JP2005126018A - Front part structure for vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a front part structure for a vehicle body efficiently escaping front surface collision load inputted from a hood ridge member to a pillar member to a rear part of the vehicle body while absorbing it and capable of sufficiently ensuring oblique front part visual field by making a shape and a cross section of the pillar member small. <P>SOLUTION: An inner close cross section part 1A extending in a longitudinal direction of the vehicle body is provided at the inside of the hood ridge member 1 and a reinforcement member 11 having a close cross section structure is bonded to an opposed position of the inner close cross section part 1A while laid between inner side surfaces in the longitudinal direction of the vehicle body at the inside of the close cross section of the pillar 2. A door support member 12 is bonded to a rear part of the vehicle body of the reinforcement member 11 and a curved front end 21b of a slide rail 21 at the inside of the door 20 is supported by the door support member 12. The inner close cross section part 1A, the reinforcement member 11, the door support member 12 and the slide rail 21 are arranged on an approximately linear line L in the longitudinal direction of the vehicle body. Thereby, an input load from the hood ridge member 1 is efficiently transmitted to the rear part of the vehicle at front surface collision and collision energy is efficiently absorbed by the respective members of a transmission route. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle body front structure, and more particularly to a vehicle body front structure in a portion from a hood ridge member to a front door via a front pillar.

In the conventional automobile, the portion from the hood ridge member to the front pillar is connected to the front pillar by connecting flange portions provided on the outer side in the vehicle width direction and on the upper and lower portions of the rear wall of the hood ridge upper portion. (For example, refer to Patent Document 1).
JP 2001-80544 A (Page 4, FIG. 2)

  Therefore, the load input from the front at the time of a frontal collision is directly transmitted to the front pillar via the hood ridge upper portion arranged in the longitudinal direction of the vehicle body, and the transmitted load is received by the front pillar.

  For this reason, even in the case of a relatively small frontal collision, the front pillar, which forms the main skeleton of the cabin, will be deformed.To suppress this deformation, the cross-sectional area of the pillar is enlarged to increase the strength. In such a front pillar having an enlarged shape area, the oblique front view is deteriorated.

  Accordingly, the present invention efficiently escapes to the rear of the vehicle body while absorbing the frontal collision load input from the hood ridge member to the pillar member, and thus ensures a good oblique front view by reducing the shape and cross-sectional area of the pillar member. It is an object of the present invention to provide a vehicle body front part structure that can be used.

The present invention includes a hood ridge member having a closed cross-sectional structure extending in the longitudinal direction of the vehicle body at the front of the vehicle body,
A pillar member having a closed cross-sectional structure extending in the vehicle body up-down direction by connecting the vehicle body rear end of the hood ridge member;
A front window panel support frame connected between the upper side of the middle part of the hood ridge member in the front-rear direction and the upper end of the pillar member, and a vehicle body front structure comprising:
An inner closed cross section extending in the longitudinal direction of the vehicle body is provided inside the hood ridge member,
A reinforcing member having a closed cross-section structure is coupled and arranged at a position facing the inner closed cross-section portion across the inner side surface in the vehicle longitudinal direction inside the closed cross-section of the pillar member,
A door support member is coupled to the rear of the vehicle body of the reinforcing member, and the front end portion of the door is supported by the door support member via a curved front end portion of a slide rail disposed in the vehicle body longitudinal direction.
The most important feature is that the inner closed cross section of the hood ridge member, the reinforcing member, the door support member, and the slide rail are arranged in a substantially straight line in the longitudinal direction of the vehicle body.

  According to the vehicle body front structure of the present invention, the hood ridge member is provided with an inner closed cross-sectional portion for reinforcement, and the hood ridge member is deformed by receiving an input load at the time of a frontal collision by the inner closed cross-sectional portion. While transmitting the load to the pillar member side.

  This load is input to a pillar member that is coupled to the rear end of the vehicle body of the hood ridge member. The pillar member includes a reinforcing member that is coupled to a position facing the inner closed cross section inside the closed cross section. Therefore, the deformation of the pillar member can be suppressed by the reinforcing member.

  The load input to the pillar member is transmitted to the door support member coupled to the rear of the vehicle body of the reinforcing member, and then transmitted to the curved front end portion of the slide rail inside the door supported by the door support member. At this time, the inner closed cross section of the hood ridge member, the reinforcing member, the door support member, and the slide rail are arranged in a substantially straight line in the longitudinal direction of the vehicle body. The load transmitted from the door support member can be input efficiently.

  As a result, the front collision load from the hood ridge member is efficiently transmitted to the rear of the vehicle, and the collision energy can be efficiently absorbed by each member of the transmission path, so there is no need to excessively increase the strength of the pillar member itself, Therefore, the enlargement of the shape and cross-sectional area of the pillar member can be avoided.

  Further, since the collision load can be efficiently transmitted and absorbed by the respective members arranged in a straight line in this way, the collision load is input to the front window panel support frame connected between the hood ridge member and the pillar member. Since the cross-sectional area of the support frame can be made smaller and the enlargement of the shape of the pillar member and the cross-sectional area can be avoided, there is an advantage that a wide oblique front view can be secured.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 to 11 show a first embodiment of a vehicle body front structure according to the present invention, FIG. 1 is a perspective view of a main part skeleton of the vehicle body front part, FIG. 2 is a perspective view of an internal structure of a front door, and FIG. FIG. 4 is an exploded perspective view of the hood ridge member, FIG. 5 is a sectional view corresponding to line AA in FIG. 4 of the assembled state of the hood ridge member, and FIG. 6 is a reinforcing member. FIG. 7 is a perspective view of a hood ridge member and a front window panel support frame coupled to the hood ridge member. FIG. 8 is a cross-sectional view corresponding to the line BB in FIG. 9 is a cross-sectional view corresponding to line BB in FIG. 4 after the hood ridge member has undergone collision deformation, FIG. 10 is an exploded perspective view of the reinforcing member, and FIG. 11 is an end perspective view of the slide rail.

  As shown in FIG. 1, the vehicle body front portion structure of the first embodiment is provided with hood ridge members 1 extending in the vehicle longitudinal direction on both sides of the front compartments F and C in the vehicle width direction. The rear end of the vehicle body is coupled to a front pillar 2 having a closed cross-sectional structure as a pillar member extending in the vertical direction of the vehicle body.

  A front end portion of a roof side rail 4 extending in the vehicle longitudinal direction is coupled to both sides of the roof 3 in the vehicle width direction at the upper end portion of the front pillar 2, and the vehicle body on both sides in the vehicle width direction of the floor 5 is coupled to the lower end portion. The front end portion of the side sill 6 extending in the front-rear direction is joined.

  Further, a front window panel support that supports both sides in the vehicle width direction of the front window panel 7 across a rearward inclined state between the upper side of the middle portion in the front-rear direction of the hood ridge member 1 and the upper end portion of the front pillar 2. The frame 8 is connected.

  The upper edge of the front window panel 7 is supported by a roof front rail 9, and the lower edge of the front window panel 7 is supported by a cowl box 10.

  Here, in the present embodiment, an inner closed cross-section portion 1A extending in the longitudinal direction of the vehicle body is provided inside the hood ridge member 1, and the inner side of the front pillar 2 is straddled between the inner side surfaces in the longitudinal direction of the vehicle body. A reinforcing member 11 having a closed cross-sectional structure is coupled and disposed at a position facing the closed cross-sectional portion 1A, and a door support member 12 is coupled to the rear of the vehicle body of the reinforcing member 11, and as shown in FIG. The front end portion of the front door 20 is supported by the member 12 via the curved front end portion of the slide rail 21 disposed in the longitudinal direction of the vehicle body, and the inner closed cross section of the hood ridge member 1 as shown in FIG. The part 1A, the reinforcing member 11, the door support member 12, and the slide rail 21 are arranged on a substantially straight line L in the longitudinal direction of the vehicle body.

  As shown in FIGS. 4 and 5, the inner closed cross section 1A provided on the hood ridge member 1 is defined as an L-shaped cross section on the inner side of the upper end corner of the outer main body 1B formed in an inverted L-shaped cross section. The member 1C is formed as a rectangular cross section by spot welding Ws.

  Further, the hood ridge member 1 has a rear end of the vehicle body formed vertically along the vertical direction of the vehicle body, while the front pillar 2 is also erected vertically in the vertical direction of the vehicle body. The rear end of the vehicle body is joined to the front side surface of the upper and lower middle part of the front pillar 2.

  The reinforcing member 11 is formed in a closed cross-sectional structure having a rectangular hollow portion S as shown in FIG. 6, and the central axis of the hollow portion S straddles between the vehicle body front and rear inner side surfaces inside the closed cross section of the front pillar 2. Are arranged in the front-rear direction of the vehicle body and are joined at a position facing the inner closed cross-sectional portion 1A of the hood ridge member 1.

  As shown in FIGS. 1 to 3, the door support member 12 protrudes from the rear surface of the vehicle body of the rectangular mounting seat 12a toward the outer side in the vehicle width direction, and the front end of the arm portion 12b. A pair of rollers 12d is provided at each distal end of a bifurcated portion 12c that is rotatably attached to the portion. As shown in FIG. 3, the rollers 12d are used to roll onto the inner surface 21a of the slide rail 21. It is arranged freely.

  As shown in FIG. 2, the slide rail 21 is attached across the front and rear frames 20a and 20b of the front door 20, and the front end portion thereof is a curved front end portion 21b that smoothly curves outward in the vehicle width direction. The curved front end 21b protrudes from the front frame 20a, and the rear end is coupled to a door lock 22 that is a rigid part of the rear frame 20b.

  The door 20 is subjected to a load so that the cross-section is crushed at the time of a frontal collision, but the cross-sectional strength can be increased by connecting the door reinforcing plate 23 and the door guard bar 24 in the front-rear direction. The overall impact energy absorption effect can be expected.

  As shown in FIG. 7, the hood ridge member 1 forms a closed cross-section structure by joining the outer main body 1B having an inverted L-shaped cross section formed by press molding and the inner main body 1D having an L-shaped cross section. In the present embodiment, the flanges 1Ba and 1Da formed at appropriate locations on the peripheral edges of the outer and inner bodies 1B and 1D are spot-welded Ws to each other.

  The flanges 1Ba and 1Da are formed as faces facing in the vehicle width direction, and the flanges 1Ba and 1Da are subjected to a load in a direction away from each other against deformation of the vehicle body at the time of a frontal collision, and the spot weld Ws can be peeled off. It has become.

  Further, the hood ridge member 1 is formed with a bead 30 as a fragile portion that deforms the hood ridge member 1 outward in the vehicle width direction by a load input from the front of the vehicle body.

  As shown in FIG. 8, the bead 30 is formed by pressing as a V-shaped recessed portion on the side surface of the inner closed cross-sectional portion 1A of the hood ridge member 1, that is, the inner side surface 1Ca of the defining member 1C.

  Furthermore, the bead 30 receives the load at the time of a frontal collision, and as shown in FIG. 9, the inner side surface 1Ca of the defining member 1C is bent outwardly in the vehicle width direction (downward in the figure) from the bead 30. As a result, the hood ridge member 1 is deformed outward in the vehicle width direction as a whole.

  Further, as shown in FIG. 7, the support frame 8 of the front window panel 7 is arc-welded Wa to a fixed piece 1Bb protruding from the center of the upper edge of the outer body 1B of the hood ridge member 1, At this time, the welded portion of the arc welding Wa can be peeled off when the hood ridge member 1 moves backward toward the rear of the vehicle body when a load is input due to a frontal collision.

  On the other hand, as shown in FIG. 10, the reinforcing member 11 coupled to the inside of the front pillar 2 is configured by coupling a first member 11A and a second member 11B each having a U-shaped cross section obtained by press-molding a flat plate, The open side of the second member 11B is inserted inside the open side of the first member 11A, and the respective upper surfaces 11Aa and 11Ba and the lower surfaces 11Ab and 11Bb are spot-welded Ws.

  Both end portions of the upper surface 11Aa and the lower surface 11Ab of the first member 11A are flanges 11Ac that are bent outward and joined to the center pillar 2.

  The reinforcing member 11 having a closed cross-sectional structure is filled with a foam member 31.

  Of course, the foam member 31 is formed in a rectangular parallelepiped shape along the inner shape of the reinforcing member 11 and is inserted in close contact so as to fill the inner side of the reinforcing member 11.

  Further, the slide rail 21 (see FIG. 2) incorporated in the front door 20 is formed by extrusion as shown in FIG. 11, and a channel portion 21d having a slit 21c facing the inner side surface 21a. The bifurcated portion 12c of the door support member 12 and the roller 12d (see FIGS. 1 to 3) are inserted from the slit 21c, and the roller 12d is pressed against the inner side surface 21a.

  In the present embodiment, as shown in FIG. 11, a hollow portion 32 is formed in the slide rail 21 along the extending direction (front-rear direction) of the slide rail 21 adjacent to the inner surface 21a side of the channel portion 21d. Is integrally molded.

  With the above configuration, according to the vehicle body front structure of the first embodiment, when a frontal collision occurs, the collision load is input from the front bumper portion to the rear of the vehicle body, and a part of the collision load is forward of the vehicle body of the hood ridge member 1. Input from the end.

  At this time, the hood ridge member 1 is strengthened by providing an inner closed cross section 1A therein, and the hood ridge member 1 is deformed by receiving an input load at the time of a frontal collision by the inner closed cross section 1A. To communicate.

  The load input to the hood ridge member 1 is input to the front pillar 2 which is coupled to the rear end of the vehicle body of the hood ridge member 1, and the front pillar 2 includes the hood ridge member 1 inside the closed cross section. Since the reinforcing member 11 coupled to the position facing the inner closed cross section 1A is present, deformation of the front pillar 2 can be effectively suppressed by the reinforcing member 11.

  Further, the load input to the front pillar 2 is transmitted to the door support member 12 coupled to the rear of the vehicle body of the reinforcing member 11 and then the curved front end of the slide rail 21 of the front door 20 supported by the door support member 12. At this time, the inner closed cross section 1A of the hood ridge member 1, the reinforcing member 11, the door support member 12, and the slide rail 21 are substantially aligned in the vehicle longitudinal direction. Since it is arranged above, the load transmitted from the door support member 12 can be efficiently input to the slide rail 21.

  As a result, the front collision load from the hood ridge member 1 can be efficiently transmitted to the rear of the vehicle, and the collision energy can be efficiently absorbed by the members 1, 11, 12, and 21 of the transmission path. Therefore, it is not necessary to excessively increase the width of the front pillar 2, and the enlargement of the shape and cross-sectional area of the front pillar 2 can be avoided.

  Further, since the collision load can be efficiently transmitted and absorbed by the members 1, 11, 12, 21 arranged in a straight line in this way, the front window connected between the hood ridge member 1 and the front pillar 2 is straddled. Combined with the fact that the input of a collision load to the support frame 8 of the panel 7 can be remarkably reduced and the cross-sectional area of the support frame 8 can be reduced, so that the increase in the shape and cross-sectional area of the front pillar 2 can be avoided. , Can ensure a wide oblique front view.

  Incidentally, in the present embodiment, in addition to the above-described effects, as shown in FIG. 8, the hood ridge member 1 is deformed outward in the vehicle width direction by a load input from the front of the vehicle body. Since the bead 30 as the weakened portion is formed, as shown in FIG. 9, the deformation mode of the hood ridge member 1 is controlled outward in the vehicle width direction, and the transmission and deformation of the collision load to the cabin inward are suppressed. be able to.

  Further, the bead 30 is formed by pressing as a V-shaped recessed portion on the inner side surface 1Ca of the defining member 1C constituting the inner closed cross-sectional portion 1A of the hood ridge member 1, so that the fragile portion can be easily formed. Can do.

  Furthermore, since the welded portion where the support frame 8 of the front window panel 7 is arc-welded Wa to the hood ridge member 1 can be peeled off when a load is applied during a frontal collision, the hood ridge member 1 is obstructed by the support frame 8. As a result, the load can be efficiently transmitted to the rear of the vehicle body, and the load transmission to the support frame 8 and the front window panel 7 can be suppressed to prevent entry into the cabin.

  Furthermore, since the flanges 1Ba and 1Da that connect the outer main body 1B and the inner main body 1D of the hood ridge member 1 are formed as surfaces facing in the vehicle width direction, the flanges 1Ba and 1Da are mutually opposed to deformation of the vehicle body at the time of a frontal collision. Since the load in the separating direction acts and the spot welds Ws of the flanges 1Ba and 1Da can be peeled off, the outer body 1B can be reliably deformed outward in the vehicle width direction at the time of a frontal collision.

  Further, since the reinforcing member 11 having a closed cross-section structure coupled to the inside of the closed cross section of the front pillar 2 is filled with the foam member 31, the amount of collision energy absorbed by the reinforcing member 11 can be increased and the foam member 31 can be increased. It is possible to control the amount of load transmitted to the rear of the vehicle body by adjusting the strength of the closed section according to the material and density.

  Furthermore, since the hollow portion 32 along the extending direction of the slide rail 21 is integrally formed inside the slide rail 21, the strength of the slide rail 21 can be increased, and the energy absorption amount and load transmission amount of the frontal collision can be increased. Can be increased.

  In this embodiment, the reinforcing member 11 is formed by welding Ws with two press-formed members 11A and 11B. However, as shown in FIG. 12, the closed cross-section structure portion 11C is integrally formed by hydraulic molding or extrusion molding. The reinforcing member 11 can also be formed by molding and attaching a flange 11D for coupling to the center pillar 2 thereto.

  Of course, even in the integrally formed reinforcing member 11, the amount of collision energy absorbed can be increased and the amount of load transmitted to the rear of the vehicle body can be controlled by filling the foamed member 31.

  Further, the slide rail 21 is formed by integrally forming the channel portion 21d and the hollow portion 32 by extrusion molding. However, as shown in FIG. 13, a U-shaped cross-sectional member 32a formed separately by press molding is formed on the channel portion 21d. It can also be configured by welding on the inner side surface 21a side.

  FIG. 14 shows a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 14 is a sectional view of the main part of the hood ridge member. FIG.

  As shown in FIG. 14, the vehicle body front portion structure of the second embodiment is configured such that the side surface of the inner closed cross section 1A of the hood ridge member 1, that is, the inner side surface 1Ca of the defining member 1C is curved outward in the vehicle width direction. The formed concave curved portion 33 is formed, and the concave curved portion 33 is used as the fragile portion.

  Therefore, according to the second embodiment, when a load at the time of a frontal collision is input from the front of the vehicle body, the inner side surface 1Ca of the inner closed cross section 1A is curved and deformed outward from the concave curved portion 33 in the vehicle width direction. Therefore, similarly to the first embodiment, the deformation mode of the hood ridge member 1 can be controlled outward in the vehicle width direction, and the transmission and deformation of the collision load to the cabin inward can be suppressed.

  Further, the concave curved portion 33 only needs to bend the inner side surface 1Ca, and the fragile portion can be more easily formed.

  FIG. 15 shows a third embodiment of the present invention, in which the same components as in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG.

  As shown in FIG. 15, the vehicle body front structure of the third embodiment is formed by forming a side surface of the inner closed cross section 1 </ b> A of the hood ridge member 1, i.e., an inner surface 1 </ b> Ca of the defining member 1 </ b> C using a differential thickness steel plate, A thin portion 34 having a reduced thickness t is formed at a substantially central portion in the front-rear direction of the inner surface 1Ca, and the thin portion 34 is used as a fragile portion.

  Therefore, according to the third embodiment, when the load at the time of the frontal collision is input from the front of the vehicle body, the inner side surface 1Ca of the inner closed cross section 1A is curved and deformed outward from the thin portion 34 in the vehicle width direction. As in the second embodiment, the deformation mode of the hood ridge member 1 can be controlled to the outside in the vehicle width direction, and the transmission and deformation of the collision load to the cabin inward can be suppressed.

  Moreover, even if it exists in the said thin part 34, a weak part can be easily formed by using the difference thickness steel plate in which the thin part 34 was formed.

  FIG. 16 shows a fourth embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 16 is a sectional view of the main part of the hood ridge member. FIG.

  In the vehicle body front portion structure of the fourth embodiment, a foam member 35 is filled in the inner closed cross section 1A of the hood ridge member 1, as shown in FIG.

  The foam member 35 is formed along the inner shape of the inner closed cross section 1A, and is inserted in close contact so as to fill the inner closed cross section 1A.

  Therefore, according to the fourth embodiment, when the load at the time of a frontal collision is input from the front of the vehicle body, when the hood ridge member 1 is deformed, the collision is caused by the foam member 35 filled in the inner closed cross section 1A. Since energy can be absorbed efficiently and the strength of the inner closed cross section 1A can be adjusted by the material and density of the foam member 35, the amount of load transmitted to the rear of the vehicle body can be controlled.

  By the way, although the vehicle body front structure of the present invention has been described by taking the first to fourth embodiments as examples, the present invention is not limited to these embodiments, and various other embodiments are adopted without departing from the scope of the present invention. can do.

It is a perspective view of the principal part skeleton of the vehicle body front part in a 1st embodiment of the present invention. It is a perspective view of the internal structure of the front door in a 1st embodiment of the present invention. It is a cross-sectional top view which shows the flow of the front collision load in 1st Embodiment of this invention. It is a disassembled perspective view of the hood ridge member in 1st Embodiment of this invention. It is sectional drawing corresponding to the AA line in FIG. 4 of the assembly | attachment state of the hood ridge member in 1st Embodiment of this invention. It is a perspective view of the attachment state of the reinforcement member in 1st Embodiment of this invention. It is a perspective view of the hood ridge member in 1st Embodiment of this invention, and the support frame couple | bonded with this. It is sectional drawing corresponding to the BB line in FIG. 4 of the normal state of the hood ridge member in 1st Embodiment of this invention. It is sectional drawing corresponding to the BB line in FIG. 4 after the impact deformation of the hood ridge member in 1st Embodiment of this invention. It is a disassembled perspective view of the reinforcement member in 1st Embodiment of this invention. It is an edge part perspective view of the slide rail in 1st Embodiment of this invention. It is a disassembled perspective view of the reinforcement member which shows other embodiment of 1st Embodiment of this invention. It is an edge part perspective view of the slide rail which shows other embodiment of 1st Embodiment of this invention. It is principal part sectional drawing of the hood ridge member in 2nd Embodiment of this invention. It is principal part sectional drawing of the hood ridge member in 3rd Embodiment of this invention. It is principal part sectional drawing of the hood ridge member in 4th Embodiment of this invention.

Explanation of symbols

1 Hood Ridge Member 1A Inner closed cross section 2 Front pillar (pillar member)
7 Front window panel 8 Front window panel support frame 11 Reinforcement member 12 Door support member 21 Slide rail 30 Bead (fragile part)
31 Foam member 33 Recessed curved part (fragile part)
34 Thin part (fragile part)
35 Foam members

Claims (10)

A hood ridge member having a closed cross-sectional structure extending in the longitudinal direction of the vehicle body at the front of the vehicle body;
A pillar member having a closed cross-sectional structure extending in the vehicle body up-down direction by connecting the vehicle body rear end of the hood ridge member;
A front window panel support frame connected between the upper side of the middle part in the front-rear direction of the hood ridge member and the upper end part of the pillar member, and a vehicle body front structure comprising:
An inner closed cross section extending in the longitudinal direction of the vehicle body is provided inside the hood ridge member,
A reinforcing member having a closed cross-section structure is coupled and arranged at a position facing the inner closed cross-section portion across the inner side surface in the vehicle longitudinal direction inside the closed cross-section of the pillar member,
A door support member is coupled to the rear side of the vehicle body of the reinforcing member, and the front end portion of the door is supported by the door support member via a curved front end portion of a slide rail disposed in the longitudinal direction of the vehicle body.
A vehicle body front structure, wherein an inner closed cross section of the hood ridge member, the reinforcing member, the door support member, and the slide rail are arranged in a substantially straight line in the vehicle longitudinal direction.   2. The vehicle body front structure according to claim 1, wherein a fragile portion is formed in the hood ridge member to deform the hood ridge member outward in the vehicle width direction by a load input from the front of the vehicle body.   The vehicle body front part structure according to claim 2, wherein the fragile portion is a bead formed on a side surface of the inner closed cross section of the hood ridge member.   The vehicle body front part structure according to claim 2, wherein the fragile portion is a concave curved portion in which a side surface of the inner closed cross section of the hood ridge member is curved outward in the vehicle width direction.   The vehicle body front part structure according to claim 2, wherein the fragile portion is a thin portion in which a plate thickness of a side surface of the inner closed cross-section portion of the hood ridge member is thinned.   The vehicle body front part structure according to any one of claims 1 to 5, wherein a foam member is filled in an inner closed cross section of the hood ridge member.   The vehicle body front part structure according to any one of claims 1 to 6, wherein the hood ridge member and the front window panel support frame are welded so as to be peelable by a load input at the time of a frontal collision.   8. The hood ridge member according to claim 1, wherein two plate members are joined to form a closed cross-sectional structure, and the joining portion is joined on a surface facing the vehicle width direction. Vehicle body front structure as described.   The vehicle body front part structure according to any one of claims 1 to 8, wherein the reinforcing member is filled with a foam member. The vehicle body front part structure according to any one of claims 1 to 9, wherein the slide rail has a hollow portion formed in a longitudinal direction in the slide rail.

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