JP7178851B2 - Body front structure - Google Patents

Description

The present invention relates to a vehicle body front structure applied to a vehicle such as an automobile.

Conventionally, efforts have been made to improve the safety of offset collisions in which a vehicle such as an automobile partially collides with an obstacle. There is a demand for improved safety against so-called small overlap collisions.

As a vehicle body structure that considers a small overlap collision, for example, Patent Document 1 describes a vehicle body floor structure capable of suppressing deformation that occurs at the time of a collision. The vehicle body floor structure includes a pair of side sills extending in the longitudinal direction of the vehicle body on both sides in the vehicle width direction, a tunnel frame extending in the longitudinal direction of the vehicle body in the central portion in the vehicle width direction, and a pair of floors connecting the pair of side sills and the tunnel frame. A floor body having a panel and a reinforcing member for reinforcing the floor body. The reinforcement members are panel-shaped, and are respectively arranged between the tunnel frame and the pair of side sills, forming a double floor structure together with the floor panel.

In such a car body floor structure, the collision load received by the side sills in a small overlap collision can be transmitted to the tunnel frame by the reinforcing members, and the reinforcing members generate drag against the collision load, It is possible to suppress tilting to the room) side and protect the cabin.

JP 2014-004850 A

However, in the vehicle body structure described in Patent Document 1, there is a problem that it is necessary to change the shape of the floor member that constitutes the cabin in order to dispose the reinforcing member, and that the rear body structure is also affected. At the same time, there was a problem that the vehicle body weight increased significantly due to the double floor structure.

In order to avoid such a situation and efficiently absorb the collision energy during a small overlap collision, it is necessary to consider the strength balance between the side sills and the floor members and efficiently crush the side sills. .

On the other hand, when the vehicle turns, it is necessary to efficiently transmit the lateral force generated in the front wheels to the vehicle body in order to improve the steering stability, and for this purpose, it is necessary to suppress the deformation of the side sills.

Thus, there is a trade-off between safety in small overlap collisions and steering stability when turning the vehicle, and there has been a demand for a vehicle body structure that can achieve both.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle body front structure capable of improving safety against small overlap collisions and ensuring steering stability.

In order to achieve the above object, the invention according to claim 1 provides a pair of side sills positioned on both sides in the vehicle width direction of a lower portion of a floor panel and extending in the longitudinal direction of the vehicle body, the front ends of which face the front wheels, and the side sills. a pair of side frames extending in the longitudinal direction of the vehicle on the inner side of the vehicle in the vehicle width direction, wherein the front end is coupled to the side frame, and the rear end is located on the rear side of the vehicle relative to the front end a substantially linearly extending first reinforcing member having a portion coupled to the side sill; a front end coupled to the front end of the first reinforcing member; and a rear end coupled to the rear end of the first reinforcing member. a second reinforcing member coupled to the side sill on the rear side of the vehicle body and extending substantially linearly, wherein the first reinforcing member extends in the extending direction of the first reinforcing member in a plan view. The inclination angle of the orthogonal straight line with respect to the longitudinal direction of the vehicle body is the turning angle of the front wheels with respect to the longitudinal direction of the vehicle body, and is arranged so as to be larger than a preset maximum turning angle at which the front wheels turn at the time of a small overlap collision. characterized by

According to this configuration, the inclination angle of the straight line orthogonal to the extending direction of the first reinforcing member is arranged to be larger than the preset maximum turning angle at which the front wheels turn at the time of a small overlap collision. In the event of a small overlap collision, the collision load transmitted from the front wheel to the side sill can reliably apply a compressive force to the first reinforcing member and apply a tensile force to the second reinforcing member. can. As a result, a lateral force (that is, a force pushing the side frame in the vehicle width direction; hereinafter referred to as "lateral force") is generated in the side frame coupled to the first reinforcing member and the second reinforcing member. This lateral force pushes the side frames inward in the vehicle width direction, thereby tilting the cabin laterally and protecting the occupants from a small overlap collision.

Further, when the vehicle turns, the first reinforcing member and the second reinforcing member function as reinforcing members that suppress deformation of the side sills, so that the steering stability of the vehicle can be ensured.

Further, the invention according to claim 2 is the vehicle body front structure according to claim 1, wherein the first reinforcing member and the second reinforcing member are provided on the lower surface of the side sill and the lower surface of the side frame, respectively. characterized by being combined.

According to this configuration, the first reinforcing member and the second reinforcing member can be easily attached, and deformation of the floor panel or the like is not required, so an increase in the weight of the vehicle body due to the attachment of the reinforcing member can be suppressed. .

Further, according to the invention of claim 3, in the vehicle body front structure of claim 1 or 2, a third reinforcing member extending substantially linearly is provided, and the rear end of the third reinforcing member is A front end portion of the second reinforcing member, which is connected to the front end portion of the second reinforcing member and located on the front side of the vehicle body and inward in the vehicle width direction from the rear end portion, is attached to the cross member and/or the vehicle body extending between the pair of side frames. On the other hand, it is characterized in that it is coupled to a mount member that holds the power unit.

According to this configuration, the collision load can be transmitted to the cross member and the power unit by the third reinforcing member, so that the cabin can be moved laterally more effectively.

Further, the invention according to claim 4 is the vehicle body front structure according to claim 3, wherein one end is coupled to the front end of the third reinforcing member and extends outward in the vehicle width direction from the one end, A fourth reinforcing member having the other end coupled to the cross member and/or the mounting member is provided.

According to this configuration, the fourth reinforcing member can reliably generate a lateral force from the cross member and the power unit, and together with these, the cabin can be moved laterally.

According to a fifth aspect of the present invention, in the vehicle body front structure of the fourth aspect, one end portion and the other end portion of the fourth reinforcing member are respectively coupled to the cross member, and the one end portion is connected to the cross member. and the other end, the mount member attached to the cross member is arranged.

According to this configuration, one end and the other end of the fourth reinforcing member are coupled to the cross member so as to sandwich the mount member, so that the lateral force transmitted by the fourth reinforcing member can move a heavy object. can be moved laterally to the power unit, which effectively moves the front part of the cabin laterally to protect the occupants.

Further, the invention according to claim 6 is the vehicle body front structure according to any one of claims 3 to 5, wherein the second reinforcing member and the third reinforcing member are connected at a connecting portion thereof. In the above, the second reinforcing member and the third reinforcing member are connected such that minor angles of plane angles formed by the second reinforcing member and the third reinforcing member are oriented inward in the vehicle width direction.

According to this configuration, in the event of a small overlap collision, it is possible to prevent a rotational force from being generated at the connecting portion between the second reinforcing member and the third reinforcing member, and the third reinforcing member as a whole is prevented from being generated. It can be moved inward in the vehicle width direction.

Advantageous Effects of Invention According to the vehicle body front structure of the present invention, it is possible to ensure steering stability while improving safety against small overlap collisions.

1 is a bottom view showing a vehicle body front structure according to an embodiment of the present invention; FIG. FIG. 2 is a cut end view along line II-II of FIG. 1; The bottom view which shows the modification 1 of a vehicle-body front part structure. FIG. 4 is a schematic diagram illustrating loads acting on the vehicle body front structure during a small overlap collision, where (a) shows the state before the collision, and (b) shows the state after the collision. (a) is a schematic diagram showing Modified Example 2 of the vehicle body front structure, and (b) is a schematic diagram for explaining the load acting on the vehicle body front structure shown in (a) at the time of a small overlap collision. FIG. 4 is a schematic diagram for explaining forces acting on the vehicle body front structure when a vehicle having the vehicle body front structure is steered.

FIG. 1 is a bottom view showing a vehicle body front structure according to one embodiment of the present invention. A vehicle body front structure 10 according to the present invention is applied to a vehicle such as an automobile. The vehicle body front structure 10 includes a pair of left and right side frames 12L and 12R, a pair of left and right side sills 14L and 14R positioned outside the side frames 12L and 12R in the vehicle width direction, and a pair of side frames 12L and 12R at both ends. A cross member 16 supported and extending in the vehicle width direction and engine mounts 18L, 18R fixed to the cross member 16 are provided. A floor panel 11 constituting the floor surface of the vehicle body is installed between the pair of side sills 14L and 14R.

The vehicle body front structure 10 further includes a pair of first reinforcing members 20L, 20R and a pair of second reinforcing members 30L, 30R coupled to the side frames 12L, 12R and the side sills 14L, 14R; 12R and a pair of third reinforcing members 40L, 40R coupled to the cross member 16; Prepare.

The floor panel 11 is a vehicle floor portion formed by pressing a steel plate. The floor panel 11 includes a flat portion 11a extending substantially horizontally in the front-rear direction of the vehicle body, and an inclined surface portion 11b (referred to as a toe board) whose rear end is joined to the front end of the flat portion 11a and rises upward as it moves forward. have.

The pair of side sills 14L and 14R are positioned on both sides in the vehicle width direction of the lower portion of the floor panel 11 and extend in the vehicle front-rear direction (hereinafter also simply referred to as "the front-rear direction"). As shown in FIG. 2, the side sills 14L and 14R are tubular structures formed by joining flange portions 72 and 74 of an inner panel 71 and an outer panel 73 having a hat-shaped cross section to form a closed cross section. Front ends 81 of the side sills 14L, 14R face the left and right front wheels 17L, 17R, respectively.

A front pillar (not shown) extending upward from the side sills 14L, 14R is integrally formed on the upper surface of the front end portion of the side sills 14L, 14R.

The pair of side frames 12L, 12R are attached to the lower portion of the floor panel 11 and extend in the front-rear direction inside the pair of side sills 14L, 14R in the vehicle width direction. As shown in FIG. 2, the side frames 12L and 12R have a hat-shaped cross section, and are formed so as to form a substantially closed cross section by joining the flange portions 50a and 50b to the lower surface of the floor panel 11, respectively. ing.

The side frames 12L and 12R include a rear portion 51 extending in the front-rear direction on the flat portion 11a of the floor panel 11, and a rear portion 51 extending in the front-rear direction on the inclined surface portion 11b of the floor panel 11. Therefore, it has an upwardly inclined portion 52 and a front portion 53 that extends substantially horizontally in the front-rear direction at the vehicle width direction side portion of the engine room (not shown) connected to the front end of the inclined portion 52 . A cross member 16 is attached to the lower surface of the front portion 53 .

Lower arms 19L and 19R are attached to the outer ends of the cross member 16 in the vehicle width direction, and the front wheels 17L and 17R are supported near the outer ends of the lower arms 19L and 19R in the vehicle width direction. A pair of engine mounts (mounting members) 18L and 18R for supporting the power unit PU are attached to the cross member 16 by fasteners 62 such as bolts. In FIG. 1, the arrangement position of the power unit PU is indicated by a two-dot chain line. The power unit PU is a heavy object including an engine and a transmission connected to the rear side of the engine.

As shown in FIG. 1, the vehicle body front structure 10 is substantially symmetrical with respect to a center line CL passing through the center in the vehicle width direction and extending in the vehicle front-rear direction. Therefore, in the following description, the reinforcing members 20L, 20R, 30L, 30R, 40L, 40R, 70L, and 70R are attached to the left half of the vehicle body front structure 10 as viewed from the bottom side (that is, when the vehicle is seated on the vehicle seat). (right half) will be described in detail, and the description of the right half will be omitted.

The first reinforcing member 20R and the second reinforcing member 30R are substantially flat plate-shaped members that extend substantially straight across the side frame 12R and the side sill 14R, and can be made of steel plate, for example. can.

The front end portion 21 of the first reinforcing member 20R is coupled to the lower surface of the side frame 12R by bolts 24, and the rear end portion 22 of the first reinforcing member 20R is mounted on the rear side of the vehicle body with respect to the front end portion 21 by bolts 25. It is joined to the lower surface of the side sill 14R. The front end portion 31 of the second reinforcing member 30R is joined to the front end portion 21 of the first reinforcing member 20R, and in the present embodiment, the front end portion 31 of the second reinforcing member 20R is overlapped with the front end portion 21 of the first reinforcing member 20R. It is coupled to the lower surface of the side frame 12R. As shown in FIGS. 1 and 2, the rear end portion 32 of the second reinforcing member 30R is located on the rear side of the vehicle body relative to the rear end portion 22 of the first reinforcing member 20R, and is attached to the lower surface of the side sill 14R by bolts 34 and 35. As shown in FIGS. is coupled to The first reinforcing member 20R and the second reinforcing member 30R form a triangular truss structure together with the side sill 14R.

As shown in FIGS. 1 and 4A, the first reinforcing member 20R has an inclination angle α of a straight line Y orthogonal to the extending direction X of the first reinforcing member 20R with respect to the longitudinal direction of the vehicle body in plan view. , which is the turning angle of the front wheels 17R with respect to the longitudinal direction of the vehicle body, and is arranged so as to increase a preset maximum turning angle β at which the front wheels 17R turn at the time of a small overlap collision. Here, the turning angle of the front wheels 17R with respect to the longitudinal direction of the vehicle body refers to the angle formed by the traveling direction of the front wheels 17R with respect to the longitudinal direction of the vehicle body. The side sill 14R is arranged such that the front end 81 of the side sill 14R faces the front wheel 17R so that the front wheel 17R collides with it in the event of a small overlap collision. The boundary angle at which the rear end of 17R switches from the turning angle at which it collides with the side sill 14R to the turning angle at which it does not collide. Specifically, the maximum turning angle β is determined by the vehicle width direction outermost edge 17a of the front wheel 17R and the vehicle width direction innermost side sill 14R in a state in which the traveling direction of the front wheels 17R is the vehicle longitudinal direction. is the angle of inclination of a straight line Z connecting the front edge 82 of the front and back of the vehicle with respect to the longitudinal direction of the vehicle.

The third reinforcing member 40R is a substantially flat plate-like member that extends substantially linearly across the side frame 12R and the cross member 16, and the fourth reinforcing member 70R extends along the cross member 16, thereby It is a substantially flat member extending substantially linearly in the width direction.

The rear end portion 44 of the third reinforcing member 40R is coupled to the front end portion 31 of the second reinforcing member 30R by a bolt 24, and is positioned on the vehicle front side and vehicle width direction inner side of the rear end portion 44. A front end 45 is connected to cross member 16 by bolts 47 . The third reinforcing member 40R and the fourth reinforcing member 70R can be formed of steel plates, for example. In the present embodiment, the front end portion 45 of the third reinforcing member 40R and one end of the fourth reinforcing member 70R The third reinforcing member 40R and the fourth reinforcing member 70R are integrally formed in such a manner that the portions are continuous. The fourth reinforcing member 70R extends outward in the vehicle width direction from one end (that is, the front end 45 of the third reinforcing member 40R), and the other end 46 is coupled to the cross member 16 with a bolt 48. .

Although not shown, the front end portion 45 of the third reinforcing member 40R and the other end portion 46 of the fourth reinforcing member 70R may be coupled to the engine mount 18R on the cross member 16. Also, the front end portion 45 may be coupled to an engine mount (mount member) attached to a vehicle body frame member other than the cross member 16. In such a case, a fourth reinforcing member extending in the vehicle width direction may be provided. Both ends of 70R can be coupled to this engine mount.

Beads 41 and 42 are formed on the third reinforcing member 40R and the fourth reinforcing member 70R, respectively, extending in the extending directions of the reinforcing members 40R and 70R. The beads 41 and 42 form high-rigidity portions that increase the rigidity of the reinforcing members 40R and 70R. Although not shown, beads extending in the extension direction can also be formed on the first reinforcing member 20R and the second reinforcing member 30R.

3, the vehicle body front structure 10 according to the present invention includes first to third reinforcing members 20L, 20R, 30L, 30R, 40L, 40R, and a fourth reinforcing member. A configuration without 70L and 70R may also be used.

The second reinforcing member 30R and the third reinforcing member 40R are connected in an intersecting straight line. Specifically, the second reinforcing member 30R and the third reinforcing member 40R are two sides, and the angle of the plane angle with the connecting portion thereof as the vertex is less than 180 degrees and the minor angle θ1 is greater than 180 degrees. In this embodiment, the minor angle θ1 is directed inward in the vehicle width direction. As a result, the bolt 24, which is the connecting portion, is located on the front side of the vehicle body with respect to the straight line L connecting the rear end of the second reinforcing member 30R and the front end of the third reinforcing member 40R in a plan view shown in FIG. ing.

An engine mount 18R attached to the cross member 16 is arranged between one end 45 and the other end 46 of the fourth reinforcing member 70R in the vehicle width direction. In this embodiment, a fixture 62 for the engine mount 18R is positioned between bolts 47 and 48 that fix both ends of the fourth reinforcing member 40R to the cross member 16. As shown in FIG.

Next, in the vehicle body front structure 10 described above, the operation when a small overlap collision occurs will be described. 4A and 4B are schematic diagrams for explaining the load acting on the vehicle body front structure during a small overlap collision, where (a) shows the state before the collision and (b) shows the state after the collision.

As shown in FIG. 4(b), in a small overlap collision, the front wheels 17R receive a collision load directed toward the rear of the vehicle body, rotate in the direction of arrow R1 about the support portion of the lower arm 19R, and follow an arc trajectory. Draw and collide with side sill 14R. As a result, the front end portion of the side sill 14 is crushed rearward of the vehicle body while tilting inward in the vehicle width direction, and the front pillar integrally formed with the side sill 14 is crushed to absorb the collision energy.

Furthermore, due to the crushing of the side sill 14, a compressive force acts on the first reinforcing member 20R, and a tensile force acts on the second reinforcing member 30R. As a result, the side frame 12R coupled to the first reinforcing member 20R and the second reinforcing member 30R generates a pushing force (lateral force) inward in the vehicle width direction. This lateral force can bend the cabin of the vehicle in the lateral direction, which is the vehicle width direction, to protect the occupant from a small overlap collision.

In particular, in the vehicle body front structure 10, the inclination angle α of the straight line Y orthogonal to the extending direction X of the first reinforcing member 20R with respect to the longitudinal direction is set to be larger than the preset maximum turning angle β of the front wheels 17R. , a compressive force can be reliably applied to the first reinforcing member 20 in the event of a small overlap collision. For example, if the inclination angle α is less than or equal to the maximum turning angle β, the front wheel 17R may collide with the first reinforcing member 20R during a small overlap collision and no compression force may be generated. With the unit structure 10, such a situation can be avoided.

Further, in the present embodiment, the collision load can be transmitted to the cross member 16 by the third reinforcing member 40R connected to the first reinforcing member 20R and the second reinforcing member 30R. can be properly tamed laterally. Furthermore, by providing the fourth reinforcing member 70R, the entire cross member 16 can be appropriately pushed laterally to move the cabin laterally.

In particular, since the fourth reinforcing member 70R has both ends 45 and 46 coupled to the cross member 16 so as to sandwich the engine mount 18R, the lateral force transmitted by the fourth reinforcing member 70R can be applied to a heavy object. It can be made to act on a certain power unit PU. As a result, the front portion of the cabin can be moved laterally more effectively to protect the occupant.

Also, since the reinforcing members 20R, 30R, 40R, 70R are joined to the lower surfaces of the side sills 14R, the side frames 12R and the cross members 16, they are easier to install than those joined to the upper surfaces. In addition, by attaching the reinforcing members 20R, 30R, 40R, and 70R to the lower surface, the existing structure can be used without requiring deformation of the floor panel 11, etc., so that an increase in the weight of the vehicle due to the attachment of the reinforcing members 20R, 30R, 40R, and 70R can be suppressed. can.

In addition, since the connecting portion between the second reinforcing member 30R and the third reinforcing member 40R is located on the front side of the vehicle body with respect to the straight line L, the rear end of the third reinforcing member 40R is positioned at the vehicle body front side with respect to the straight line L. When a lateral force is generated in the portion 44, it is possible to prevent a torque from being generated in the rear end portion 44 about the bolt 24 as an axis. As a result, the entire third reinforcing member 40R can be moved inward in the vehicle width direction. In addition, the connection structure of the second reinforcing member 30R and the third reinforcing member 40R is not limited to this. A structure in which the connecting portion is located on the rear side of the vehicle body with respect to the straight line L may be employed, as in Modified Example 2 shown in (a).

FIG. 5( a ) is a schematic diagram similar to FIG. 4( a ) showing Modified Example 2 of the vehicle body front structure 10 . In the vehicle body front structure 10 of Modified Example 2, the second reinforcing member 30R and the third reinforcing member 40R are two sides, and the planar angles with the connecting portion thereof as the vertex are the minor angle θ1 and the dominant angle θ2. , and the minor angle θ1 is directed outward in the vehicle width direction. A bolt 24 serving as a connecting portion is positioned on the rear side of the vehicle body with respect to the straight line L.

As shown in FIG. 5(b), in the vehicle body front structure 10 of Modified Example 2, when a lateral force is generated in the rear end portion 44 of the third reinforcing member 40R due to a small overlap collision, the bolt 24 is pivoted. As a result, a rotational force may be generated as indicated by an arrow R2. In this case, a lateral force directed outward in the vehicle width direction is generated at the front end portion 45 of the third reinforcing member 40R, and the cross member 16 moves outward in the vehicle width direction. In the vehicle body front structure 10 of Modified Example 2 as well, it is possible to generate a lateral force in the cabin and absorb the collision energy. , the minor angle θ1 formed by the second reinforcing member 30R and the third reinforcing member 40R is preferably directed inward in the vehicle width direction.

Next, with reference to FIG. 6, forces acting on the vehicle body front structure 10 when the vehicle 70 having the vehicle body front structure 10 is steered will be described. FIG. 6 is a bottom view of the vehicle body front structure 10, showing the side frames 12L, 12R, the side sills 14L, 14R, the cross member 16, and the front wheels 17L, 17R when the vehicle 70 is turned to the right by the steering operation. , and the reinforcing members 20L, 20R, 30L, 30R, 40L, 40R, 70L, 70R at this time are indicated by solid lines.

When the vehicle 70 is steered to the right, a compressive force acts on the second reinforcing member 30R and the third reinforcing member 40R on the right side, and the second reinforcing member 30L and the third reinforcing member 40L on the left side are compressed. is a tensile force. Thereby, the bending deformation of the side sills 14 and the side frames 12 is suppressed, and the steering stability performance of the vehicle 70 can be improved.

As described above, in the vehicle body front structure 10 of the present embodiment and each modified example, the first reinforcing member 20R and the second reinforcing member 20R provide both safety in a small overlap collision and steering stability in steering the vehicle. This can be achieved by a simple and relatively lightweight structure provided with the reinforcing member 30R. Further, by providing the third reinforcing member 40R and the fourth reinforcing member 70R, it is possible to further improve collision safety and steering stability. In addition, the vehicle body front structure 10 does not require excessive reinforcement by deforming the conventional shape of the floor panel 11 or the like, which constitutes the cabin, or increasing the plate thickness, thereby increasing the weight of the vehicle body. can be suppressed.

The present invention is not limited to the above-described embodiments, and various modifications are possible without departing from the scope of the invention.

For example, of the first to fourth reinforcing members 20L, 20R, 30L, 30R, 40L, 40R, 70L, 70R, at least the first and second reinforcing members 20L, 20R, 30L, and 30R may be provided.

Also, for example, the first reinforcing member 20R and the second reinforcing member 30R are not separate members, but are integrally molded so as to be continuous in the region where the reinforcing members 20R and 30R overlap (that is, the front end portions 21 and 31). may be Further, in the above-described embodiment, the third reinforcing member 40R and the fourth reinforcing member 70R may be formed separately instead of integrally. In such a case, the front end portion 45 of the third reinforcing member 40R and one end portion of the fourth reinforcing member 70R are joined to the cross member 16 so as to overlap each other.

10 Body Front Structure 11 Floor Panel 12L, 12R Side Frame 14L, 14R Side Sill 16 Cross Member 17L, 17R Front Wheel 18L, 18R Engine Mount (Mounting Member)
19L, 19R Lower arm 20L, 20R First reinforcing member 30L, 30R Second reinforcing member 40L, 40R Third reinforcing member 70L, 70R Fourth reinforcing member PU Power unit

Claims (6)

a pair of side sills positioned on both sides in the vehicle width direction of the lower portion of the floor panel and extending in the longitudinal direction of the vehicle body, the front ends of which face the front wheels;
A vehicle body front structure comprising a pair of side frames extending in the vehicle front-rear direction inside the side sill in the vehicle width direction,
a first reinforcing member having a front end coupled to the side frame and having a rear end located on the rear side of the vehicle body relative to the front end coupled to the side sill and extending substantially linearly;
A second support member having a front end portion coupled to the front end portion of the first reinforcing member and having a rear end portion coupled to the side sill on the rear side of the vehicle body relative to the rear end portion of the first reinforcing member and extending substantially linearly. a reinforcing member;
In the first reinforcing member, in plan view, an inclination angle of a straight line perpendicular to the extending direction of the first reinforcing member with respect to the longitudinal direction of the vehicle body is a turning angle of the front wheel with respect to the longitudinal direction of the vehicle body. A vehicle body front structure, wherein the vehicle body front structure is arranged so as to be larger than a preset maximum turning angle at which the front wheels turn at the time of a lap collision. 2. The vehicle body front structure according to claim 1, wherein the first reinforcing member and the second reinforcing member are coupled to the lower surface of the side sill and the lower surface of the side frame, respectively. A third reinforcing member extending substantially linearly,
The third reinforcing member has a rear end joined to a front end of the second reinforcing member, and a front end located on the front side of the vehicle body and inward in the vehicle width direction with respect to the rear end portion of the third reinforcing member is connected to the pair of side walls. 3. The vehicle body front structure according to claim 1, wherein the power unit is connected to a cross member extending between the frames and/or a mount member for holding the power unit to the vehicle body. a fourth reinforcing member having one end coupled to the front end of the third reinforcing member, extending outward in the vehicle width direction from the one end, and having the other end coupled to the cross member and/or the mounting member; 4. The vehicle body front structure according to claim 3, further comprising: One end and the other end of the fourth reinforcing member are respectively coupled to the cross member, and the mount member attached to the cross member is arranged between the one end and the other end. The vehicle body front structure according to claim 4, characterized in that: The second reinforcing member and the third reinforcing member are configured such that, at the connection portion thereof, the minor angle of the plane angle formed by the second reinforcing member and the third reinforcing member is in the vehicle width direction. The vehicle body front structure according to any one of claims 3 to 5, characterized in that it is connected so as to face inward.

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