Vehicle body front structure

Abstract

Vehicle body front structure (100) with a front-side element (110) extending in a front-to-rear direction on one side of an engine compartment (100a) located at the front of a vehicle, the vehicle body front structure (100) further comprising: a first element (120) that is fixed to a front end of the front side element (110) and extends in a vertical direction; a second element (130) arranged on an outer side of the first element (120) in the transverse direction of the vehicle; and a third element (140) which is arranged on an outer side of the second element (130) in the transverse direction of the vehicle and at the rear of the second element (130), wherein a front surface (120a) of the first element (120) is a planar surface, the second element (130) is connected to the first element (120) below the front side element (110), the second element (130) extends from a section where the second element (130) is connected to the first element (120) towards the rear of the vehicle and obliquely upwards, and is also connected to a vehicle body above the front side element (110), and the third element (140) is connected to a rear end of the second element (130), the third element (140) extends from a section where the third element (140) is connected to the second element (130) towards the rear of the vehicle and obliquely upwards, and is also connected to the vehicle body above the rear end of the second element (130).

Description

TECHNICAL FIELD

[0001] The present invention relates to a vehicle body front structure. TECHNICAL BACKGROUND

[0002] For example, Patent Document 1 discloses a vehicle body front structure in which left and right upper members extend from left and right front pillars toward the front of the vehicle body. In the vehicle body front structure in Patent Document 1, the upper members each have an L-shaped portion formed on the front pillar side of their rear portions. The L-shaped portion includes a rear inclined portion located on the front pillar side and a front inclined portion connected to a front end of the rear inclined portion. The L-shaped portion in Patent Document 1 includes a front inclined portion and a rear inclined portion, and a curved front pillar portion is joined to an inner surface of the rear inclined portion opposite to the front inclined portion.According to Patent Document 1, this configuration can counteract damage to the joining portions due to impact load without enlarging the welding portions.

[0003] Furthermore, US 8,882,184 B2 discloses a structure for the front portion of a motor vehicle body. The structure comprises a cross member connected to a front part of a front side frame extending in the longitudinal direction, and a side frame reinforcement forming a connection between the front parts of the front side frame and a wheel house upper part. PREVIOUSLY KNOWN TECHNICAL DOCUMENTSPATENT DOCUMENTS

[0004] Patent Document No. 1: JP 2015 - 214 244 A OVERVIEW OF THE INVENTION PROBLEMS TO BE SOLVED BY THE INVENTION

[0005] In recent years, the EU assessment (European New Car Assessment Program; ENCAP) has been implemented to evaluate the safety of vehicle bodies. The EU assessment stipulates that the MPDB (Mobile Progressive Deformable Barrier) frontal crash test will be used as the standard for low-coverage frontal crash tests from 2020. In the MPDB frontal crash test, a vehicle and a colliding object (barrier) are moved at 50 km / h in such a way that they collide with each other in an offset or oblique manner. Based on criteria such as the amount of energy absorbed and the uniformity with which the colliding object (barrier) is compressed (deformed), the adequacy of both occupant protection and the degree of damage to the other vehicle (i.e., the vehicle's compliance) are assessed.

[0006] The aforementioned MPDB frontal crash test results in a poor rating when the colliding object deforms non-uniformly, that is, when the colliding object deforms at specific points. Therefore, a vehicle structure that can deform a colliding object evenly in the event of a collision is needed. While Patent Document 1 considers preventing damage to the joint portion due to impact loading, it does not consider the uniform deformation of a colliding object. Accordingly, the technology described in Patent Document 1 requires improvement.

[0007] In view of the above problem, an object of the present invention is to provide a vehicle body front structure that can smoothly deform a colliding object and achieve high values ​​in the MPDB frontal crash test. MEANS FOR SOLVING THE TASK

[0008] The above object is achieved by an exemplary embodiment of a vehicle body front structure according to the present invention, which includes a front side member extending in the front-rear direction on the side of an engine compartment arranged in a front portion of a vehicle and further includes: a first member fixed to a front end of the front side member and extending in a vertical direction;and a second member disposed on an outer side of the first member in the vehicle transverse direction, wherein a front surface of the first member is a flat surface, and the second member is connected to the first member below the front side member, the second member extends rearward with respect to the vehicle from a portion where the second member is connected to the first member and obliquely upward therebetween, and is also connected to a vehicle body above the front side member; EFFECT OF THE INVENTION

[0009] According to the present invention, a vehicle body front structure can be provided with which it is possible to smoothly deform a colliding object and achieve high values ​​in the MPDB frontal crash test. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a general perspective view showing a vehicle body front structure according to an embodiment of the present invention. Fig. 2 is an enlarged view of the vehicle body front structure of Fig. 1. Fig. 3 shows a state of the vehicle body front structure of Fig. 1 when viewed from the outside of the vehicle. Fig. 4 shows a state of the vehicle body front structure of Fig. 1 when viewed from the inside of a vehicle. Fig. 5 is a plan view showing a state of the vehicle body front structure of Fig. 1 when viewed from above. Fig. 6 is a view showing a state of the vehicle body front structure of Fig. 1 when viewed from below. Fig. Figure 7 is an enlarged view of an area around a third easily bendable section of Fig. 3. Fig. Figure 8 is a view of the area around the third easily bendable section of Fig. 7 when viewed from below. EMBODIMENTS OF THE INVENTION

[0010] A vehicle body front structure according to an embodiment of the present invention includes a front side member extending in a front-rear direction on the side of an engine compartment disposed in a front portion of a vehicle, and the vehicle body front structure further includes: a first member fixed to a front end of the front side member and extending in a vertical direction; and a second member disposed on an outer side of the first member in the vehicle width direction, wherein a front surface of the first member is a flat surface, and the second member is joined to the first member below the front side member, the second member extends obliquely upward from a portion where the second member is joined to the first member rearward of the vehicle, and is also joined to a vehicle body above the front side member.

[0011] According to the above configuration, when a collision occurs, particularly an offset or oblique collision, an impact load acting from the front on either a left or right portion of a vehicle's front surface can be absorbed by the flat front surface of the first member and a front surface of the second member. Accordingly, a colliding object can act on a larger area, thereby preventing the impact load from concentrating on a single point portion of the colliding object. Accordingly, it is possible to uniformly deform the colliding object, achieve high scores in the MPDB frontal crash test, and reduce damage to the colliding object.

[0012] This vehicle body front structure further includes a third member disposed on an outer side of the second member with respect to the vehicle transverse direction and a rear side of the second member, the third member being connected to a rear end of the second member, the third member extending obliquely upward toward the rear of the vehicle from a portion where the third member is connected to the second member, and further connected to the vehicle body above the rear end of the second member. According to this configuration, it is possible to contain a colliding object not only on the flat front surface of the first member and the front surface of the second member, but also additionally on a front surface of the third member. Accordingly, it is possible to contain the colliding object over an even wider area and enhance the above-mentioned effect.

[0013] The vehicle body front structure further includes a chassis frame disposed below the front side member; and a reinforcing member extending between the first member and the chassis frame below the front side member in a front-rear direction, wherein a front end of the reinforcing member is connected to a lower end of the first member, a rear end of the reinforcing member is connected to one of the vehicle body and the chassis frame, and the reinforcing member is parallel to an inclined portion of the second member when viewed from above.

[0014] According to this configuration, the reinforcement member is stretched when a collision occurs between the first member and the vehicle body (or chassis frame). As a result, the first member is supported by the vehicle body (or chassis frame) via the reinforcement member, thus counteracting tilting of the first member in the front-rear direction due to the collision load. Accordingly, it is possible to preferentially maintain the orientation of the first member, and the effect of absorbing the colliding object on the first member is reliably achieved.

[0015] The third member extends rearward of the vehicle from the portion where the third member is connected to the second member, obliquely upward, continues in a horizontal direction, and is then connected to the vehicle body. The rear end of the reinforcement member is connected to the chassis frame. The reinforcement member has a first easily bendable portion and a second easily bendable portion that are spaced apart from each other in the front-rear direction and are more flexible than the surrounding portions, and a third easily bendable portion formed at a portion where the reinforcement member is connected to the chassis frame and is more flexible than the surrounding portions. A rear end of the front-side member is connected to the vehicle body.The front side member includes: a front portion; a center portion continuously connected to a rear side of the front portion; a rear portion continuously connected to a rear side of the center portion; a reinforcing shape formed in the front portion and the rear portion and extending in a front-rear direction of the vehicle; and a fracture-sensitive shape formed in the center portion and a rear end of the rear portion, the fracture-sensitive shape extending in the vertical direction and being more fracture-sensitive than the surrounding portions. A front end of the front side member, a front end of the second member, and the first easily bendable portion of the reinforcing member are arranged at the same position in the front-rear direction of the vehicle.A boundary between an inclined portion and a horizontal portion of the third member, the fragile shape at the rear end of the rear portion of the front side member, and the third easily bendable portion of the reinforcement member are arranged at the same position in the front-rear direction of the vehicle, and the portion where the third member is connected to the second member, a boundary between the central portion and the rear portion of the front side member, and the second easily bendable portion of the reinforcement member are arranged in this order from the front side.

[0016] According to this configuration, the shape, arrangement, and timing of deformation of the aforementioned elements are optimized. Accordingly, it is possible to achieve a more uniform collision shape, and the above-described effect can be enhanced. Examples of implementation

[0017] A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings. Dimensions, materials, other specific values, and the like described in this embodiment are merely examples to facilitate understanding of the invention and are not intended to limit the present invention unless otherwise stated. Note that in this specification and the drawings, elements having substantially the same functions and configurations are given the same reference numerals to omit redundant descriptions, and elements not directly related to the present invention are omitted from the drawings.

[0018] Fig. 1 is a general perspective view showing a vehicle body front structure 100 according to the present embodiment. Fig. 2 is an enlarged view of the vehicle body front structure 100 of Fig. 1. Note that although the right side of the vehicle body (which is not fully illustrated in the drawings) is described by way of example in the present embodiment, the present invention can also be applied to the left side of the vehicle body. In the drawings used in the following description, the directions forward, backward, left, right, upward, and downward with respect to an occupant are referred to as "Fr" (forward or toward the front of the vehicle), "Rr" (backward or toward the rear of the vehicle), "L" (left), "R" (right), "Up" (upward), and "Down" (downward), as appropriate.

[0019] As in Fig. 1 and Fig. As shown in FIG. 2, the vehicle body front structure 100 according to the present embodiment includes a front side member 110, a first member 120, and a second member 130. The front side member 110 is a member extending in the front-rear direction on the side of an engine compartment 100a disposed in a front portion of a vehicle, and a rear end of the front side member 110 is connected to a body side part 170 that is part of the vehicle body.

[0020] The first member 120 is a member fixed to a front end of the front side member 110 and extending in the vertical direction. In the present embodiment, the first member 120 is a radiator bracket. The second member 130 is a member disposed on an outer side of the first member 120 in the vehicle transverse direction. In the present embodiment, the second member 130 is a fender apron front member.

[0021] Note that in the present embodiment, an embodiment is described in which the first member 120 is fixed to the front-side member 110 by means of a front-side member fixing portion 180. However, this is not necessarily the case, and the first member 120 may alternatively be fixed directly to the front-side member 110.

[0022] According to the present embodiment, it is a feature of the vehicle body front structure 100 that a front surface 120a of the first member 120 is a flat surface extending in the vertical direction, as shown in Fig. 2. Specifically, the front surface 120a is a flat surface extending in the left-right direction with respect to the cross section of the front side element 110, and is a flat surface that widens downwards. The second element 130 is connected to the first element 120 below the front side element 110, as shown in Fig. 3. The second element 130 extends rearward and obliquely upward relative to the vehicle from a portion where the second element 130 is connected to the first element 120. A rear end of the second element 130 is connected above the front side element 110 to the body side part 170, which is part of the vehicle body, by means of a third element 140, which will be described below.

[0023] According to the above configuration, when a collision occurs, particularly an oblique collision, an impact load acting from the front onto a right portion of a vehicle's front surface can be absorbed by the flat front surface 120a of the first member 120 and a front surface of the second member 130. Accordingly, a colliding object can act on a larger area, thereby preventing the impact load from concentrating on a single point of the colliding object. Accordingly, it is possible to deform the colliding object more uniformly and achieve higher scores in the MPDB frontal crash test.

[0024] As mentioned above, the vehicle body front structure 100 according to the present embodiment includes a third member 140 in addition to the first member 120 and the second member 130. As shown in Fig. As shown in Figure 2, the third member 140 is a member disposed on an outer side of the second member 130 in a vehicle transverse direction and rearward of the second member 130. In the present embodiment, the third member 140 is a cowl outer side member.

[0025] Fig. 3 shows a state of the vehicle body front structure 100 of Fig. 1 when viewed from the outside of the vehicle. Fig. 4 shows a state of the vehicle body front structure of Fig. 1 when viewed from the inside of the vehicle. As shown in Fig. As shown in Figure 3, a front end of the third element 140 is connected to the rear end of the second element 130, and the third element 140 extends rearward and obliquely upward relative to the vehicle from the connection point. A rear end of the third element 140 is connected above the rear end of the second element 130 to the body side part 170, which is part of the vehicle body.

[0026] According to the above configuration, it is possible to capture a colliding object not only on the front surface 120a of the first element 120 and the front surface of the second element 130, but also on a front surface of the third element 140. Accordingly, it is possible to capture the colliding object over a larger area, thus enhancing the above-mentioned effect.

[0027] Specifically, in the present embodiment, the first member 120, the second member 130, and the third member 140 are arranged in this order from the vehicle front to the vehicle rear. Thus, it is possible to sequentially absorb an impact load in the front-rear direction of the vehicle by means of these members. Accordingly, the total amount of absorbed impact load can be increased, and at the same time, each of these members deforms reliably, enabling the impact load to be distributed. This makes it possible to absorb the impact over a wider area and reduce damage to the colliding object.

[0028] It will be back on Fig. 3. The vehicle body front structure 100 according to the present embodiment further includes, in addition to the aforementioned members, a chassis frame 150 and a reinforcement member 160. The chassis frame 150 is a member disposed below the front side member 110 and supporting a suspension arm 190. The reinforcement member 160 is a member extending below the front side member 110 in a front-rear direction of the vehicle between the first member 120 and the chassis frame 150.

[0029] A front end of the reinforcement member 160 is connected to a lower end of the first member 120, and a rear end of the reinforcement member 160 is connected to the landing gear frame 150. Thus, when a collision occurs, the reinforcement member 160 is stretched between the first member 120 and the landing gear frame 150. Accordingly, the first member 120 is supported by the landing gear frame 150 via the reinforcement member 160 and prevented from tilting in the front-rear direction of the vehicle due to a collision load. As a result, it is possible to preferentially maintain the orientation of the front surface 120a of the first member 120, and the effect of absorbing a colliding object by the first member 120 is reliably achieved.

[0030] It should be noted that although the present embodiment describes a configuration in which the rear end of the reinforcement member 160 is connected to the chassis frame 150 by way of example, this is not necessarily the case. The same effect described above can also be achieved with a configuration in which the reinforcement member 160 is directly joined to a structural element of the vehicle body or in which the reinforcement member 160 is indirectly connected to a structural element of the vehicle body via the chassis frame 150.

[0031] Fig. 5 is a plan view showing a state of the vehicle body front structure 100 of Fig. 1 when viewed from above. Fig. 6 is a plan view showing a state of the vehicle body front structure 100 of Fig. 1 when viewed from below. As shown in Fig. 5 and Fig. As shown in Figure 6, the reinforcing member 160 extends parallel to an inclined portion 132 of the second member 130 when viewed from above. Thus, it is possible to align the direction in which a collision load acts on the reinforcing member 160 with the direction in which the collision load acts on the inclined portion 132 of the second member 130. Accordingly, the above-mentioned effect can be enhanced.

[0032] Details of the third element 140, the reinforcement element 160 and the front side element 110 are described below. As in Fig. 3, the third member 140 extends from the portion where the third member 140 is connected to the second member 130 rearward of the vehicle and thereby obliquely upwards, continues in a horizontal direction and is then connected to the body side part 170 which is part of the vehicle body.

[0033] The reinforcement element 160 has three easily bendable sections. A first easily bendable section 162 and a second easily bendable section 164, which Fig. 3 are sections that are spaced apart in the front-rear direction and are more flexible than the surrounding sections.

[0034] Fig. Figure 7 is an enlarged view of an area around a third easily bendable section 166 of Fig. 3. Fig. Figure 8 is a view of the area around the third easily bendable section 166 of Fig. 7 when viewed from below. The third easily bendable section 166, which is Fig. 7 and Fig. 8, is formed on a portion connected to the landing gear frame 150 and is more flexible than the surrounding portions. However, the third easily bendable portion 166 is less flexible than the first easily bendable portion 162 and the second easily bendable portion 164.

[0035] As in the Fig. 7 and Fig. 8, the rear end of the reinforcement member 160 and a front end of the landing gear frame 150 are connected to each other at the third easily bendable portion 166 by means of the bracket 192. As shown in Fig. 8, a holding bolt 194 of the suspension arm 190, which is arranged with the rotation axis in the front-rear direction, is arranged at a position hidden in a region R of the cross section of the reinforcing member 160.

[0036] Because the bracket 192 is wider than the reinforcement element 160, as in Fig. 8, the third easily bendable portion 166 is less flexible than the first easily bendable portion 162 and the second easily bendable portion 164. This configuration enables reliable deformation of the first easily bendable portion 162 and the second easily bendable portion 164.

[0037] Furthermore, when the reinforcement member 160 yields upon occurrence of a collision, an opening at the rear end of the reinforcement member 160 covers a head portion of the retaining screw 194 because the retaining screw 194 is disposed at a position hidden within the range R of the cross section of the reinforcement member 160. Thus, when a load is applied from the front, the rear end of the reinforcement member 160 can be supported by the retaining screw 194. As a result, a position of the rear end of a load path is unlikely to shift, and the positional shift of the rear end of the reinforcement member 160 can be counteracted, making it possible to reliably trigger the bending deformation of the reinforcement member 160.

[0038] The front side member 110 has a front section 112, a middle section 114, and a rear section 116. The front section 112 extends rearward of the vehicle in a predetermined region of a portion where the first section 112 is connected to the first member 120. The middle section 114 extends rearward of the vehicle in a predetermined region, continuously adjoining the rear end of the first section 112. The middle section 116 extends rearward of the vehicle in a predetermined region, continuously adjoining the rear end of the middle section 114.

[0039] A reinforcing shape 118a extending in the front-rear direction of the vehicle is formed in the front portion 112 and the rear portion 116 of the front-side member 110. This prevents the front portion 112 and the rear portion 116 from deforming in the front-rear direction of the vehicle when a collision load is applied. A fracture-sensitive shape 118b extending in the vertical direction and more fracture-sensitive than the surrounding portions is formed on a vehicle-outer surface portion of the center portion 114 of the front-side member 110. As shown in Fig. 4, a fracture-sensitive shape 118c extending in the vertical direction and more fracture-sensitive than the surrounding portions is also formed on a vehicle-inside surface portion of the rear end of the rear portion 116 of the front side member 110. This configuration promotes deformation in the vertical direction at the central portion 114 and the rear end of the rear portion 116 when a load is applied thereto. When a collision occurs, a front side member deforms and protrudes with the portion of the fracture-sensitive shape 118b toward the inner side of the vehicle and protrudes with the portion of the fracture-sensitive shape 118c toward the outer side of the vehicle.

[0040] It is a feature of the present embodiment that a front end P1 of the front side member 110, a front end P2 of the second member 130 and the first easily bendable portion 162 (position P3) of the reinforcing member 160 are arranged at the same position in the front-rear direction of the vehicle as shown in Fig. 3. Furthermore, a boundary P4 between an inclined portion 142 and a horizontal portion 144 of the third member 140, the fragile shape P5 at the rear end of the rear portion 116 of the front-side member 110, and the third easily bendable portion 166 (position P6) of the reinforcing member 160 are arranged at the same position in the front-rear direction of the vehicle. With this configuration, it is possible to optimize the deformation timing of the individual members in the front-rear direction of the vehicle.

[0041] Furthermore, in the vehicle body front structure 100, the portion P7 where the third member 140 is connected to the second member 130, a boundary P8 between the center portion 114 and the rear portion 116 of the front side member 110, and the second easily bendable portion 164 (position P9) of the reinforcement member are arranged in this order from the front. With this configuration, when a collision occurs, the deformation positions are shifted rearward and downward with respect to the vehicle. Accordingly, it is possible to effectively prevent the front surface 120a of the first member 120 from tilting, and a colliding object can be advantageously accommodated.

[0042] Although a preferred embodiment of the present invention has been explained above with reference to the accompanying drawings, it should be understood that the present invention is not limited to the above-described embodiments. It is obvious that a person skilled in the art can devise various modifications and variations within the scope of the appended claims, and these modifications and variations are to be considered as naturally included within the technical scope of the present invention. INDUSTRIAL APPLICABILITY

[0043] The present invention is applied to a vehicle body front structure. LIST OF REFERENCE SYMBOLS

[0044] 100 ... vehicle body front structure; 100a ... engine compartment; 110 ... front-side member; 112 ... front section; 114 ... middle section; 116 ... rear section; 118a ... stiffening shape; 118b ... fragile shape; 120 ... first member; 120a ... front surface; 130 ... second member; 132 ... section; 140 ... third member; 142 ... inclined section; 144 ... horizontal section; 150 ... chassis frame; 160 ... reinforcing member; 162 ... first easily bendable section; 164 ... second easily bendable section; 166 ... third easily bendable section; 170 ... body side part; 180 ... front-side member fixing member; 190 ... suspension arm; 192 ... bracket; 194 ... retaining screw

Claims

[1] A vehicle body front structure (100) having a front side member (110) extending in a front-rear direction on one side of an engine compartment (100a) arranged at the front of a vehicle, the vehicle body front structure (100) further comprising: a first member (120) fixed to a front end of the front side member (110) and extending in a vertical direction; a second element (130) arranged on an outer side of the first element (120) in the vehicle transverse direction; and a third element (140) arranged on an outer side of the second element (130) in the vehicle transverse direction and at the rear of the second element (130), wherein a front surface (120a) of the first element (120) is a flat surface, the second element (130) is connected to the first element (120) below the front side element (110), the second element (130) extends from a portion where the second element (130) is connected to the first element (120) rearward and thereby obliquely upwards with respect to the vehicle and is also connected to a vehicle body above the front side element (110), and the third element (140) is connected to a rear end of the second element (130), the third element (140) extends from a portion where the third element (140) is connected to the second element (130) rearward and thereby obliquely upwards with respect to the vehicle and is also connected to the vehicle body above the rear end of the second element (130). [2] A vehicle body front structure (100) having a front side member (110) extending in a front-rear direction on one side of an engine compartment (100a) arranged at the front of a vehicle, the vehicle body front structure (100) further comprising: a first member (120) fixed to a front end of the front side member (110) and extending in a vertical direction; a second element (130) arranged on an outer side of the first element (120) in the vehicle transverse direction; a chassis frame (150) arranged below the side member (110); and a reinforcing element (160) extending in a front-rear direction of the vehicle between the first element (120) and the chassis frame (150) below the front side element (110), wherein a front surface (120a) of the first element (120) is a flat surface, the second element (130) is connected to the first element (120) below the front side element (110), the second element (130) extends from a portion where the second element (130) is connected to the first element (120) rearward and thereby obliquely upwards with respect to the vehicle and is also connected to a vehicle body above the front side element (110), and a front end of the reinforcing element (160) is connected to a lower end of the first element (120), a rear end of the reinforcing element (160) is connected to the vehicle body or the chassis frame (150), and the reinforcing element (160) runs parallel to an inclined portion (132) of the second element (130) when viewed from above. [3] Vehicle body front structure (100) according to claim 2, further comprising: a third element (140) arranged on an outer side of the second element (130) in the vehicle transverse direction and at the rear of the second element (130), wherein the third element (140) is connected to a rear end of the second element (130), extends from the portion where the third element (140) is connected to the second element (130) rearward and obliquely upwards with respect to the vehicle, continues in a horizontal direction and is then connected to the vehicle body above the rear end of the second element (130), the rear end of the reinforcing element (160) is connected to the chassis frame (150), the reinforcing member (160) comprises: a first easily bendable portion (162) and a second easily bendable portion (164) which are spaced apart from each other in a front-rear direction of the vehicle and are more flexible than the surrounding portions, and a third easily bendable portion (166) which is formed at a portion where the reinforcing member (160) is connected to the chassis frame (150) and which is more flexible than the surrounding portions, a rear end of the front side element (110) is connected to the vehicle body, the front side element (110) has: a front section (112); a central portion (114) continuously connected to a rear side of the front portion (112); a rear portion (116) continuously connected to a rear side of the central portion (114); a stiffening shape (118a) formed in the front portion (112) and in the rear portion (116) and extending in the front-rear direction of the vehicle; and a fracture-sensitive shape (118b) formed in the central portion (114) and in a rear end of the rear portion (116), the fracture-sensitive shape (118b) extending in the vertical direction and being more fracture-sensitive than the surrounding portions, a front end (P1) of the front side member (110), a front end (P2) of the second member (130) and the first easily bendable portion (162, P3) of the reinforcing member (160) are arranged at the same position in the front-rear direction of the vehicle, a boundary (P4) between an inclined portion (142) and a horizontal portion (144) of the third element (140), the fragile shape (118b, P5) at the rear end of the rear portion (116) of the front-side element (110) and the third easily bendable portion (166, P6) of the reinforcing element (160) are arranged at the same position in the front-rear direction of the vehicle, and the portion (P7) at which the third element (140) is connected to the second element (130), a boundary (P8) between the middle portion (114) and the rear portion (116) of the front side element (110) and the second easily bendable portion (164, P9) of the reinforcing element (160) are arranged in this order from the front.

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