frame extending in the front-rear direction, the load receiving member connected to the front end of the front side frame and extending outward in the vehicle width direction, and the vehicle width direction above from the front end of the front side frame Since the lower member extending outward and the upper member extending rearward from the outer end of the lower member in the vehicle width direction to the rear of the front wheel and connected to the front end of the front pillar are provided, the front surface of the load receiving member plus the front surface of the lower member The front side frame and the upper member are efficiently crushed by securing the pressure receiving area of the frontal collision load and securely transmitting the collision load from the load receiving member and the lower member to the front side frame and the upper member from the initial stage of the collision. The impact energy absorption effect can be enhanced. Moreover, since the lower member does not extend rearward from the front end of the front side frame but extends upward and outward in the vehicle width direction, it does not interfere with the lower member even if the front wheel is disposed forward of the vehicle body, and the appearance is improved.

  According to the second aspect of the present invention, the lower end of the lower member is connected to at least a ridgeline sandwiched by the inner wall and the upper wall of the front side frame, so that the collision load is more outward in the vehicle width direction than the front side frame. Even in the case of a narrow offset front collision to be input, the upper member can not only be able to efficiently crush the upper member and absorb the collision energy, but also crush it by receiving the collision load with the lower member protruding outward from the front side frame in the vehicle width direction. The front side frame can be effectively deformed outward in the vehicle width direction by being pulled by the members to absorb collision energy.

  Further, according to the configuration of claim 3, the upper member and the front side frame are connected by the damper housing, and the upper member comprises at least one bending portion between the damper housing and the lower member. By being received by the damper housing having high strength, it is possible to reliably bend the bent portion of the upper member located in front of the damper housing to absorb collision energy.

  Further, according to the configuration of claim 4, the front surface of the damper housing and the rear surface of the lower member are connected by the energy absorbing member extending in the front and rear direction, so that the energy absorbing member is crushed at full collision in front collision to absorb collision energy. it can.

  Further, according to the configuration of the fifth aspect, the load receiving member has a triangular shape in which the width in the front-rear direction decreases toward the outer side in the vehicle width direction in plan view, so that the load receiving member can be firmly coupled to the front side frame. However, it is possible to make the load receiving member less likely to interfere with the front wheel.

  Further, according to the configuration of claim 6, since the upper member is a hollow closed cross-sectional member whose dimension in the vehicle width direction is larger than the dimension in the vertical direction, not only the lower surface of the upper member becomes difficult to interfere with the front wheel, but also the upper member Is easily deformed in the vertical direction, and the energy absorption amount is increased.

  Further, according to the configuration of claim 7, since the front side frame is a hollow closed cross section member whose vertical dimension is larger than the vehicle width direction dimension, the front member which is easily deformed in the vertical direction and the front which is easily deformed in the lateral direction The energy absorption can be stabilized in combination with the side frame.

  According to the configuration of claim 8, at least a part of the upper member follows the outer shape of the front wheel in a side view, so that the diameter of the front wheel can be secured while avoiding interference with the upper member.

  Further, according to the configuration of claim 9, the connection portion between the load receiving member and the outer wall in the vehicle width direction of the front side frame substantially overlaps the connection portion between the lower member and the front side frame in the front and rear direction in side view. In a narrow offset frontal collision where the vehicle enters the vehicle width direction outside of the front side frame, a bending load is efficiently applied from the load receiving member and the lower member to the front end of the front side frame to ensure the front side frame width. It can be bent outward to absorb collision energy.

  According to the construction of claim 10, the load receiving member comprises a support plate for supporting the rear end of the bumper beam extension and a gusset connected to the rear surface of the support plate, the support plate being the lower end of the lower member and the front side frame The load receiving member effectively applies a bending load to the front end of the front side frame at the time of a narrow offset frontal collision where the collision load is input to the outside in the vehicle width direction further than the front side frame. The front side frame can be reliably bent outward in the vehicle width direction to absorb collision energy.

  Further, according to the configuration of claim 11, the gusset is inserted from the outside in the vehicle width direction into the inside of the front side frame and connected to both the vehicle width direction outer wall and the vehicle width direction inner wall of the front side frame. The front side frame can be firmly integrated to transmit the collision load of the narrow offset frontal collision from the load receiving member to the front side frame, and the front side frame can be reliably bent and deformed.

  Further, according to the configuration of claim 12, the nut for fastening the sub-frame and the gusset are connected to the inner wall in the vehicle width direction of the front side frame via the bracket, so that the sub-frame can be firmly supported by the front side frame. In addition, it is possible to further promote the bending deformation of the front side frame at the time of the narrow offset frontal collision.

It is the figure which looked at the frame | skeleton of the vehicle body front part of a motor vehicle from diagonally left front. First Embodiment It is a 2 direction arrow line view of FIG. First Embodiment It is a three-direction arrow line view of FIG. First Embodiment It is a four-direction arrow line view of FIG. First Embodiment FIG. 5 is an exploded perspective view corresponding to FIG. 4; First Embodiment 6 is a cross-sectional view taken along line 6A-6A and line 6B-6B of FIG. 2; First Embodiment It is a figure which shows the state which removed the outer side member of the front side frame. First Embodiment It is a figure which shows the 2nd-4th embodiment corresponding to FIG.

First embodiment

  Hereinafter, a first embodiment of the present invention will be described based on FIGS. 1 to 7. In the present specification, the front-rear direction, the left-right direction (vehicle width direction), and the up-down direction are defined based on the occupant seated in the driver's seat.

  As shown in FIGS. 1 to 3, the framework of the vehicle body front part of the automobile includes a floor panel 11 forming a floor of a cabin, a dash lower panel 12 standing from the front end of the floor panel 11, and an upper end of the dash lower panel 12 And a dash upper panel 13 connected thereto. A pair of left and right side sills 14 and 14 are connected along the left and right side portions of the floor panel 11 from the left and right lower end portions of the dash lower panel 12 and a pair of left and right front sides from the connection portion between the front end of the floor panel 11 and the lower end of the dash lower panel 12 The side frames 15, 15 extend forward. A pair of left and right load receiving members 16, 16 are connected to the front ends of the left and right front side frames 15, 15, and a pair of left and right bumper beam extensions 17, 17 provided on the front of the left and right load receiving members 16, It is connected by the bumper beam 18 extended in the width direction.

  A pair of left and right upper members 19 extend from the front end of the pair of left and right front pillars 40 (see FIG. 2) to the lower front, and extend inwardly and downward from the front ends of the left and right upper members 19 Lower ends 20, 20 are connected to the left and right load receiving members 16, 16, respectively. The front ends of the left and right side sills 14, 14 and the rear ends of the left and right front side frames 15, 15 are connected by a pair of left and right outriggers 21, 21 extending in the vehicle width direction. And the front-rear direction middle portion of the left and right front side frames 15, 15 are connected by a pair of left and right damper housings 22, 22.

  As shown in FIGS. 4 to 7, the front side frame 15 linearly extending in the front-rear direction has an inner member 30 with a hat-shaped cross section and an outer member 31 with a hat-shaped cross section, with their upper flanges 30a, 31a and lower portions. The flanges 30b and 31bb are joined together to form a square closed cross section, and the vertical dimension thereof is set larger than the dimension in the vehicle width direction (see FIG. 6B). The load receiving member 16 provided at the front end of the front side frame 15 is a square plate-like bumper beam extension attachment plate 32 having a central opening, a gusset 33 having a square plate-like main body 33a, and a bumper beam extension attachment plate 32 and a pair of upper and lower triangular plate-like connecting plates 34 and 34 connecting the gusset 33. The load receiving member 16 welds the front flanges 34a, 34a of the upper and lower connecting plates 34, 34 to the upper and lower edges of the bumper beam extension mounting plate 32, and the rear flanges 34b, 34b By welding to the lower edge, it is formed in a triangular shape in which the width in the front-rear direction decreases toward the outer side in the vehicle width direction in plan view (see FIG. 3).

  The bumper beam extension mounting plate 32 of the load receiving member 16 is welded to a front flange 30 c whose inner edge in the vehicle width direction is provided at a vertically intermediate portion of the front end of the inner member 30 of the front side frame 15. The upper and lower connecting plates 34, 34 have side flanges 34c, 34c provided at their inner end in the vehicle width direction welded to the upper flange 30a and lower flange 30b of the inner member 30 of the front side frame 15. The front flange 33b provided at the front end of the main body 33a of the gusset 33 of the load receiving member 16 is welded to the outer edge of the bumper beam extension mounting plate 32 in the vehicle width direction, and extends diagonally rearward from there. In the main body 33a inserted in the notch 31c at the front end of the outer member 31, the rear flange 33c provided at the rear end is welded to the inner surface of the inner member 30 of the front side frame 15. At this time, the outer surface of the gusset 33 in the vehicle width direction is welded to the side flange 31 d protruding from the notch 31 c of the outer member 31. The outer peripheral surface of the cylindrical collar nut 36 is welded to the inner surface in the vehicle width direction of the bracket 35, and the bracket 35 is welded to the inner surface of the inner member 30 of the front side frame 15 by four flanges 35a to 35d (FIG. 7) reference). Then, the rear end of a sub-frame (not shown) is fastened with a bolt to the lower end of the collar nut 36 which opens in the bottom surface of the front side frame 15.

  The upper member 19 configured by connecting the upper member 19a and the lower member 19b having an L-shaped cross section is set to have a dimension in the vehicle width direction larger than a dimension in the vertical direction (see FIG. 6A). The lower member 20 is an inverted L-shaped hollow closed cross-section member in a front view, and is configured by connecting a front member 20a and a rear member 20b of an L-shaped cross section. The lower end portion of the lower member 20 includes a front end portion of the inner member 30 of the front side frame 15, specifically, a portion including a ridgeline sandwiched by the inner wall and the upper wall of the inner member 30; The lower member 20 is connected to the inner end portion in the vehicle width direction, and the lower member 20 is bent upward after rising upward and outward in the vehicle width direction and horizontally extended outward in the vehicle width direction. It is connected to 19d (see FIG. 5). The front surface of the bumper beam extension mounting plate 32 of the load receiving member 16 and the front surface of the lower member 20 both face forward and are aligned substantially in the same plane.

  The connection of the front side frame 15 to the load receiving member 16, that is, the side flanges 34c, 34c of the connection plates 34, 34 of the load receiving member 16 are connected to the upper flange 30a and the lower flange 30b of the inner member 30 of the front side frame 15. And the lower end of the lower member 20 to the inner member 30 of the front side frame 15 in the region R1 where the main body 33a of the gusset 33 of the load receiving member 16 is connected to the side flange 31d of the outer member 31 of the front side frame 15 The regions R2 to be connected are substantially overlapped in the front-rear direction in a side view (see FIG. 5). Further, the side view shape of the upper member 19 is curved along the outer shape of the front wheel 37 located below the upper member 19 (see FIG. 2).

  A damper housing 22 connecting the front side frame 15 and the upper member 19 includes an upper wall 22a supporting the upper end of a damper (not shown), a front wall 22b surrounding three sides of the upper wall 22a, a side wall 22c, and a rear wall 22d. A suspension arm support bracket 38 is provided to straddle the front side frame 15 and the side wall 22c. The front wall 22 b of the damper housing 22 and the rear surface of the lower member 20 are connected by an energy absorbing member 39 extending in the front-rear direction. The upper member 19 is formed with a bent portion 19e at a portion sandwiched by the damper housing 22 and the load receiving member 16 in a plan view (see FIGS. 1 to 3).

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  When the vehicle collides in the front, the collision load is transmitted from the bumper beam 18 to the bumper beam extension mounting plates 32, 32 of the load receiving members 16, 16 through the bumper beam extensions 17, 17. Because the front face of the bumper beam extension mounting plate 32 facing forward and the front face of the lower member 20 are substantially coplanar, the collision load is simultaneously input to both the front face of the bumper beam extension mounting plate 32 and the front face of the lower member 20 As a result, the energy is efficiently transmitted to the front side frame 15 and the upper member 19 for energy absorption, and the energy absorption amount can be increased from the initial stage of the collision.

  At this time, since the front surface 22b of the high strength damper housing 22 and the rear surface of the lower member 20 are connected by the energy absorbing member 39 extending in the front and rear direction, the energy absorbing member 39 is reliably crushed at the full wrap front collision to It can be absorbed.

  Further, since the lower end of lower member 20 is connected to the ridge line sandwiched by the inner wall and upper wall of inner member 30 of front side frame 15, the collision load is input to the outer side in the vehicle width direction than one front side frame 15. At the time of a narrow offset frontal collision, by receiving the collision load with the lower member 20 projecting outward from the front side frame 15 in the vehicle width direction, the upper member 19 can be efficiently crushed to not only absorb the collision energy but also to crush. The front side frame 15 is deformed outward in the vehicle width direction by being pulled by the upper member 19 so that the collision energy can be absorbed.

  Further, in the region where the load receiving member 16 is connected to the vehicle width direction outer portion of the front side frame 15, that is, the side flanges 34c, 34c of the connecting plates 34, 34 of the load receiving member 16 are of the inner member 30 of the front side frame 15. An area R1 connected to the upper flange 30a and the lower flange 30b and the main body 33a of the gusset 33 of the load receiving member 16 is connected to the side flange 31d of the outer member 31 of the front side frame 15, and the lower member 20 is front side Since the region R2 connected to the frame 15 substantially coincides with the longitudinal direction in a side view, the bending load M acts on the front end of the front side frame 15 from both the load receiving member 16 and the lower member 20 at the narrow offset frontal collision. (See Fig. 3), the front side frame It is possible to absorb the collision energy by bending outwardly.

  In particular, since the bumper beam extension mounting plate 32 of the load receiving member 16 is connected to the lower end of the lower member 20 and the inner member 30 of the front side frame 15, the load receiving member 16 bends from the load receiving member 16 to the front end of the front side frame 15 A load is applied, and the front side frame 15 can be reliably bent outward in the vehicle width direction to absorb collision energy.

  Further, since the load receiving member 16 includes the bumper beam extension mounting plate 32 and the gusset 33, the bumper beam extension mounting plate 32 and the gusset 33 are arranged in a triangular shape whose width in the front and rear direction decreases toward the outside in the vehicle width direction in plan view 3), the load receiving member 16 can be firmly coupled to the front side frame 15, and the load receiving member 16 can reliably receive a collision load.

  Further, the gusset 33 of the load receiving member 16 is inserted into the inside of the front side frame 15 from the outer side in the vehicle width direction and is connected to both the outer member 31 and the inner member 30 of the front side frame 15. The side frame 15 is firmly integrated to transmit the collision load of the narrow offset frontal collision from the load receiving member 16 to the front side frame 15, and the front side frame 15 can be surely bent and deformed to enhance the energy absorption effect.

  Further, since the collar nut 36 and the gusset 33 for fastening a sub-frame not shown are connected to the inner member 30 of the front side frame 15 via the bracket 35, the sub-frame can be firmly supported on the front side frame 15. Moreover, the bending deformation of the front side frame 15 at the time of the narrow offset frontal collision can be further promoted.

  Further, since the upper member 19 and the front side frame 15 are connected by the damper housing 22 having high strength, and the upper member 19 includes the bending portion 19 e at a position forward of the damper housing 22, the collision load input to the upper member 19 Is received by the high strength damper housing 22, the bent portion 19e of the upper member 19 can be reliably bent to absorb collision energy.

  Further, the lower member 20 does not extend rearward from the front end of the front side frame 15 but extends upward and outward in the vehicle width direction. Therefore, even if the front wheel 37 is disposed in front of the vehicle body, it does not interfere with the lower member 20 and the appearance is improved. Do. Moreover, since the upper member 19 has a smaller dimension in the vertical direction than the dimension in the vehicle width direction and follows the outer shape of the front wheel 37 in a side view, the diameter of the front wheel 37 can be secured while avoiding interference with the upper member 19. Furthermore, since the load receiving member 16 having a triangular shape in plan view has a smaller width in the front-rear direction at the front position of the front wheel 37, the front end of the front wheel 37 does not easily interfere with the rear surface of the load receiving member 16 and the diameter of the front wheel 37 is made easier (See Figure 3).

  Further, since the upper member 19 is larger in the vehicle width direction than in the vertical direction, it is easily deformed in the vertical direction by the collision load and energy absorption amount increases, and the front side frame 15 has the vertical direction as the vehicle width direction Because it is larger than this, it is easy to be deformed in the lateral direction by the collision load, and the energy absorption amount increases. Further, the amount of energy absorption can be stabilized by the combination of the upper member 19 which is easily deformed in the vertical direction and the front side frame 15 which is easily deformed in the lateral direction.

Second to fourth embodiments

  Next, second to fourth embodiments of the present invention will be described based on FIG.

  Various embodiments exist for the shape of the lower member 20. The lower member 20 according to the first embodiment mentioned above extends obliquely from the front end of the front side frame 15 to the upper side and outward in the vehicle width direction and then curves outward in the vehicle width direction and extends in the horizontal direction. In the second embodiment shown in FIG. 8 (A), the lower member 20 extends straight upward from the front end of the front side frame 15, and then bends at a right angle to extend in the horizontal direction.

  In the third embodiment shown in FIG. 8B, the lower member 20 extends straight upward from the front end of the front side frame 15, and then curves outward in the vehicle width direction and extends in the horizontal direction.

  Further, the fourth embodiment shown in FIG. 8C includes a lower member 20 in which a flat front member 20a and a rear member 20b having a hat-like cross section are combined, and the front member 20a is a rear member 20b. By forming an L-shaped cross section having a closed cross section projecting outward and downward from the vehicle width direction, the strength of the lower member 20 is further increased and the pressure receiving area of the collision load is enlarged.

  As mentioned above, although embodiment of this invention was described, this invention can perform various design changes in the range which does not deviate from the summary.

  For example, the shapes of the load receiving member 16 and the lower member 20 are not limited to the embodiment.

Reference Signs List 15 front side frame 16 load receiving member 17 bumper beam extension 19 upper member 19 e bent portion 20 lower member 22 damper housing 32 bumper beam extension mounting plate (support plate)
33 gusset 35 bracket 36 color nut (nut)
37 front wheel 39 energy absorbing member 40 front pillar

Claims (12)

  A front side frame (15) extending in the longitudinal direction, a load receiving member (16) connected to the front end of the front side frame (15) and extending outward in the vehicle width direction, and a front end of the front side frame (15) A lower member (20) extending upward and outward in the vehicle width direction, and an upper portion extending rearward of the front wheel (37) from an outer end in the vehicle width direction of the lower member (20) and connected to the front end of the front pillar (40) And a member (19).   The vehicle body structure of an automobile according to claim 1, wherein a lower end of said lower member (20) is connected to a ridgeline sandwiched by at least an inner wall and an upper wall of said front side frame (15).   The upper member (19) and the front side frame (15) are connected by a damper housing (22), and the upper member (19) is at least one bend between the damper housing (22) and the lower member (20) Vehicle body structure according to claim 1 or 2, characterized in that it comprises (19e).   The vehicle body structure according to claim 3, wherein an energy absorbing member (39) extending in the front-rear direction connects between the front surface of the damper housing (22) and the rear surface of the lower member (20).   The automobile according to any one of claims 1 to 4, wherein the load receiving member (16) has a triangular shape whose width in the front-rear direction decreases toward the outer side in the vehicle width direction in plan view. Body structure.   The vehicle body structure of an automobile according to any one of claims 1 to 5, wherein the upper member (19) is a hollow closed cross-section member whose dimension in the vehicle width direction is larger than the dimension in the vertical direction. .   The vehicle body structure according to claim 6, wherein the front side frame (15) is a hollow closed cross-section member whose vertical dimension is larger than that of the vehicle width direction.   The vehicle body structure of an automobile according to any one of claims 1 to 7, wherein at least a part of the upper member (19) follows the outer shape of the front wheel (37) in a side view.   The connection portion between the load receiving member (16) and the vehicle lateral direction outer wall of the front side frame (15) is in the front and rear direction in a side view at the connection portion between the lower member (20) and the front side frame (15). 9. A vehicle body structure according to any one of the preceding claims, characterized in that they substantially overlap.   The load receiving member (16) comprises a support plate (32) for supporting the rear end of the bumper beam extension (17) and a gusset (33) connected to the rear surface of the support plate (32), the support plate The vehicle according to any one of claims 1 to 9, wherein (32) is connected to the lower end of the lower member (20) and the inner wall of the front side frame (15) in the vehicle width direction. Body structure.   The gusset (33) is inserted into the inside of the front side frame (15) from the outside in the vehicle width direction, and is connected to both the vehicle outer wall and the vehicle inner wall of the front side frame (15). The vehicle body structure of the automobile according to claim 10, wherein   The nut (36) for fastening a sub-frame and the gusset (33) are connected to the vehicle width direction inner wall of the front side frame (15) via a bracket (35). Body structure of the car described in.

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