JP4872624B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front structure in which a connecting member for connecting a front side frame and an apron reinforcement along a suspension tower is provided.

In general, a pair of left and right front side frames extending in the front-rear direction of the vehicle in the right and left sides of the engine room, but the are through the kick-up portion arranged so as to be continuous with the floor panel lower portion of the floor frame, such as a head-on collision When an impact load is input to the above-mentioned front side frame at the time of a collision, there is a problem that the kick-up portion is broken or buckled.

  In order to solve such a problem, the vehicle body front structure disclosed in Patent Document 1 or Patent Document 2 has already been invented.

In the structure disclosed in Patent Document 1, the connecting members provided in a straight line when viewed from the side are arranged such that the rear part of the apron reinforcement as the cowl side and the both ends of the cowl in the vehicle width direction from the position of the suspension tower in the front side frame The coupling member is welded to the outer peripheral surface of the suspension tower, and the front end of the coupling member is located on the cowl side from the upper surface of the front side frame at the front end of the suspension tower, that is, on the side of the front wall of the suspension tower. The impact load acting on the front side frame is distributed to the apron reinforcement via the coupling member, and the suspension tower is reinforced by the coupling member.

  The structure disclosed in Patent Document 2 is provided with a front reinforcing member for reinforcing the front side frame, the wheel arch portion, and the apron reinforcement at the front portion of the suspension tower, and the front side frame and the suspension tower at the rear portion of the suspension tower. A rear reinforcing member as a load transmission member is provided so as to straddle the three parts of the dash lower panel, and the collision load acting on the front side frame is dispersed.

However, none of these Patent Documents 1 and 2 discloses a related structure between a coupling member and a subframe such as a perimeter frame.
JP 2003-182633 A JP 2006-21590 A

  Accordingly, the present invention provides a sub-frame disposed below the front side frame at a position in the vicinity of the suspension tower, in which a coupling member for coupling the front side frame and the apron reinforcement is provided along the suspension tower. By connecting, and setting the connecting part of the connecting member with the front side frame to the position corresponding to the connecting position of the sub frame with the front side frame, the load input to the front side frame and the sub frame at the time of front collision The connecting member branches and transmits to the apron reinforcement to distribute the load, thereby preventing the front side frame kick-up part from being bent and preventing the front side frame from Disperses the load input to the frame , To regulate the displacement of the sub-frame mounting position, it aims to improve the steering stability, and for the purpose of providing a vehicle body front structure which can be performed simultaneously reinforcing the suspension towers section.

The vehicle body front structure according to the present invention includes a pair of left and right front side frames, an apron reinforcement projecting forward from the hinge pillar, a vehicle inner lower end portion coupled to the front side frame, and a vehicle outer upper end portion apron reinforcement. A vehicle body front structure provided with a suspension tower part coupled to the front side frame and the apron reinforcement along the suspension tower part, and in the vicinity of the suspension tower part, A sub-frame disposed below the front side frame is coupled, and a coupling portion of the coupling member with the front side frame is set to a position corresponding to a coupling position of the sub frame with the front side frame, and the front side frame While having a kick-up part, With the rear end of the Nba it is coupled to the hinge pillar, but with a fixed panel for covering the coupling member from above.
According to the above configuration, the coupling member that couples the front side frame and the apron reinforcement along the suspension tower is provided, and the coupling portion of the coupling member with the front side frame is coupled to the front side frame of the subframe. Since it corresponds to the position, the impact load input to the front side frame and sub frame at the time of the frontal collision of the vehicle is branched and transmitted to the apron reinforcement by the coupling member, thereby distributing the load, thereby the front side frame It is possible to prevent bending deformation of the kick-up portion.

Also, during normal running, a load input from the sub-frame to the front side frame via the coupling members can be dispersed in the apron reinforcement, to regulate the displacement of the mounting position of the sub-frame, The steering stability can be improved, and the suspension member can be reinforced at the same time with the connecting member.

In one embodiment of the present invention, the coupling member and the subframe are fastened and fixed to the front side frame.
According to the above configuration, the attachment of the coupling member and the sub frame to the front side frame can be made common.

In one embodiment of the present invention, a bolt that penetrates the front side frame vertically is provided, a sub frame is coupled to the lower side of the front side frame, and a coupling member is coupled to the upper side of the front side frame.
According to the above configuration, the load at the time of the front collision can be reliably transmitted from the front side frame and the sub frame to the coupling member by the bolts penetrating the front side frame vertically, that is, the through bolts.

In one embodiment of the present invention, a protrusion is formed at a front portion of the coupling portion with the coupling member of the front side frame so that the upper surface of the front side frame and the upper surface of the coupling member are continuous in the longitudinal direction of the vehicle body. Is.
According to the above arrangement, since the projection is provided on the front side frame, it is possible to transmit the load inputted to the frontal collision to the front side frame efficiently binding member. That is, since the input load along the upper ridge line of the front side frame is transmitted to the front portion of the coupling member via the protrusion, the load transmission efficiency can be improved.

In one embodiment of the present invention, the upper surface of the protrusion and the upper surface of the front side frame are formed to be flush with each other.
According to the above configuration, the battery mountability can be improved. In particular, this configuration is effective on the left side of the vehicle on which the battery is mounted.

In one embodiment of the present invention, the coupling member is a hollow member having a closed cross-sectional structure.
According to the said structure, since the coupling member was comprised with the hollow member (closed cross-section member), load transmission can be performed still more reliably compared with a sheet-metal stamp system.

  According to the present invention, the connecting member that connects the front side frame and the apron reinforcement along the suspension tower is provided, and the sub-frame disposed below the front side frame is disposed near the suspension tower. Since the coupling part of the coupling member and the front side frame of the coupling member is set at a position corresponding to the coupling position of the sub frame with the front side frame, the load input to the front side frame and the sub frame at the time of the front collision is determined. The connecting member branches and transmits to the apron reinforcement to distribute the load, thereby preventing the front side frame from kicking up and preventing the front side frame from being bent during normal driving. Distribute the load input to To regulate the displacement of the sub-frame mounting position, it aims to improve the steering stability and reinforcing the suspension tower portion also has the effect that can be performed simultaneously.

At the time of a front collision, the load input to the front side frame and subframe is transmitted to the apron reinforcement by the coupling member, and the load input from the subframe to the front side frame is distributed during normal driving. The purpose of restricting the displacement of the sub-frame mounting position and at the same time reinforcing the suspension tower is the front pair of left and right front side frames, an apron reinforcement projecting forward from the hinge pillar, and the lower end on the inner side of the vehicle. A suspension tower that is coupled to the side frame and has an upper end on the outer side coupled to the apron reinforcement, and a coupling member that couples the front side frame and the apron reinforcement along the suspension tower. In the vicinity of the suspension tower, Combining the sub-frame disposed below preparative side frames, the coupling portion between the front side frame of said coupling member, in correspondence to the coupling position of the front side frame of the sub-frame, the front side frame is the kick-up portion while having a rear end of the coupling member is realized by configurations that while being connected to the hinge pillar, Ru with a fixed panel for covering the coupling member from above.

An embodiment of the present invention will be described in detail with reference to the drawings.
The drawings show the front structure of the vehicle body. In FIGS. 1 and 2, a pair of left and right front side frames 1, 1 extending in the longitudinal direction of the vehicle are provided on the left and right sides of the engine room. As shown in FIG. 4 , the front side frame 1 is a vehicle body rigid member having a closed cross section 4 that extends in the front-rear direction of the vehicle by joining and fixing a front side frame inner 2 and a front side frame outer 3.

As shown in FIG. 1, left and right crash cans 7 and 7 are attached to the front ends of the pair of left and right front side frames 1 and 1 via flanges 5 and 6, and between the left and right crash cans 7 and 7. A bumper beam 8 extending in the vehicle width direction is attached, and a pair of left and right pre-crash cans 9 and 9 are joined and fixed to the front part of the bumper beam 8 corresponding to the crash can 7.

  On the other hand, below the front side frame 1 described above, a perimeter frame 10 is disposed as a subframe that forms a mounting base portion of a lower arm (not shown) of the front suspension.

  The perimeter frame 10 is arranged in the vehicle width direction so as to connect a pair of left and right frame side portions 10S, 10S extending in the front-rear direction below the front side frames 1, 1 and the front portions of the frame side portions 10S, 10S. A frame front portion 10F that extends and a frame rear portion 10R that extends in the vehicle width direction so as to connect the rear portions of the frame side portions 10S and 10S are combined in a rectangular frame shape. Projections 11 rising upward are integrally formed on the upper surfaces of the portions 10S and 10S.

  A crash can 13 is connected to the front ends of the frame side portions 10S and 10S of the perimeter frame 10 via a flange 12, and a vehicle extending between the pair of left and right crash cans 13 and 13 in the vehicle width direction. The width direction member 14 is stretched.

  The vertical position of the vehicle width direction member 14 is positioned below the pedestrian's knee, and in consideration of pedestrian safety, when the vehicle and the pedestrian are in contact, It is a so-called foot-wiping member that causes the upper body to fall over the hood.

  On the other hand, a dash lower panel 15 that partitions the engine room and the vehicle compartment in the front-rear direction is provided, and a floor panel 16 that extends horizontally rearward and forms the bottom surface of the vehicle compartment is connected to the lower portion of the dash lower panel 15. At the center of the floor panel 16 in the vehicle width direction, a tunnel portion 17 that protrudes into the vehicle interior and extends in the front-rear direction is integrally or integrally formed.

  Further, side sills extending in the front-rear direction of the vehicle are connected to the left and right sides of the floor panel 16 described above. This side sill is a vehicle body rigid member having a side sill closed section that extends in the front-rear direction by joining the side sill inner 18 and the side sill outer.

  Further, cross members 19 and 20 are provided before and after connecting the left and right side sill inners 18 and 18 across the tunnel portion 17 in the vehicle width direction. A closed cross section extending in the vehicle width direction is formed therebetween.

  By the way, an apron reinforcement 22 protruding forward from the hinge pillar 21 is provided. A suspension tower 23 is provided in which the lower end on the inner side of the vehicle is coupled to the front side frame 1 and the upper end on the outer side of the vehicle is coupled to the apron reinforcement 22. A wheel arch portion 24 is integrally or integrally formed with the suspension tower portion 23.

In addition, a connecting member 25 that connects the front side frame 1 and the apron reinforcement 22 is provided along the suspension tower 23 described above. The coupling member 25 is configured by a hollow member (square pipe member) having a closed cross-sectional structure.

  In FIG. 1, reference numeral 26 denotes a dash upper panel that is joined to the upper portion of the dash lower panel 15 and extends in the vehicle width direction, and 27 is joined to the upper portion of the dash upper panel 26 to extend in the vehicle width direction, and forms a cowl closed cross section. A cowl panel, 28 is a front pillar, and 29 is a center pillar.

  3 is a perspective view showing the front structure of the vehicle body as seen from the inside and the rear in the vehicle width direction, and FIG. 4 is a cross-sectional view taken along the line AA in FIG. The perimeter frame 10 disposed below the front side frame 1 is coupled to the vicinity position. As shown in FIGS. 2 and 3, the coupling between the lower end 25A of the coupling member 25 and the front side frame 1 is performed. The front side frame 1 is integrally formed with a mounting seat portion 1a having a flat upper surface, and the front side frame 1 has a lower portion of the front side frame 1 corresponding to the mounting seat portion 1a in the vertical direction. A suspension mount bracket 30 having a mounting surface 30a having a flat bottom surface is joined and fixed.

As shown in FIG. 4, suspension mount bracket 30 described above, the vertical wall surface lower portion of the engine room side of the front side frame inner 2, fixedly joined straddling the joint flange portion 2a of the front side frame inner 2 The coupling member 25 is disposed above the mounting seat portion 1 a of the front side frame 1, and the mounting portion 31 provided on the projecting portion 11 of the perimeter frame 10 is disposed below the mounting surface 30 a of the suspension mount bracket 30. The coupling member 25 is arranged using a long bolt 32 and a nut 33 that pass through these three members, that is, the coupling member 25, the front side frame 1, and the mount portion 31 in the vertical direction. The mount portion 31 of the perimeter frame 10 is fastened and fixed to the front side frame 1 together.

In this case, on the upper surface of the above-described suspension mount bracket 30 , a nut 34 is fixed by welding in advance, and a long bolt 32 is once screwed into the nut 34. On the other hand, the mount portion 31 is disposed, and the above-described nut 33 is fastened to the lower end portion of the bolt 32 that penetrates the mount portion 31 and protrudes downward to prevent loosening.

  In short, as shown in FIGS. 1 to 4, the coupling portion of the coupling member 25 with the front side frame 1 is set at a position corresponding to the coupling position of the perimeter frame 10 with the front side frame 1. .

  Here, as shown in FIG. 2, the front portion of the perimeter frame 10 is attached to a bracket 35 provided on the lower side of the front portion of the front side frame 1 via a mount portion 36. The rear portion of the frame 10 is attached to the body at the position of the bolt 37. That is, the perimeter frame 10 is attached to the body at a total of six points.

  FIG. 5 is a cross-sectional view taken along the line B-B in FIG. 2, and an upper arm 38 (so-called A arm) of the front suspension is provided on the outer surface of the suspension tower 23. The vehicle body side arm bushes 39, 39 are attached via brackets 40, 40 that are substantially U-shaped in plan view and are joined and fixed to the vehicle outer surface of the suspension tower 23.

  The vehicle body side arm bush 39 on the front side is attached with a nut 41 and a bolt 42 which are fixed by welding to the inner surface of the suspension tower 23 in advance.

  On the rear side, an L-shaped coupling member disposition portion 23a is integrally formed at the rear portion of the suspension tower 23, and the intermediate vertical piece 25B of the coupling member 25 is positioned in the disposition portion 23a. The nut 43 is welded and fixed in advance to the rear surface of the intermediate vertical piece 25B of the coupling member 25 corresponding to 40, and a bolt 44 penetrating the bracket 40, the vehicle body side arm bush 39, the suspension tower 23, and the coupling member 25 is provided. And the above-mentioned nut 43 are used to attach the rear vehicle body side arm bush 39 to the bracket 40.

  FIG. 6 is a partially enlarged cross-sectional view of FIG. 2, and an L-shaped coupling member disposing portion 23 c is integrally formed on the rear upper surface 23 b of the suspension tower 23. The intermediate horizontal piece 25C of the coupling member 25 is disposed in the arrangement portion 23c. In consideration of the bonding strength between the coupling member 25 and the suspension tower 23, the coupling member 25 is provided with FIGS. As shown, the fixed panel 45 is joined in advance so as to straddle the intermediate horizontal piece portion 25C and the intermediate vertical piece portion 25B, and the flange portions 45a, 45b of the fixed panel 45 are connected to the suspension tower portion. 23 is bonded and fixed.

  On the other hand, the apron reinforcement 22 described above includes an apron rain front 46, an apron rain inner 47, and an apron rain rear 48, as shown in FIGS. As shown in FIGS. 3 and 6, a flange portion 49 integrally formed inward in the vehicle width direction is configured to press the vehicle outer end portion of the fixed panel 45 from above.

  FIG. 7 is a cross-sectional view taken along the line CC in FIG. 6. The apron rain inner 47 and the apron rain rear 48 are joined and fixed on the upper side, and the apron rain inner 47 is connected to the dash upper panel 26 on the lower side. The apron rain rear 48 is joined and fixed to a hinge pillar inner 50 constituting the hinge pillar 21.

  In addition, inside the apron reinforcement 22, a reinforcement 51 bent and formed in an L shape is joined and fixed to the above-described apron reinforcement 47, and the connection member 25 is attached to the upper surface of the corner portion of the reinforcement 51. The rear end 25D is connected.

  FIG. 8 is a cross-sectional view taken along the line D-D in FIG. 2 and shows a connection structure between the coupling member 25 and the hinge pillar 21.

  The above-described hinge pillar 21 is configured by joining and fixing a hinge pillar inner 50, a hinge pillar rain 52, and a cab side outer 53, and is a vehicle body rigid member having a pillar closed section 54 extending in the vertical direction.

  The rear end portion 25D of the coupling member 25 described above is inserted into the pillar closed cross section 54 through the opening 53a of the cab side outer 53 and the opening 52a of the hinge pillar rain 52, and penetrates the rear end 25D. A pair of bolts 57 and 57 for bolting up the door hinge bracket 56 are welded and fixed to the hinge pillar inner 50 in a state where the pair of spacers 55 and 55 are horizontally mounted between the hinge pillar inner 50 and the hinge pillar rain 52. The rear end portion 25D is connected and fixed to a hinge pillar 21 as a vehicle body rigid member by fastening to a pair of nuts 58, 58.

  Further, as shown in FIG. 8, a corner gusset 59 is stretched obliquely between the intermediate lateral piece 25C and the rear end 25D of the coupling member 25, and the coupling member 25 itself The strength is improved.

By the way, it may replace with the structure shown by the side view in FIG. 2, and may employ | adopt the structure of FIGS.
The structure shown in FIG. 9 is designed so that the upper surface of the front side frame 1 and the upper surface of the lower end 25A of the coupling member 25 are continuous in the longitudinal direction of the vehicle body in order to improve the transmission efficiency of the impact load at the time of the front collision. A projection 61 is formed at the front of the coupling portion with the lower end 25A of the coupling member 25 of the front side frame 1 by using a bracket 60 separate from the front side frame 1, and the rear end surface of the projection 61 And a clearance is formed between the front end surface of the lower end 25A of the coupling member 25.

  When this clearance is formed, the bracket 60 forming the protrusion 61 can be appropriately connected and fixed to the front side frame 1 even if there is some manufacturing error in the bracket 60 and the like.

  FIG. 10 shows that the clearance shown in FIG. 9 is set to zero. If the clearance is eliminated in this way, the transmission efficiency of the impact load at the time of the front collision can be further improved.

  In FIG. 11, the protrusion 61 is integrally formed on the front side frame 1 without using a bracket 60 that is separate from the front side frame 1. With this configuration, the number of parts can be reduced.

  In FIG. 12, the upper surface of the protrusion 61 integrally formed with the front side frame 1 and the upper surface of the front side frame 1 (in this embodiment, the upper surface of the front side frame inner 2) are formed to be flush and flat. In particular, when this configuration is employed on the left side of the vehicle, the battery mountability can be improved.

9 to 12, the same reference numerals are given to the same portions as those in the previous drawings. In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inner side of the vehicle, arrow OUT indicates the outer side of the vehicle, and arrow UP indicates the upper side of the vehicle.

As described above, the vehicle body front structure of the above embodiment has a pair of left and right front side frames 1, an apron reinforcement 22 projecting forward from the hinge pillar 21, and a vehicle interior lower end portion coupled to the front side frame 1. A front side of the vehicle body provided with a suspension tower 23 whose upper end on the outer side of the vehicle is coupled to the apron reinforcement 22 and a coupling member 25 that couples the front side frame 1 and the apron reinforcement 22 along the suspension tower 23. The sub-frame (refer to the perimeter frame 10) disposed below the front side frame 1 is coupled to a position in the vicinity of the rear portion of the suspension tower 23, and is connected to the front side frame 1 of the coupling member 25. The connecting part is the front of the subframe (perimeter frame 10). Those set in the position corresponding to the bonding position to id frame 1 (see FIG. 2).
According to this configuration, the coupling member 25 that couples the front side frame 1 and the apron reinforcement 22 is provided along the suspension tower 23, and the coupling portion of the coupling member 25 to the front side frame 1 is a subframe ( Since it corresponds to the coupling position of the perimeter frame 10) with the front side frame 1, the impact load input to the front side frame 1 and the subframe (perimeter frame 10) at the time of a frontal collision of the vehicle is By branching and transmitting to the apron reinforcement 22, load distribution can be achieved, thereby preventing the kick-up portion of the front side frame 1 from being bent.

In the normal driving, can be distributed from the sub-frame (Bae Li meter frame 10) of the load input to the front side frame 1, the apron reinforcement 22 via the coupling member 25, the sub-frame ( The displacement of the mounting position of the perimeter frame 10) can be restricted to improve the steering stability, and the suspension member 23 can be reinforced at the same time with the connecting member 25.

Further, the coupling member 25 and the sub frame (perimeter frame 10) are fastened and fixed to the front side frame 1 together (see FIG. 4).
According to this configuration, the attachment of the coupling member 25 and the sub frame (perimeter frame 10) to the front side frame 1 can be made common.

In addition, a bolt 32 penetrating up and down the front side frame 1 is provided, a sub frame (perimeter frame 10) is coupled below the front side frame 1, and a coupling member 25 is coupled above the front side frame 1. It is.
According to this configuration, the bolt 32 penetrating the front side frame 1 up and down, that is, the through bolt, reliably transmits the load at the time of the front collision from the front side frame 1 and the sub frame (perimeter frame 10) to the coupling member 25. can do.

Moreover, the upper surface of the front side frame 1 and the upper surface of the coupling member 25 (see the upper surface of the lower end portion 25A of the coupling member 25) are connected to the coupling member 25 of the front side frame 1 so as to be continuous in the longitudinal direction of the vehicle body. A protrusion 61 is formed at the front part of the coupling part (see FIGS. 9 to 12).
According to this configuration, since the projection 61 is provided on the front side frame 1, the load input to the front side frame 1 at the time of the front collision can be efficiently transmitted to the coupling member 25. That is, since the input load along the upper ridge line of the front side frame 1 is transmitted to the front portion of the coupling member 25 via the protrusion 61, the load transmission efficiency can be improved.

Further, the upper surface of the protrusion 61 and the upper surface of the front side frame 1 are formed to be flush with each other (see FIG. 12).
According to this configuration, battery mountability can be improved. In particular, this configuration is effective on the left side of the vehicle on which the battery is mounted.

Further, the coupling member 25 is constituted by a hollow member having a closed cross-sectional structure (see FIG. 4).
According to this configuration, since the coupling member 25 is configured by a hollow member (closed cross-section member), load transmission can be more reliably performed as compared with the sheet metal stamp method.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The subframe of the present invention corresponds to the perimeter frame 10 of the embodiment,
The present invention is not limited to the configuration of the above-described embodiment.

For example, the coupling member 25 may be formed by bending a plate member instead of a hollow member having a closed cross-sectional structure such as a square pipe.
Moreover, although the coupling | bond part with the front side frame 1 of the said coupling member 25 was set to the rear part vicinity position of the suspension tower part 23, it can also comprise so that it may set to a front part, the front-back direction intermediate part, etc. In this case, the protruding portion 11 of the perimeter frame 10 is similarly set on the front side of the above embodiment.

The perspective view which shows the vehicle body front part structure of this invention Side view of essential parts of FIG. 2 is a perspective view of the main part of FIG. 2 is a cross-sectional view taken along line AA in FIG. 2 is a cross-sectional view taken along line BB in FIG. Partial enlarged sectional view of FIG. CC sectional view taken on line CC of FIG. 2 is a cross-sectional view taken along line D-D in FIG. Side view showing another embodiment of the vehicle body front structure Side view showing another embodiment of the protrusion Side view showing still another embodiment of the protrusion Side view showing still another embodiment of the protrusion

1 ... Front side frame 10 ... Perimeter frame (subframe)
21 ... Hinge pillar 22 ... Apron reinforcement 23 ... Suspension tower 25 ... Connecting member 32 ... Bolt
45 ... Fixed panel 61 ... Projection

Claims (6)

A pair of left and right front side frames;
An apron reinforcement projecting forward from the hinge pillar;
Suspension tower part where the lower end on the inside of the vehicle is connected to the front side frame, and the upper end on the outside of the car is connected to the apron reinforcement,
A vehicle body front structure provided with a coupling member that couples the front side frame and the apron reinforcement along the suspension tower,
A subframe disposed below the front side frame is coupled to a position near the suspension tower,
The coupling portion of the coupling member with the front side frame is set at a position corresponding to the coupling position of the sub frame with the front side frame ,
While the front side frame has a kick-up portion,
A rear end of the coupling member is coupled to the hinge pillar;
A vehicle body front structure including a fixed panel that covers the coupling member from above . The vehicle body front structure according to claim 1, wherein the coupling member and the sub frame are fastened and fixed to the front side frame together. Bolts that penetrate the front side frame up and down are provided,
The vehicle body front part structure according to claim 2, wherein a sub frame is coupled to the lower side of the front side frame and a coupling member is coupled to the upper side of the front side frame. 4. The projection according to claim 1, wherein a protrusion is formed at a front portion of the coupling portion with the coupling member of the front side frame so that the upper surface of the front side frame and the upper surface of the coupling member are continuous in the longitudinal direction of the vehicle body. Vehicle body front structure described in 2. The vehicle body front part structure according to claim 4, wherein the upper surface of the projection and the upper surface of the front side frame are formed to be flush with each other. The vehicle body front structure according to any one of claims 1 to 5, wherein the coupling member is formed of a hollow member having a closed cross-sectional structure.

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