The front structure of the vehicle body and vehicles with it

Abstract

This utility model provides a front body structure and a vehicle having the same. The front body structure includes: a front longitudinal beam extending in a longitudinal direction; a shock absorber tower, comprising a tower body and a tower base, the tower body extending in a vertical direction, the lower end of the tower body connected to the front longitudinal beam, and the tower base connected to the upper end of the tower body; and multiple reinforcing beams extending in a vertical direction and arranged in a longitudinal direction, all fixed to the tower body and with their lower ends connected to the front longitudinal beam. According to the front body structure of this utility model, the deformation of the shock absorber tower during a collision can be effectively reduced, thereby effectively improving the collision resistance of the front body structure and thus effectively improving the safety of the front body structure.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a front body structure and a vehicle having the same. Background Technology

[0002] As an important means of transportation, safety has always been the most basic and crucial technical indicator for automobiles since their inception. With increasing user awareness of safety, vehicle safety has become a focal point of brand competition. Currently, in existing automobiles, the intersection of the shock absorber towers and the engine compartment longitudinal beams is connected by welding, resulting in relatively low connection strength and posing a certain safety hazard in the event of a collision.

[0003] In the prior art, when a vehicle is involved in a small overlap offset collision, the front longitudinal beam, an important force transmission structure in the engine compartment, is difficult to deform and absorb energy because there is no overlap between the barrier and the longitudinal beam. Meanwhile, the shock absorber tower often undergoes large deformation and a large amount of backlash due to the impact of the barrier, thus intruding into the passenger compartment and affecting the safety of the vehicle. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention provides a front vehicle structure that effectively reduces the deformation of the shock absorber tower during a collision, thereby effectively improving the collision resistance of the front vehicle structure and thus effectively enhancing its safety.

[0005] This application also proposes a vehicle having the aforementioned front body structure.

[0006] According to a first aspect embodiment of the present invention, a front body structure includes: a front longitudinal beam extending in a front-rear direction; a damping tower base including a tower base body and a tower base seat, the tower base body extending in a vertical direction, the lower end of the tower base body being connected to the front longitudinal beam, and the tower base seat being connected to the upper end of the tower base body; and a plurality of reinforcing beams extending in a vertical direction and arranged in a front-rear direction, all of the plurality of reinforcing beams being fixed to the tower base body, and the lower ends of all of the reinforcing beams being connected to the front longitudinal beam.

[0007] According to the front structure of the vehicle body of this utility model, by setting a front longitudinal beam, a damping tower and multiple reinforcing beams in the front structure of the vehicle body, the front longitudinal beam extends in the front-rear direction, the damping tower includes a tower body and a tower base, the tower body extends in the vertical direction, the lower end of the tower body is connected to the front longitudinal beam, the tower base is connected to the upper end of the tower body, and multiple reinforcing beams extend in the vertical direction and are arranged in the front-rear direction. All the multiple reinforcing beams are fixed on the tower body, and their lower ends are all connected to the front longitudinal beam. This can effectively reduce the deformation of the damping tower when it collides, thereby effectively improving the anti-collision capability of the front structure of the vehicle body, and thus effectively improving the safety of the front structure of the vehicle body.

[0008] According to some embodiments of the present invention, the upper ends of the plurality of reinforcing beams are connected, and the lower ends of the plurality of reinforcing beams are arranged at intervals in the front-rear direction and connected to the front longitudinal beam.

[0009] According to some optional embodiments of the present invention, multiple reinforcing beams are integrally formed.

[0010] According to some optional embodiments of the present invention, there are two reinforcing beams. In the direction from top to bottom, the lower end of the reinforcing beam located on the front side extends forward at an angle, and the lower end of the reinforcing beam located on the rear side extends backward at an angle.

[0011] According to some optional embodiments of the present invention, the cross-section of the reinforcing beam is U-shaped, and the front and rear sides of the reinforcing beam are both formed with first flanges. The reinforcing beam is fixed to the tower body through the first flanges, and the lower end of the reinforcing beam is provided with a second flange. The lower end of the reinforcing beam is fixed to the top of the front longitudinal beam through the second flange.

[0012] According to some embodiments of the present invention, the front structure of the vehicle body further includes: a tower base beam, the tower base beam extending in the left-right direction, and the upper ends of the vibration damping tower and the plurality of reinforcing beams being connected to the tower base beam.

[0013] According to some optional embodiments of the present invention, the tower base beam and the reinforcing beam are integrally formed, or the tower base beam and the reinforcing beam are formed as separate parts.

[0014] According to some optional embodiments of the present invention, the tower base beam includes a first beam segment and two second beam segments. The first beam segment extends to the left and right, and the two second beam segments are respectively connected to the left and right ends of the first beam segment and extend downward in opposite directions. The lower end of the second beam segment is connected to the upper end of the vibration damping tower base and the multiple reinforcing beams.

[0015] According to some embodiments of this utility model, the reinforcing beam is a sheet metal part.

[0016] The vehicle according to a second aspect of the present invention includes a front body structure according to a first aspect of the present invention.

[0017] According to the present invention, by providing the front body structure of the vehicle body of the first aspect embodiment described above, the deformation of the shock absorber tower during a collision can be effectively reduced, thereby effectively improving the vehicle's anti-collision capability and thus effectively improving the vehicle's safety.

[0018] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the front structure of the vehicle body according to an embodiment of the present utility model; Figure 2 This is a schematic diagram of a reinforcing beam according to an embodiment of the present utility model.

[0020] Figure label: 100. Front structure of the vehicle body; 10. Front longitudinal beam; 20. Vibration damping tower base; 21. Tower base body; 22. Tower base seat; 30. Reinforcing beam; 31. First flange; 32. Second flange; 40. Tower base crossbeam; 41. First beam segment; 42. Second beam segment. Detailed Implementation

[0021] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0022] The following is for reference. Figure 1 and Figure 2 Description of the front structure 100 of the vehicle body according to an embodiment of the present utility model.

[0023] like Figure 1 and Figure 2 As shown, the front structure 100 of the vehicle body according to an embodiment of the present utility model includes: a front longitudinal beam 10, a vibration damping tower 20, and a plurality of reinforcing beams 30.

[0024] The front longitudinal beam 10 extends in the front-to-back direction; the vibration damping tower base 20 includes a tower base body 21 and a tower base 22. The tower base body 21 extends in the vertical direction, and the lower end of the tower base body 21 is connected to the front longitudinal beam 10. The tower base 22 is connected to the upper end of the tower base body 21; multiple reinforcing beams 30 extend in the vertical direction and are arranged in the front-to-back direction. All multiple reinforcing beams 30 are fixed on the tower base body 21, and their lower ends are all connected to the front longitudinal beam 10.

[0025] In some specific examples, such as Figure 1 As shown, the front longitudinal beam 10 extends in the front-rear direction and can withstand the impact force generated during a vehicle collision. The shock absorber tower 20 is used to install the shock absorber of the suspension system. The shock absorber tower 20 includes a tower body 21 and a tower base 22. The tower body 21 is located between the tower base 22 and the front longitudinal beam 10. Furthermore, the lower end of the tower body 21 overlaps with the top of the front longitudinal beam 10 and is connected by double rows of weld points, thereby effectively improving the reliability of the connection between the tower body 21 and the front longitudinal beam 10.

[0026] For example, the number of reinforcing beams 30 can be two, three, four, five, or more. In some specific examples, such as... Figure 1 As shown, multiple reinforcing beams 30 extend in the vertical direction and are arranged at intervals in the front-back direction. This forms a reliable multi-point continuous reinforcement structure between the vibration damping tower base 20 and the front longitudinal beam 10, thereby effectively improving the overall structural strength and stiffness of the vibration damping tower base 20 area.

[0027] In this embodiment, when a vehicle collision occurs, multiple reinforcing beams 30 are provided on the tower base body 21, and the lower ends of the multiple reinforcing beams 30 are connected to the front longitudinal beam 10. This forms a reliable three-dimensional support network between the damping tower base 20 and the front longitudinal beam 10, which can effectively transmit and disperse the impact force generated by the collision, preventing the damping tower base 20 from bending or tearing due to concentrated force. In other words, through the multiple reinforcing beams 30, not only can the collision energy be effectively absorbed and dispersed, but the impact force generated by the collision can also be effectively transmitted to the front longitudinal beam 10, thereby effectively suppressing the deformation of the damping tower base 20 and thus effectively improving the collision protection performance of the front structure 100 of the vehicle body.

[0028] According to an embodiment of the present invention, the front structure 100 of the vehicle body is provided with a front longitudinal beam 10, a damping tower 20, and a plurality of reinforcing beams 30. The front longitudinal beam 10 extends in the front-rear direction. The damping tower 20 includes a tower body 21 and a tower base 22. The tower body 21 extends in the vertical direction. The lower end of the tower body 21 is connected to the front longitudinal beam 10. The tower base 22 is connected to the upper end of the tower body 21. The plurality of reinforcing beams 30 extend in the vertical direction and are arranged in the front-rear direction. The plurality of reinforcing beams 30 are all fixed on the tower body 21, and their lower ends are all connected to the front longitudinal beam 10. This can effectively reduce the deformation of the damping tower 20 when it collides with the vehicle body, thereby effectively improving the anti-collision capability of the front structure 100 of the vehicle body, and thus effectively improving the safety of the front structure 100 of the vehicle body.

[0029] According to some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, the upper ends of multiple reinforcing beams 30 are connected, and the lower ends of multiple reinforcing beams 30 are arranged at intervals in the front-rear direction and connected to the front longitudinal beam 10.

[0030] For example Figure 1 and Figure 2 As shown, the upper ends of multiple reinforcing beams 30 are interconnected, thus forming a unified support frame. This effectively improves the strength and stiffness of the connection between the upper ends of the multiple reinforcing beams 30 and the vibration damping tower base 20, preventing local instability when a single reinforcing beam 30 is subjected to independent force. Furthermore, the lower ends of the multiple reinforcing beams 30 are arranged at intervals on the front longitudinal beam 10. That is, the lower ends of each reinforcing beam 30 are not concentrated in the same position, but are staggered in the front-rear direction, i.e., distributed along the length of the front longitudinal beam 10. This allows the load generated by the collision to be evenly transferred to different areas of the front longitudinal beam 10.

[0031] In this embodiment, by connecting the upper ends of multiple reinforcing beams 30 and arranging the lower ends of multiple reinforcing beams 30 at intervals in the front-rear direction and connecting them to the front longitudinal beam 10, it can not only effectively strengthen the connection strength and rigidity between the upper ends of multiple reinforcing beams 30 and the vibration damping tower 20, but also effectively disperse the load generated by the collision to the front longitudinal beam 10, thereby effectively improving the deformation resistance of the front structure 100 of the vehicle body.

[0032] According to some optional embodiments of this utility model, such as Figure 2 As shown, multiple reinforcing beams 30 are integrally formed. This means that the multiple reinforcing beams 30 are not assembled from multiple independent parts, but rather formed into an integrated structural component through a unified manufacturing process. This eliminates connection gaps and the risk of loosening at the joints between the multiple reinforcing beams 30, thereby improving the overall deformation resistance of the multiple reinforcing beams 30. Furthermore, it facilitates assembly, thus effectively improving assembly efficiency.

[0033] This embodiment sets multiple reinforcing beams 30 as a single integral molding, which not only effectively improves the overall deformation resistance of the multiple reinforcing beams 30, but also facilitates the assembly of the reinforcing beams 30, thereby effectively improving the assembly efficiency of the front structure 100 of the vehicle body.

[0034] According to some optional embodiments of this utility model, such as Figure 2 As shown, there are two reinforcing beams 30. In the direction from top to bottom, the lower end of the reinforcing beam 30 on the front side extends forward at an angle, and the lower end of the reinforcing beam 30 on the rear side extends backward at an angle.

[0035] In some specific examples, such as Figure 2 As shown, the lower end of the front reinforcing beam 30 extends forward and downward at an angle, and the lower end of the rear reinforcing beam 30 extends backward and downward at an angle. The upper ends of the two reinforcing beams 30 are connected, and the lower ends are connected at intervals along the front-rear direction to the top of the front longitudinal beam 10. In other words, the two reinforcing beams 30 form a "V"-shaped structure. When a collision occurs, when the impact force is transmitted downward through the vibration damping tower 20, the two reinforcing beams 30 can decompose the impact force into forward and backward components, so that the load is more evenly distributed to different areas of the front longitudinal beam 10.

[0036] In this embodiment, the number of reinforcing beams 30 is two. In the direction from top to bottom, the lower end of the reinforcing beam 30 on the front side extends forward at an angle, and the lower end of the reinforcing beam 30 on the rear side extends backward at an angle. This can effectively simplify the structural construction of multiple reinforcing beams 30 and effectively improve the impact resistance of multiple reinforcing beams 30.

[0037] According to some optional embodiments of this utility model, such as Figure 1 and Figure 2 As shown, the cross-section of the reinforcing beam 30 is U-shaped, and the front and rear sides of the reinforcing beam 30 are both formed with first flanges 31. The reinforcing beam 30 is fixed to the tower body 21 through the first flanges 31, and / or, the lower end of the reinforcing beam 30 is provided with a second flange 32, and the lower end of the reinforcing beam 30 is fixed to the top of the front longitudinal beam 10 through the second flange 32.

[0038] For example, the reinforcing beam 30 has a U-shaped cross-section, and first flanges 31 are formed on both the front and rear sides of the reinforcing beam 30. The reinforcing beam 30 is fixed to the tower base body 21 through the first flanges 31. Alternatively, the lower end of the reinforcing beam 30 is provided with a second flange 32, and the lower end of the reinforcing beam 30 is fixed to the top of the front longitudinal beam 10 through the second flange 32. Yet another example: the reinforcing beam 30 has a U-shaped cross-section, and first flanges 31 are formed on both the front and rear sides of the reinforcing beam 30. The reinforcing beam 30 is fixed to the tower base body 21 through the first flanges 31, and the lower end of the reinforcing beam 30 is provided with a second flange 32, and the lower end of the reinforcing beam 30 is fixed to the top of the front longitudinal beam 10 through the second flange 32.

[0039] In some specific examples, such as Figure 1 and Figure 2 As shown, each reinforcing beam 30 has a first flange 31 formed on both sides of its U-shaped cross-section. The reinforcing beam 30 is welded to the tower body 21 through the first flange 31. Furthermore, each reinforcing beam 30 has a second flange 32 at its lower end. The lower end of the reinforcing beam 30 is bolted to the top of the front longitudinal beam 10 through the second flange 32.

[0040] In this embodiment, the cross-section of the reinforcing beam 30 is set to U-shape, and first flanges 31 are formed on both the front and rear sides of the reinforcing beam 30. The reinforcing beam 30 is fixed to the tower body 21 through the first flanges 31. This not only effectively improves the cross-sectional strength and rigidity of the reinforcing beam 30, but also effectively improves the reliability and stability of the connection between the reinforcing beam 30 and the tower body 21. By setting a second flange 32 at the lower end of the reinforcing beam 30, the lower end of the reinforcing beam 30 is fixed to the top of the front longitudinal beam 10 through the second flange 32. This effectively increases the contact area between the reinforcing beam 30 and the front longitudinal beam 10, thereby effectively improving the reliability of the connection between the reinforcing beam 30 and the front longitudinal beam 10.

[0041] According to some embodiments of this utility model, such as Figure 1 As shown, the front structure 100 of the vehicle body also includes: a tower base beam 40, which extends in the left and right direction, and the upper ends of the damping tower base 20 and multiple reinforcing beams 30 are connected to the tower base beam 40.

[0042] In some specific examples, such as Figure 1 As shown, the tower base beam 40 extends in the left and right direction. The left and right ends of the tower base beam 40 are connected to the vibration damping tower base 20 located on the left and right sides, respectively. Furthermore, the left and right ends of the tower base beam 40 are also connected to the upper ends of multiple reinforcing beams 30 located on the left and right sides, respectively.

[0043] When a collision occurs on the left side of the front structure 100 of the vehicle body, the impact force generated by the collision can be effectively transferred to the right side of the front structure 100 of the vehicle body via the tower beam 40. Conversely, when a collision occurs on the right side of the front structure 100 of the vehicle body, the impact force generated by the collision can be effectively transferred to the left side of the front structure 100 of the vehicle body via the tower beam 40. In other words, in a side collision, the impact force from one side can be transferred to the other side via the tower beam 40, achieving force redistribution. This effectively improves the torsional stiffness of the front structure 100 of the vehicle body, thereby preventing relative displacement of the left and right damping towers 20 during a collision and maintaining the integrity of the passenger compartment.

[0044] In this embodiment, by setting a tower base beam 40 in the front structure 100 of the vehicle body, the tower base beam 40 extends in the left and right direction, and the upper ends of the damping tower base 20 and multiple reinforcing beams 30 are all connected to the tower base beam 40, the torsional stiffness of the front structure 100 of the vehicle body can be effectively improved, thereby further improving the safety of the front structure 100 of the vehicle body.

[0045] According to some optional embodiments of the present invention, the tower base beam 40 and the reinforcing beam 30 are integrally formed, or the tower base beam 40 and the reinforcing beam 30 are formed as separate parts.

[0046] For example, the tower base beam 40 and the reinforcing beam 30 are integrally formed. That is to say, the tower base beam 40 and the multiple reinforcing beams 30 form an integral structural component before assembly. This can effectively ensure the structural strength of the connection between the tower base beam 40 and the multiple reinforcing beams 30, thereby effectively ensuring the continuity of the load transfer path and eliminating weak connection points.

[0047] For example, the tower base crossbeam 40 and the reinforcing beam 30 are formed as separate parts, that is, the tower base crossbeam 40 and the reinforcing beam 30 are independent parts, which are installed and connected separately during the vehicle body assembly process. This not only facilitates production and processing and reduces manufacturing costs, but also facilitates the maintenance of the tower base crossbeam 40 and multiple reinforcing beams 30, thereby effectively improving the maintenance efficiency of the front structure 100 of the vehicle body.

[0048] In this embodiment, by setting the tower base crossbeam 40 and the reinforcing beam 30 as an integral molding, the continuity of the load transmission path can be effectively guaranteed, thereby effectively ensuring the reliability of impact force transmission. Forming the tower base crossbeam 40 and the reinforcing beam 30 as separate parts not only facilitates production and processing and reduces manufacturing costs, but also effectively improves the maintenance efficiency of the front structure 100 of the vehicle body.

[0049] According to some optional embodiments of this utility model, such as Figure 1As shown, the tower base beam 40 includes a first beam segment 41 and two second beam segments 42. The first beam segment 41 extends to the left and right, and the two second beam segments 42 are respectively connected to the left and right ends of the first beam segment 41 and extend downward in opposite directions. The lower end of the second beam segment 42 is connected to the upper end of the vibration damping tower base 20 and multiple reinforcing beams 30.

[0050] In some specific examples, such as Figure 1 As shown, the first beam segment 41 is located between two second beam segments 42. The ends of the two second beam segments 42 away from the first beam segment 41 extend downwards away from the first beam segment 41. The lower ends of the second beam segments 42 are bolted to the vibration damping tower base 20. Furthermore, the ends of the second beam segments away from the first beam segment 41 form an overlap, and the overlap is welded to the upper ends of multiple reinforcing beams 30.

[0051] This embodiment sets a first beam segment 41 and two second beam segments 42 in the tower base beam 40. The first beam segment 41 extends to the left and right, and the two second beam segments 42 are respectively connected to the left and right ends of the first beam segment 41 and extend downward in opposite directions. The lower end of the second beam segment 42 is connected to the upper end of the vibration damping tower base 20 and multiple reinforcing beams 30. This can optimize the structural structure of the tower base beam 40, make reasonable use of the installation space, and thus effectively improve the space utilization rate.

[0052] According to some embodiments of this utility model, the reinforcing beam 30 is a sheet metal part. It should be noted that a sheet metal part refers to a structural component made of metal sheet through processes such as stamping, bending, cutting, and welding. Setting the reinforcing beam 30 as a sheet metal part can effectively improve the structural strength and rigidity of the reinforcing beam 30, and facilitate the processing and manufacturing of the reinforcing beam 30, thereby effectively improving the production efficiency of the reinforcing beam 30.

[0053] In this embodiment, by setting the reinforcing beam 30 as a sheet metal part, not only can the structural strength and rigidity of the reinforcing beam 30 be effectively improved, but the processing and manufacturing of the reinforcing beam 30 can also be facilitated, thereby effectively improving the production efficiency of the reinforcing beam 30.

[0054] The vehicle according to the second aspect of the present invention includes the front body structure 100 of the first aspect of the present invention.

[0055] According to the embodiments of the present invention, by providing the front body structure 100 of the first aspect embodiment, the deformation of the shock absorber tower 20 during a collision can be effectively reduced, thereby effectively improving the vehicle's anti-collision capability and thus effectively improving the vehicle's safety.

[0056] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0057] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0058] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0059] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0060] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A front structure (100) for a vehicle body, characterized in that, include: A front longitudinal beam (10) extends in the front-rear direction; Vibration damping tower base (20), the vibration damping tower base (20) includes a tower base body (21) and a tower base body (22), the tower base body (21) extends in the vertical direction, the lower end of the tower base body (21) is connected to the front longitudinal beam (10), and the tower base body (22) is connected to the upper end of the tower base body (21); Multiple reinforcing beams (30) extend in the vertical direction and are arranged in the front-back direction. All of the multiple reinforcing beams (30) are fixed on the tower base body (21), and their lower ends are connected to the front longitudinal beam (10).

2. The vehicle front structure (100) according to claim 1, characterized in that, The upper ends of the plurality of reinforcing beams (30) are connected, and the lower ends of the plurality of reinforcing beams (30) are arranged at intervals in the front-rear direction and connected to the front longitudinal beam (10).

3. The front body structure (100) according to claim 2, characterized in that, Multiple reinforcing beams (30) are integrally formed.

4. The front body structure (100) according to claim 2, characterized in that, There are two reinforcing beams (30). In the direction from top to bottom, the lower end of the reinforcing beam (30) located on the front side extends forward at an angle, and the lower end of the reinforcing beam (30) located on the rear side extends backward at an angle.

5. The front body structure (100) according to claim 2, characterized in that, The reinforcing beam (30) has a U-shaped cross-section, and first flanges (31) are formed on both the front and rear sides of the reinforcing beam (30). The reinforcing beam (30) is fixed to the tower base body (21) through the first flanges (31). The lower end of the reinforcing beam (30) is provided with a second flange (32), and the lower end of the reinforcing beam (30) is fixed to the top of the front longitudinal beam (10) through the second flange (32).

6. The vehicle front structure (100) according to any one of claims 1-5, characterized in that, Also includes: The tower base beam (40) extends in the left and right direction, and the upper ends of the vibration damping tower base (20) and the plurality of reinforcing beams (30) are all connected to the tower base beam (40).

7. The vehicle front structure (100) according to claim 6, characterized in that, The tower base beam (40) and the reinforcing beam (30) are integrally formed, or the tower base beam (40) and the reinforcing beam (30) are formed as separate parts.

8. The front body structure (100) according to claim 6, characterized in that, The tower base beam (40) includes a first beam segment (41) and two second beam segments (42). The first beam segment (41) extends to the left and right. The two second beam segments (42) are respectively connected to the left and right ends of the first beam segment (41) and extend downward in opposite directions. The lower end of the second beam segment (42) is connected to the upper end of the vibration damping tower base (20) and the multiple reinforcing beams (30).

9. The front body structure (100) according to claim 1, characterized in that, The reinforcing beam (30) is a sheet metal part.

10. A vehicle, characterized in that, Includes the front body structure (100) according to any one of claims 1-9.

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