Vehicle body front structure and automobile

Abstract

The application provides a vehicle body front structure and a vehicle. The vehicle body front structure comprises a front engine compartment, a front subframe and a battery pack shell integrated with a vehicle body. The front engine compartment comprises a front engine compartment main body integrally formed by die casting. The front engine compartment main body has side portions arranged on left and right sides. The side portions on the left and right sides are each formed with an engine compartment longitudinal beam rear section. The front ends of the engine compartment longitudinal beam rear sections are sequentially connected with an engine compartment longitudinal beam front section, a front anti-collision beam mounting seat and an energy absorption box. The engine compartment longitudinal beam front section is made of extruded aluminum profile. The front subframe is connected to the bottom of the front engine compartment. The rear end of the front engine compartment is connected with the battery pack shell. A force transmission structure is arranged between the front subframe and the battery pack shell. The vehicle body front structure can improve the collapse energy absorption performance of the front part of the vehicle body and the collision force transmission effect, thereby improving the collision safety.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and particularly to a front body structure. The invention also relates to an automobile having the aforementioned front body structure. Background Technology

[0002] With the development of automobile manufacturing technology, integrated die casting technology has gradually become a key focus for car companies. Using integrated die casting to manufacture automobile parts can not only improve the structural strength of the parts, but also has the advantages of simple process and high manufacturing efficiency.

[0003] Currently, many components of a car body, such as the front engine compartment, rear floor, and side panels, are beginning to be manufactured using a one-piece die-casting process. However, taking the front engine compartment as an example, since the front engine compartment longitudinal beams are generally molded as a single piece during manufacturing, while this ensures the structural strength of the front engine compartment longitudinal beams, it also weakens the crumple zone performance of the front engine compartment longitudinal beams, thereby reducing the overall vehicle collision safety in a frontal collision.

[0004] Furthermore, in the event of a car collision, especially a frontal collision, the front engine compartment and front subframe, as the main front structure of the vehicle, are the primary load-bearing parts. Besides absorbing energy through their own crumple zones, these components also need to transfer the impact force rearward to facilitate its dispersal and release. However, existing car body structures still suffer from insufficient rearward force transfer in frontal collisions, inadequate force dispersion at the rear of the front engine compartment (i.e., the middle of the vehicle), and room for improvement in the crumple zone's energy absorption capacity. These issues limit the overall improvement of vehicle collision performance.

[0005] Furthermore, when using die casting, if the shape of the front wheel arch side beam in the engine compartment changes, the die casting mold structure needs to be adjusted, which is inconvenient and increases process costs, thus hindering the design of the front wheel arch side beam. Additionally, since the outer surfaces of the die-cast structure are mostly open, the front wheel arch side beam in the engine compartment still suffers from relatively weak structural strength. Summary of the Invention

[0006] In view of this, the present invention aims to provide a front structure for a vehicle body to improve the safety of vehicle collisions.

[0007] To achieve the above objectives, the technical solution of the present invention is implemented as follows: A front structure for a vehicle body includes a front engine compartment, a front subframe, and a battery pack housing integrated with the vehicle body. The front engine compartment includes an integral die-cast front engine compartment body, which has side portions on the left and right sides. Both side portions are formed with the rear section of the engine compartment longitudinal beam, and the front ends of the rear sections of the engine compartment longitudinal beam on both sides are sequentially connected to the front section of the engine compartment longitudinal beam, the anti-collision beam mounting seat and the energy absorption box. The front section of the engine compartment longitudinal beam is made of extruded aluminum profile. The front subframe is connected to the bottom of the front engine compartment, the rear end of the front engine compartment is connected to the battery pack housing, and a force transmission structure is provided between the front subframe and the battery pack housing. The force transmission structure includes a front connector located at the front end of the battery pack housing, and a force transmission beam connecting the front connector and the front subframe longitudinal beam in the front subframe.

[0008] Furthermore, the front section of the cabin longitudinal beam is connected to the rear section of the cabin longitudinal beam via a connecting assembly, and the front end of the rear section of the cabin longitudinal beam is provided with a plug-in slot. The connecting assembly has connectors and fasteners. The connector is located inside the front section of the nacelle longitudinal beam, and the connector and the rear end of the front section of the nacelle longitudinal beam are inserted into the insertion slot together. The fasteners fix the front end of the rear section of the nacelle longitudinal beam, the rear end of the front section of the nacelle longitudinal beam, and the connector together.

[0009] Furthermore, the bottom of the insertion slot is inclined inward from front to back along the X direction of the whole vehicle, one end of the connector extends out of the front section of the engine compartment longitudinal beam, and the end of the extended part of the connector is an inclined surface parallel to the bottom of the insertion slot.

[0010] Furthermore, the rear section and the front section of the engine compartment longitudinal beam on each side are connected to form the front engine compartment longitudinal beam on the corresponding side, running from rear to front along the X direction of the vehicle. Both front engine compartment longitudinal beams on both sides are inclined outwards, and the inclination angle α between each front engine compartment longitudinal beam and the X direction of the vehicle is between 1.8° and 2.0°.

[0011] Furthermore, along the width direction of the entire vehicle, the front connector is located in the middle of the front end of the battery pack housing, and the force transmission beam is two beams that are connected one-to-one with the two longitudinal beams of the front subframe in the front subframe, and the two force transmission beams are arranged in a V-shape.

[0012] Furthermore, it also includes a front bumper beam connected to the energy-absorbing boxes on both sides; Along the Y-axis of the vehicle, the anti-collision beam mounting seat is provided with a protrusion protruding to the outside of the vehicle, and the front anti-collision beam has an extension section located outside the energy absorption box; Wherein, the distance between the vertex of the protrusion in the protruding direction and the junction point H of the extended section and the energy-absorbing box is k, and the distance between the outer end of the extended section and the junction point H of the extended section and the energy-absorbing box is d, and the two satisfy k < d.

[0013] Furthermore, the anti-collision beam mounting base includes a lower base body and a connecting plate connected to the front end of the lower base body; The connecting plate is connected to the energy-absorbing box, the lower seat is connected to the front end of the forward engine compartment longitudinal beam, and the protrusion is located on the connecting plate and on one side of the lower seat.

[0014] Furthermore, the anti-collision beam mounting base also includes a side plate connected to the connecting plate, and a rear plate connected to one side of the side plate, and the rear plate is arranged parallel to the connecting plate; The bottom of the side plate is connected to the lower base body, the bottom of the rear plate is connected to the uppermost outer reinforcing rib plate, and a groove is formed between the connecting plate, the side plate and the rear plate, with reinforcing ribs provided in the groove.

[0015] Furthermore, the reinforcing ribs are multiple ribs arranged at intervals along the Z-direction of the vehicle, and each reinforcing rib includes a central rib connected to the side plate and a forked connecting rib. The central rib is arranged along the Z-direction of the vehicle, and both the upper and lower ends of the central rib are connected to the connecting rib. One end of each connecting rib is connected to the connecting plate, and the other end is connected to the rear plate.

[0016] Furthermore, wheel cover side beams are provided in the side portions on both sides, and sheet metal side beams are provided on the outer side of the wheel cover side beams. The sheet metal side beams are detachably connected to the wheel cover side beams, and a cavity is formed between the sheet metal side beams and the wheel cover side beams.

[0017] Furthermore, the wheel arch side beam has a side beam body and a side beam rear section connected to the side beam body. The sheet metal side beam has a sheet metal side beam body located outside the side beam body and a sheet metal side beam rear section located outside the side beam rear section.

[0018] Furthermore, a connecting plate is connected between the side beam body and the sheet metal side beam body. One end of the connecting plate is connected to the side beam body, and the other end of the connecting plate is connected to the sheet metal side beam body. The side beam body, the connecting plate, and the sheet metal side beam body together form the cavity; and / or, Along the length of the vehicle body, the cross-sectional area of ​​the rear section of the side beam gradually increases, and the rear end of the rear section of the side beam is connected to the inside of the A-pillar of the vehicle body, while the rear end of the sheet metal side beam is connected to the outside of the A-pillar.

[0019] Compared with the prior art, the present invention has the following advantages: The front structure of the vehicle body described in this invention connects the rear section of the engine compartment longitudinal beam to the front section, forming a front engine compartment longitudinal beam. The front section of the engine compartment longitudinal beam also utilizes extruded aluminum profiles. This not only reduces the length of the die-cast rear section of the engine compartment longitudinal beam but also leverages the excellent collapsible energy-absorbing properties of extruded aluminum profiles to increase the overall energy-absorbing collapsible space of the front engine compartment longitudinal beam, thereby improving the vehicle's safety in a frontal collision.

[0020] Furthermore, this invention integrates the battery pack and the vehicle body into a single unit, and incorporates a force-transmitting structure consisting of force-transmitting beams between the front subframe and the battery pack housing. This increases the force transmission channel between the front subframe and the battery pack housing, facilitating the transfer of impact forces to the battery pack housing. Simultaneously, it also forms a ring structure between the front subframe and the battery pack housing, enhancing the overall rigidity of the front of the vehicle and thus improving the overall vehicle's collision performance. Moreover, the front connector is located at the center of the front end of the battery pack housing, resulting in two force-transmitting beams arranged in a V-shape, which further facilitates the transfer of impact forces to the center of the battery pack housing, thereby improving the dispersion of impact forces.

[0021] Furthermore, this invention, through the provision of an extended section on the front bumper beam and a protrusion on the bumper beam mounting base, ensures that the distance d between the outer end of the extended section and the junction of the extended section and the energy-absorbing box is greater than the distance k between the apex of the protrusion and the junction of the extended section and the energy-absorbing box. This allows the extended section and the protrusion to form a robust triangular structure during small overlap collisions, thereby causing the vehicle body to deflect around the contact point between the barrier and the front bumper beam. This helps to avoid the tire position during small overlap collisions, reducing tire intrusion into the passenger compartment and improving safety during such collisions.

[0022] The present invention provides a sheet metal side beam on the outside of the die-cast wheel arch side beam, which takes advantage of the ease of adjusting the shape of sheet metal parts, making the design of the front wheel arch side beam more convenient. At the same time, by forming a cavity between the sheet metal side beam and the wheel arch side beam, the high structural strength of the cavity can be utilized to increase the structural strength of the front wheel arch side beam and improve the vehicle's collision safety performance.

[0023] Another object of the present invention is to provide an automobile having a front body structure as described above.

[0024] The automobile described in this invention, by setting the aforementioned front body structure, helps to improve the crumple zone energy absorption performance and collision force transmission performance of the front body, which is beneficial to improving the collision safety of the automobile and has good practicality. Attached Figure Description

[0025] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Figure 1 This is a schematic diagram of the front structure of the vehicle body according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the front structure of the vehicle body described in an embodiment of the present invention from another perspective; Figure 3 This is a schematic diagram of the forward engine compartment as described in an embodiment of the present invention; Figure 4 for Figure 3 A magnified view of part D in the middle; Figure 5 This is a structural schematic diagram of the forward cabin from another perspective, as described in an embodiment of the present invention. Figure 6 This is a schematic diagram of the front section of the cabin longitudinal beam according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the connector structure according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the outward tilting of the forward engine compartment longitudinal beam according to an embodiment of the present invention; Figure 9 This is a schematic diagram illustrating the distances d and k as described in an embodiment of the present invention; Figure 10 This is a schematic diagram of the anti-collision beam mounting base according to an embodiment of the present invention; Figure 11 This is a schematic diagram of the anti-collision beam mounting base from another perspective according to an embodiment of the present invention; Figure 12 This is a schematic diagram of the anti-collision beam mounting base from another perspective according to an embodiment of the present invention; Figure 13 This is a schematic diagram of the reinforcing rib structure according to an embodiment of the present invention; Figure 14 This is a schematic diagram of the force transmission beam configuration according to an embodiment of the present invention; Figure 15 This is a schematic diagram of the front subframe structure according to an embodiment of the present invention; Figure 16 for Figure 15 A magnified view of part Q in the middle; Figure 17 This is a schematic diagram showing the connection between the front subframe, battery pack housing, and front engine compartment as described in an embodiment of the present invention; Figure 18 for Figure 15 A magnified view of part M in the middle; Figure 19This is a schematic diagram of the connecting seat according to an embodiment of the present invention; Figure 20 This is a schematic diagram illustrating the arrangement of the connecting plate and the reinforcing bracket according to an embodiment of the present invention; Figure 21 This is a schematic diagram of the structure of the reinforcing bracket according to an embodiment of the present invention; Figure 22 This is a schematic diagram of the sheet metal edge beam section according to an embodiment of the present invention; Figure 23 This is a schematic diagram of the sheet metal edge beam section from another perspective according to an embodiment of the present invention; Figure 24 This is a schematic diagram of the connecting plate according to an embodiment of the present invention; Figure 25 This is a schematic diagram of the front hood hinge mounting bracket according to an embodiment of the present invention; Explanation of reference numerals in the attached figures: 1. Forward engine compartment; 1a. Side section; 1b. Connecting section; 1c. Recessed section; 101. Rear section of engine compartment longitudinal beam; 102. Forward shock absorber tower; 103. Wheel arch side beam; 1011. Insertion groove; 1012. Limiting protrusion; 1013. Floor plate; 1031. Side beam body; 1032. Rear section of side beam; 10321. A-pillar connection end; 2. Front section of the longitudinal beam in the engine room; 201. Limiting groove; 202. Fastener; 203. Connector; 2031. Upper connecting plate; 2032. Lower connecting plate; 2033. Support plate; 2034. Connecting hole; 2035. Inclined surface; 3. Anti-collision beam mounting base; 300. Lower base body; 301. Insertion slot; 302. Connection through hole; 303. Connecting plate; 3031. Protrusion; 304. Energy absorption box connection hole; 305. Outer reinforcing rib plate; 306. Inner reinforcing rib plate; 307. Side plate; 308. Rear plate; 309. Channel; 3010. Top plate; 3011. Upper crossbeam connection hole; 3012. Reinforcing rib; 30121. Middle rib; 30122. Connecting rib; 4. Energy-absorbing box; 5. Front bumper beam; 501. Extended section; 6. Sheet metal edge beam section; 601. Sheet metal edge beam body; 602. Rear section of sheet metal edge beam; 603. Connecting plate; 6031. Upper side plate; 6032. Lower side plate; 6033. Intermediate connecting plate 7. Subframe; 701. Front subframe longitudinal beam; 702. Connecting block; 703. Connecting sleeve; 8. Battery pack housing; 801. Sill beam; 802. Front crossbeam; 803. Center tunnel; 804. Front seat mounting crossbeam; 805. Side longitudinal beam; 806. Front connector; 9. Force transmission beam; 10. Connecting seat; 1001. Main body; 1002. Connecting part; 1003. Energy-absorbing cavity; 1004. Sleeve; 11. Cabin upper beam; 12. A-pillar; 13. Fender mounting bracket; 14. Front hood hinge mounting bracket. Detailed Implementation

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0027] In the description of this invention, it should be noted that the use of terms such as "upper," "lower," "inner," and "outer," indicating orientation or positional relationship, is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description. It does not 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 the invention. Furthermore, the use of terms such as "first" and "second" is also for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0028] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0029] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0030] This embodiment relates to a front structure of a vehicle body, which facilitates the rearward transmission of collision forces, improves the dispersion of collision forces, and thus helps to enhance vehicle collision safety.

[0031] In terms of overall structure, combined Figure 1 and Figure 2 The front structure of the vehicle body in this embodiment includes a front engine compartment 1, a front subframe 7, and a battery pack housing 8 integrated with the vehicle body. The front engine compartment 1 includes a one-piece die-cast front engine compartment main body, which has side portions 1a on the left and right sides respectively. Both side portions 1a are formed with rear sections 101 of the engine compartment longitudinal beams, and the front ends of the rear sections 101 of the engine compartment longitudinal beams on both sides are connected in sequence to the front section 2 of the engine compartment longitudinal beams, the anti-collision beam mounting seat 3, and the energy absorption box 4. The front section 2 of the engine compartment longitudinal beams is made of extruded aluminum profile.

[0032] The aforementioned front subframe 7 is connected to the bottom of the front engine compartment 1. The rear end of the front engine compartment 1 is connected to the battery pack housing 8. A force transmission structure is provided between the front subframe 7 and the battery pack housing 8. The force transmission structure includes a front connector 806 located at the front end of the battery pack housing 8, and a force transmission beam 9 connecting the front connector 806 and the front subframe longitudinal beam 701 in the front subframe 7.

[0033] In detail, combined Figure 3 As shown, for the one-piece die-cast front engine compartment body of this embodiment, as a preferred embodiment, the front engine compartment body can generally be formed by die casting of cast aluminum, and in addition to the side portions 1a on the left and right sides, it also has a connecting portion 1b connecting the rear ends of the side portions 1a on both sides. At the same time, while forming the rear section 101 of the engine compartment longitudinal beam, the side portions 10 on both sides also form the front shock absorber tower 102 and the wheel arch side beam 103, and the engine compartment upper crossbeam 11 is connected between the front ends of the wheel arch side beams 103 on both sides. The engine compartment upper crossbeam 11 is also supported on the top of the side anti-collision beam mounting seats 3.

[0034] In this embodiment, the front engine compartment body is formed by die casting, which not only improves structural strength but also simplifies the forming process compared to existing sheet metal welding methods, greatly improving manufacturing efficiency. Furthermore, since the front engine compartment body is formed by die casting as a single piece, damage often necessitates complete replacement, increasing repair costs. This embodiment addresses this by providing a front section 2 of the engine compartment longitudinal beam at the front end of the front engine compartment body. Because the front section 2 of the engine compartment longitudinal beam is made of extruded aluminum, it can first undergo crumple deformation after a collision, thereby reducing the impact force on the front engine compartment body. This reduces the severity of damage to the front engine compartment body during a collision, lowering repair costs.

[0035] Furthermore, in this embodiment, the front section 2 of the nacelle longitudinal beam also uses extruded aluminum profiles. In this case, the rear section 101 and the front section 2 of the nacelle longitudinal beams on each side are connected to form the corresponding front nacelle longitudinal beams. Using extruded aluminum profiles for the front section 2 of the nacelle longitudinal beams not only facilitates its forming but also, due to the good energy-absorbing and collapsing properties of extruded aluminum profiles, significantly increases the overall energy-absorbing and collapsing space of the front nacelle longitudinal beams.

[0036] Continue as Figures 3 to 7 As shown, the front section 2 of the naval longitudinal beam in this embodiment is also connected to the rear section 101 of the naval longitudinal beam via a connecting assembly. In this preferred embodiment, a plug-in slot 1011 is provided at the front end of the rear section 101 of the naval longitudinal beam, and the connecting assembly has a connector 203 and a fastener 202.

[0037] The connector 203 is located inside the front section 2 of the nacelle longitudinal beam, and the connector 202 and the rear end of the front section 2 of the nacelle longitudinal beam are inserted into the insertion slot 1011 together. The fastener 202 fixes the front end of the rear section 101 of the nacelle longitudinal beam, the rear end of the front section 2 of the nacelle longitudinal beam, and the connector 203 together, thereby realizing the connection between the front section 2 of the nacelle longitudinal beam and the rear section 101 of the nacelle longitudinal beam on the corresponding side.

[0038] Furthermore, as a preferred exemplary structure, the connector 203 in this embodiment includes an upper connecting plate 2031, a lower connecting plate 2032, and a support plate 2033 connecting the upper connecting plate 2031 and the lower connecting plate 2032. Both the upper connecting plate 2031 and the lower connecting plate 2032 are provided with connecting holes 2034, through which fasteners 202 pass. Simultaneously, the connecting hole 2034 also extends along the Y-direction of the vehicle, i.e., the left-right direction of the vehicle, through the front end of the rear section 101 of the engine compartment longitudinal beam and the rear end of the front section 2 of the engine compartment longitudinal beam. Thus, the rear section 101 of the engine compartment longitudinal beam, the front section 2 of the engine compartment longitudinal beam, and the connector 203 can be fixed together by the fasteners 202 passing through the connecting hole 2034.

[0039] The built-in connector 203 acts as a support tube in the Y-direction of the vehicle, preventing the longitudinal beam in the front engine compartment from overturning due to excessive stress on one side when it is under unilateral stress, thus avoiding poor structural stability. It should be noted that in practice, the fasteners 202 are typically bolt pairs, which offer reliable connection and simple operation. Furthermore, to ensure the connection between the front section 2 and the rear section 101 of the engine compartment longitudinal beam, the connecting holes 2034 and the fasteners 202 passing through them should generally be set in multiple sets, for example, as shown below. Figure 5 The four sets shown are provided, with two sets on the upper connecting plate 2031 and the lower connecting plate 2032 respectively.

[0040] In this embodiment, the rear end of the front section 2 of the cabin longitudinal beam and the front end of the rear section 101 of the cabin longitudinal beam are connected together. As a preferred embodiment, the bottom of the insertion groove 1011, that is... Figure 5 The base plate 1013 is inclined inward from front to back along the X-direction of the vehicle, that is, the longitudinal direction of the vehicle. Meanwhile, one end of the connector 203 is also as... Figure 7 The front section 2 of the extended longitudinal beam of the cabin is shown, and the end of the extended portion of the connector 203 is an inclined surface 2035 parallel to the bottom of the insertion slot 1011.

[0041] The inclined surface 2035 is specifically located at the ends of the upper connecting plate 2031 and the lower connecting plate 2032. Since the bottom of the insertion groove 1011 and the rear end of the connector 203 are designed to be inclined, the first point of contact of the front engine compartment longitudinal beam in the event of a head-on collision can be controlled, thereby controlling the tilt angle of the front engine compartment longitudinal beam and thus controlling the collision deformation and overturning of the front engine compartment longitudinal beam.

[0042] In specific implementation, the connector 203 in this embodiment is preferably made of aluminum alloy and can be manufactured by aluminum alloy extrusion molding or casting molding. This not only facilitates the manufacturing of the connector 203 but also contributes to its lightweight design.

[0043] Still referencing Figure 5 As shown, this embodiment also has a recessed portion 30 at the lower rear end of the front engine compartment body for the insertion of the front crossbeam of the vehicle body, and this recessed portion 30 arches forward along the X direction of the vehicle, that is, towards the front of the vehicle. The recessed portion 30 avoids stress concentration and poor force transmission at the connection point between the front engine compartment body and the front crossbeam of the vehicle body. On the one hand, it helps avoid manufacturing defects at the rear end of the front engine compartment body, facilitating manufacturing; on the other hand, by ensuring a smooth force transmission path, it also prevents the front engine compartment body from breaking in the event of a collision.

[0044] In addition, continue as Figure 4 and Figure 6 As shown, in this embodiment, based on the use of extruded aluminum profiles for the front section 2 of the engine room longitudinal beam, limiting grooves 201 are also provided on the left and right end faces of the front section 2 of the engine room longitudinal beam. The limiting grooves 201 extend along the length direction of the front section 2 of the engine room longitudinal beam, and correspondingly, limiting protrusions 1012 embedded in the limiting grooves 201 are also provided on the inner wall of the insertion groove 101.

[0045] In this embodiment, the cooperation between the limiting protrusion 1012 and the limiting groove 201 can guide the insertion of the front section 2 of the engine compartment longitudinal beam into the insertion groove 1011. Furthermore, since the limiting groove 201 and the limiting protrusion 1012 are arranged along the length of the front section 2 of the engine compartment longitudinal beam, that is, along the front-rear direction of the vehicle, the cooperation between the limiting protrusion 1012 and the limiting groove 201 can also prevent the front section 2 of the engine compartment longitudinal beam from flipping up in the event of a head-on collision, thereby increasing collision safety.

[0046] Furthermore, as a preferred implementation, such as Figure 8As shown, along the X-axis of the vehicle from rear to front, this embodiment also ensures that the front engine compartment longitudinal beams, composed of the rear section 101 and the front section 2 of the engine compartment longitudinal beams on both sides, are inclined outwards. In specific implementation, the inclination angle α between each front engine compartment longitudinal beam and the vehicle X-axis can be set between 1.8° and 2.0°, and for example, it can be 1.8°, 1.9°, or 2.0°. By inclining the front engine compartment longitudinal beams as a whole, the support size of the front section 2 of the engine compartment longitudinal beams can be increased in the event of a head-on collision, thereby improving frontal rigidity. In the event of an offset collision, the collision contribution capability of the front engine compartment longitudinal beams can be increased, improving collision performance. At the same time, the outward inclination of the front engine compartment longitudinal beams also allows the arrangement direction of the front engine compartment longitudinal beams to overlap more with the force transmission direction in an offset collision, thereby increasing the smoothness of force transmission in an offset collision.

[0047] Continue to combine Figure 9 As shown, along the Y-axis of the vehicle, this embodiment has a protrusion 3031 protruding outward on the anti-collision beam mounting base 3, and the front anti-collision beam 5 also has an extension 501 located outside the energy-absorbing box 4. Meanwhile, the distance between the apex of the protrusion 3031 in the protruding direction and the junction H of the extension 501 and the energy-absorbing box 4 is k, and the distance between the outer end of the extension 501 and the junction H of the extension 501 and the energy-absorbing box 4 is d, where k < d.

[0048] At this point, specifically, such as Figures 10 to 13 As shown, as an exemplary structure, the anti-collision beam mounting base 3 of this embodiment includes a lower base 300 and a connecting plate 303 connected to the front end of the lower base 300. The connecting plate 303 is connected to the energy-absorbing box 4 through an energy-absorbing box connection hole 305 provided thereon, and to ensure the connection strength between it and the energy-absorbing box 4, reference is made. Figure 10 and Figure 11 As shown, a reinforcing plate can be added at the location where the energy-absorbing box connection hole 305 is provided on the connecting plate 303. The reinforcing plate is located on the side of the connecting plate 303 opposite to the energy-absorbing box 4, and the energy-absorbing box connection hole 305 passes through both the connecting plate 303 and the reinforcing plate.

[0049] In practical implementation, the energy-absorbing box 4 is generally connected to the connecting plate 303 via bolts. Additionally, in this embodiment, the lower seat 300 is connected to the front end of the front engine compartment longitudinal beam, i.e., to the front section 2 of the engine compartment longitudinal beam. The aforementioned protrusion 3031 is located on the connecting plate 303, on the side of the lower seat 300 closest to the vehicle exterior. Furthermore, to facilitate the connection between the lower seat 300 and the front section 2 of the engine compartment longitudinal beam, this embodiment provides an insertion slot 301 on the lower seat 300. The front end of the front section 2 of the engine compartment longitudinal beam is inserted into this insertion slot 301, and after insertion, the lower seat 300 and the front end of the front section 2 of the engine compartment longitudinal beam are fixed together by fasteners.

[0050] Preferably, the fasteners described above can also be bolt pairs. To connect the lower seat 300 and the front section 2 of the engine room longitudinal beam, a connecting through hole 302 is provided on the lower seat 300. Simultaneously, a connecting hole structure that can be aligned one-to-one with the connecting through hole 302 is also provided at the end of the front section 2 of the engine room longitudinal beam. The bolt pairs constituting the fasteners pass through the connecting through hole 302 and the connecting hole structure on the front section 2 of the engine room longitudinal beam, and a reliable connection between the lower seat 300 and the front section 2 of the engine room longitudinal beam can be achieved by tightening them.

[0051] In this embodiment, the protrusion 3031 is located at the front end of the lower seat 300, and the protrusion 3031 is formed by a portion of the connecting plate 303 to form a plate-like structure. To improve the structural strength of the location of the protrusion 3031, as a preferred embodiment, an outer reinforcing rib plate 305 is also provided between the protrusion 3031 and the lower seat 300. The outer reinforcing rib 305 is located on the side of the lower seat 300 closer to the outside of the vehicle, and the outer reinforcing rib plate 305 is also configured as multiple pieces spaced apart along the Z-direction of the entire vehicle to achieve a better structural reinforcement effect.

[0052] In addition to the outer reinforcing rib 305, this embodiment further improves the reliability of the connection between the lower seat body 300 and the connecting plate 303 to avoid tearing due to weak structural rigidity during a collision. An inner reinforcing rib plate 306 is also provided on the side of the lower seat body 300 opposite to the protrusion 3031. This inner reinforcing rib plate 306 connects the lower seat body 300 and the connecting plate 303, and multiple inner reinforcing rib plates 306 are also arranged at intervals along the Z-direction of the entire vehicle.

[0053] It should be noted that the aforementioned inner reinforcing ribs 306 and outer reinforcing ribs 305 are all configured as triangular structures connecting the lower seat 300 and the connecting plate 303. Thus, utilizing the high strength and rigidity of the triangular structure, the reinforcing effect of the inner and outer reinforcing ribs can be guaranteed. Furthermore, since the inner reinforcing ribs 306 and outer reinforcing ribs 305 in this embodiment are both plate-like structures located in the XY plane of the entire vehicle, the structural rigidity of the front end of the vehicle body in the X (length) and Y (width) directions can also be improved using these reinforcing rib plates.

[0054] In this embodiment, in addition to the aforementioned lower seat 300 and connecting plate 303, as a preferred embodiment, the anti-collision beam mounting base 3 further includes a side plate 307 connected to the connecting plate 303, and a rear plate 308 connected to one side of the side plate 307, with the rear plate 308 also arranged parallel to the connecting plate 303. Specifically, the bottom of the side plate 307 is connected to the lower seat 300, and the bottom of the rear plate 308 is connected to the uppermost outer reinforcing rib plate 305. Simultaneously, a groove 309 is formed between the connecting plate 303, the side plate 307, and the rear plate 308.

[0055] By setting up side plates 307 and rear plates 308, and forming a groove 309 between the connecting plate 303, side plates 307, and rear plates 308, it can be understood that the structural strength of the upper part of the anti-collision beam mounting base 3 can be increased through the cavity structure formed by the groove 309. In this embodiment, a top plate 3010 is also provided at the top of the anti-collision beam mounting base 3. This top plate 3010 is connected to the connecting plate 303, side plates 307, and rear plates 308, and has an upper crossbeam connection hole 3011 for connecting to the upper crossbeam 7 of the engine compartment. The reinforcement of the upper part of the anti-collision beam mounting base 3 by the groove 309 improves the support effect on the upper crossbeam 7 of the engine compartment, and also increases the connection stiffness between the upper crossbeam 11 of the engine compartment and the forward longitudinal beam of the engine compartment.

[0056] As a preferred embodiment, this embodiment also provides reinforcing ribs 3012 connected to the side plate 307 within the aforementioned groove 309. One side of the reinforcing rib 3012 is connected to the connecting plate 303, and the other side is connected to the rear plate 308. In a specific implementation, the aforementioned reinforcing ribs 3012 are also configured as multiple ribs spaced at intervals along the Z-axis (height) of the entire vehicle within the groove 309. Each reinforcing rib 3012 structurally includes a central rib 30121 connected to the side plate 307, and a forked connecting rib 30122.

[0057] The central rib 30121 is arranged along the Z-axis of the vehicle, and both its upper and lower ends are connected to connecting ribs 30122. The forked connecting ribs 30122 at both ends form a herringbone shape with the central rib 30121, making the overall structure of each reinforcing rib 3012 a butterfly shape. Thus, by connecting one end of each connecting rib 30122 to the connecting plate 303 and the other end to the rear plate 308, the strength of the upper part of the anti-collision beam mounting base 3 can be further increased. At the same time, the butterfly-shaped structure can be used to make the upper part of the anti-collision beam mounting base 3 have good crumple energy absorption performance during a collision.

[0058] It should be noted that, in specific implementation, the height, thickness, and density of the reinforcing rib 3012 can be adjusted according to specific design requirements. Furthermore, besides making the reinforcing rib 3012 a butterfly-shaped structure, it can also be designed as a rhombus, semi-rhombus, or other shapes, depending on the specific strength requirements. In addition, as a preferred embodiment, the anti-collision beam mounting base 3 of this embodiment can also be manufactured using a one-piece die-casting method, and for example, it can be formed by die-casting of cast aluminum.

[0059] This embodiment utilizes the extension section 501 on the front bumper beam 5 and the protrusion 3031 on the bumper beam mounting base 3, ensuring that the distance d between the outer end of the extension section 501 and the junction H of the extension section 501 and the energy-absorbing box 4 is greater than the distance k between the apex of the protrusion 3031 and the junction H of the extension section 501 and the energy-absorbing box 4. This allows the extension section 501 and the protrusion 3031 to form a robust triangular structure during small overlap collisions, thereby causing the vehicle body to deflect around the contact point between the barrier and the front bumper beam 5. This prevents the small overlap collision direction from affecting the vehicle tires, reducing tire intrusion into the passenger compartment and improving safety during small overlap collisions.

[0060] like Figures 14 to 19 As shown, the battery pack housing 8 of this embodiment has sill beams 801 disposed on the left and right sides, and a front crossbeam 802 connected between the front ends of the two sill beams 801. In a preferred embodiment, the battery pack housing 8 also has a central channel 803 located between the two sill beams 801. Along the length of the vehicle, the front connector 806 and the central channel 803 are coaxial, so that the impact force received by the front subframe 7 can be transmitted to the central channel 803 via the front connector 806, ensuring the continuity of impact force transmission. Furthermore, the rear ends of the two front subframe longitudinal beams 701, the front end of the central channel 803, and the aforementioned front connector 806 are all connected to the front crossbeam 802.

[0061] It should be noted that, in addition to the sill beam 801, front crossbeam 802, and center channel 803 mentioned in this embodiment, as well as the front seat mounting crossbeam 804 and side longitudinal beam 805 described below, the battery pack housing 8 in this embodiment also has a rear crossbeam at the rear end, relative to the front crossbeam 802 located at the front end. The internal space of the battery pack housing 8 is defined by the side sill beams 801 and the front and rear crossbeams. Meanwhile, similar to battery packs in existing vehicles, the battery pack housing 8 in this embodiment also has structures such as a base plate and a water-cooling plate, which can be referenced from existing battery pack structures.

[0062] Furthermore, the battery pack housing 8 integrates beam structures such as sill beam 801, central channel 803, front seat mounting crossbeam 804, and side longitudinal beam 805, which not only helps to improve the integration effect of the battery pack and the vehicle body, but also helps to increase the structural strength of the middle part of the vehicle body. At the same time, it can also form a force transmission network in the battery pack housing 8, which is conducive to the transmission and dispersion of collision forces in the battery pack housing 8.

[0063] In this embodiment, as a preferred implementation, the aforementioned front seat mounting beam 804 is also connected inside the battery pack housing 8. The front seat mounting beam 804 is used to mount the front seat in the vehicle. In addition to the front seat mounting beam 804, a side longitudinal beam 805 is further connected between the front beam 802 and the front seat mounting beam 804.

[0064] The side longitudinal beams 805 not only enhance the structural strength of the front of the battery pack housing 8, but also create a longitudinal force transmission channel at the front of the battery pack housing 8. Furthermore, since the rear end of the side longitudinal beams 805 connects to the front seat mounting beams 804, the collision force transmitted along the side longitudinal beams 805 can be transferred to the sill beams 801 on both sides via the front seat mounting beams 804. Thus, as mentioned above, a force transmission network is formed within the battery pack housing 8, which is beneficial for dispersing and transmitting collision forces in the center of the vehicle body.

[0065] In this embodiment, a side longitudinal beam 805 is provided between the two side sill beams 801 and the central channel 803. Meanwhile, as a preferred embodiment, the front seat mounting beam 804 is also divided into two sub-beams by the central channel 803. Each sub-beam connects the central channel 803 to one of the side sill beams 801, and in this embodiment, the top of the sub-beams is flush with the top of the central channel 803 and the sill beams 801.

[0066] At this point, aligning the tops of the crossbeams, specifically the front seat mounting crossbeam 804, with the center tunnel 803 and the sill beam 801 ensures the continuity of force transmission between the center tunnel 803 and the front seat mounting crossbeam 804, as well as between the sill beam 801 and the front seat mounting crossbeam 804, which is beneficial for the transmission and dispersion of collision forces. Of course, in specific implementations, depending on design requirements, it is also possible to align the tops of either the front seat mounting crossbeam 804 with the center tunnel 803 or the sill beam 801.

[0067] In this embodiment, the front subframe 7 can adopt a conventional subframe structure found in existing vehicles. The rear ends of the longitudinal beams 701 on both sides of the front subframe are specifically connected to the front ends of the battery pack housing 8 via connecting sleeves 703. To facilitate connection with the force transmission beam 9, connecting blocks 702 are also fixedly connected to each front subframe longitudinal beam 701. Simultaneously, in the overall vehicle, the connecting sleeves 703 are also bolted to the bottom of the front engine compartment 1, thereby achieving the connection between the front subframe 7, the battery pack housing 8, and the front engine compartment 1, enabling them to form a structural unit and improving the rigidity of the front of the vehicle body.

[0068] Based on the aforementioned structure of the front engine compartment 1, in this embodiment, the front subframe 7 is specifically connected to the anti-collision beam mounting seat 5 and the rear section 1011 of the engine compartment longitudinal beam. Specifically, the front subframe 7 is connected via the front subframe longitudinal beams 701 on both sides, the anti-collision beam mounting seat 3, and the rear section 1011 of the engine compartment longitudinal beam. Furthermore, each side of the front subframe longitudinal beam 701 has three connection points: one connection point is connected to the anti-collision beam mounting seat 3, and the other two connection points are connected to the rear section 1011 of the engine compartment longitudinal beam. Each connection point is also connected via a combination of a connecting sleeve 703 and bolts.

[0069] It should be noted that one of the aforementioned connection points is specifically located at the rear end of the front subframe longitudinal beam 701, and in this embodiment, the rear end of the front subframe longitudinal beam 701 is also connected to the front engine compartment 1 and the front end of the battery pack housing 8. In this preferred embodiment, a connecting seat 10 is provided at the front end of the battery pack housing 8, a connecting sleeve 703 is welded to the rear end of the subframe longitudinal beam 701, and the rear end of the subframe longitudinal beam 701 is connected to the connecting seat 10 via the connecting sleeve 703 and bolts, and is connected to the rear section 1011 of the engine compartment longitudinal beam.

[0070] At this point, the connecting seat 10 is specifically connected to the front crossbeam 802, and there are two of them, corresponding one-to-one with the longitudinal beams 701 of the front subframe on both sides. Furthermore, see also... Figure 19 As shown, in a preferred embodiment, the connector 10 can be made of extruded aluminum profile. Structurally, each connector 10 also has a main body portion 1001 connected to the battery pack housing 8, and a connecting portion 1002 connected to the main body portion 1001. The thickness of the main body portion 1001 in the connector 10 can be set to be greater than that of the connecting portion 1002 to ensure the connection strength between the connector 10 and the front crossbeam 202.

[0071] To improve the structural performance of the connector 10, this embodiment also includes energy-absorbing cavities 1003 in the main body 1001 and the connecting part 1002. Given the relatively large thickness of the main body 1001, the energy-absorbing cavities 1003 can be multi-layered to give the connector 10 better collapsible energy absorption performance. Furthermore, the connecting sleeve 703 located at the rear end of the front subframe longitudinal beam 701 is specifically connected to the connecting part 1002, and a sleeve 1004 is also provided on the connecting part 1002. During connection, the bottom end of the connecting sleeve 703 can be fitted onto the sleeve 1004 to achieve pre-positioning of the connecting sleeve 703, facilitating the connection between the front subframe 7 and the battery pack housing 8. After connection, bolts pass through the sleeve 1004 and the connecting sleeve 703 and are screwed together with the front engine compartment 1.

[0072] It should be noted that, based on the fact that the connecting seat 10 is made of extruded aluminum profile and has an energy-absorbing cavity 1003 inside, when the connecting sleeve 703 is connected to the connecting part 1002 through the sleeve 1004, such as Figure 18 As shown, the connecting sleeve 703, which is connected to the connecting portion 1002, is also located in front of the main body portion 1001 along the front-rear direction of the vehicle. Thus, in the event of a frontal collision, the rear end of the front subframe longitudinal beam 701 can compress the main body portion 1001 through the connecting sleeve 703, thereby utilizing the crumpling deformation of the main body portion 1001 with its multi-layered energy-absorbing cavities 1003 to absorb collision energy.

[0073] In this embodiment, the sill beam 801, front crossbeam 802, center channel 803, front seat mounting crossbeam 804, and side longitudinal beams 805 in the battery pack housing 8 can all be made of extruded aluminum profiles. This not only facilitates the manufacturing of these beams but also provides them with good structural strength. Furthermore, in the event of a collision, the overall battery pack housing 8, composed of beams made of extruded aluminum profiles, also provides good energy absorption during collapse.

[0074] It should be noted that the aforementioned connecting seat 10 can generally be connected to the front crossbeam 802 by welding. Similarly, the front connector 806 can be made of extruded aluminum profile and welded to the front crossbeam 802. Furthermore, in this embodiment, along the width direction of the entire vehicle, the front connector 806 is specifically located at the front end of the battery pack housing 8, that is, in the middle of the front crossbeam 802, so that, as mentioned above, the front connector 806 and the central channel 803 are on the same axis. Additionally, refer to... Figure 14 The connecting seats 10 on both sides can also be on the same axis as the side beam 805 on the same side. In this embodiment, the force transmission beam 9 is specifically two beams that are connected one-to-one with the longitudinal beams 701 of the front subframe on both sides, and they are in a V-shaped structure.

[0075] At this point, the two force transmission beams 9 form a V-shaped structure, which helps to transfer the impact force of the front subframe longitudinal beams 701 on both sides to the middle of the battery pack housing 8, and then disperses it through the central channel 803 to the front seat mounting beam 804 and the rear of the battery pack housing 8. In practice, preferably, each force transmission beam 9 can be detachably connected to the front joint 806, and to the connecting block 702 on the front subframe longitudinal beam 701. This detachable connection is generally a screw connection, which has the advantages of simple operation and reliable connection.

[0076] This embodiment integrates the battery pack housing 8 with the vehicle body, and sets up a force transmission structure consisting of force transmission beams 9 between the front subframe 7 and the battery pack housing 8. This increases the force transmission channel between the front subframe 7 and the battery pack housing 8. Furthermore, the force transmission beams 9 connect multiple ring structures between the front subframe 7 and the battery pack housing 8, improving the overall rigidity of the front of the vehicle body. In the event of a collision, the frontal impact force can be transmitted to the battery pack housing 8 through the engine compartment longitudinal beams, the front subframe longitudinal beams 701, and the force transmission beams 9. It can also be further dispersed by the combined action of the sill beams 801, the central channel 803, and the side longitudinal beams 805, thus aiding in the release and absorption of the impact force and improving the overall vehicle's collision performance.

[0077] like Figures 20 to 25 As shown, in this embodiment, a sheet metal side beam portion 6 is provided on the outer side of the wheel arch side beam 103, and the sheet metal side beam portion 6 is detachably connected to the wheel arch side beam 103, with a cavity formed between the sheet metal side beam portion 6 and the wheel arch side beam 103. By providing the sheet metal side beam portion 6 on the outer side of the die-cast wheel arch side beam 103, the design of the front wheel arch side beam can be facilitated by utilizing the easily adjustable shape of sheet metal parts. Furthermore, by forming a cavity between the sheet metal side beam portion 6 and the wheel arch side beam 103, this embodiment can also utilize the high structural strength of the cavity to increase the structural strength of the front wheel arch side beam. Simultaneously, by utilizing the parallel arrangement of the sheet metal side beam portion 6 and the wheel arch side beam 103, multiple force transmission paths can be formed at the front wheel arch side beam to improve vehicle collision safety performance. Specifically, the wheel arch side beam 103 of this embodiment has a side beam body 1031 and a side beam rear section 1032 connected to the side beam body 1031. Correspondingly, the sheet metal side beam 6 of this embodiment also has a sheet metal side beam body 601 located outside the side beam body 1031 and a sheet metal side beam rear section 602 located outside the side beam rear section 1032. The cavity formed between the sheet metal side beam 6 and the wheel arch side beam 103 is determined by the shape of the side beam body 1031, the side beam rear section 1032, the sheet metal side beam body 601, and the sheet metal side beam rear section 602.

[0078] In a preferred embodiment, the sheet metal side beam 6 is typically bolted to the wheel arch side beam 103, thereby achieving a connection between dissimilar metals. In this case, the sheet metal side beam body 601 is bolted to the die-cast side beam body 1031, and the rear section 602 of the sheet metal side beam is bolted to the die-cast rear section 1032 of the side beam. Furthermore, to facilitate bolting, bolts or nuts can be pre-formed on the side beam body 1031 and the rear section 1032. During vehicle assembly, simply tightening the nuts or bolts is sufficient to connect the sheet metal side beam 6.

[0079] To further improve the structural strength of the sheet metal edge beam body 601, in this preferred embodiment, a connecting plate 603 is also connected between the edge beam body 1031 and the sheet metal edge beam body 601. One end of the connecting plate 603 is connected to the edge beam body 1031, and the other end is connected to the sheet metal edge beam body 601, and the edge beam body 1031, the connecting plate 603, and the sheet metal edge beam body 601 form the aforementioned cavity. Meanwhile, the connecting plate 603 is also a sheet metal part, and it is connected to the edge beam body 1031 and the sheet metal edge beam body 601 by bolting.

[0080] In this embodiment, as an exemplary structure in specific implementation, it is combined with Figure 24 As shown, the connecting plate 603 includes an upper side plate 6031, a lower side plate 6032, and a middle connecting plate 6033. One side of the upper side plate 6031 is detachably connected to the side beam body 1031, and one side of the lower side plate 6032 is connected to the sheet metal side beam body 601. The middle connecting plate 6033 is located between the upper side plate 6031 and the lower side plate 6032, serving as both a connection and support. It should be noted that, in addition to the connection via the connecting plate 603, the upper end of the sheet metal side beam body 601 in this embodiment is also connected to the side beam body 1031, and the connection position of the upper end of the sheet metal side beam body 601 is higher than the connection position between the connecting plate 603 and the side beam body 1031. This further improves the reliability of the connection between the sheet metal side beam structure and the press-fit side beam structure.

[0081] In addition, in this embodiment, the cross-sectional area of ​​the rear section 1032 of the side beam gradually increases along the length of the vehicle body to facilitate the rearward dispersion of collision force. Simultaneously, the rear end of the rear section 602 of the sheet metal side beam is connected to the outside of the A-pillar 12, and the rear end of the rear section 1032 of the side beam also forms an A-pillar connection end 10321, which is connected to the inside of the A-pillar 12. In specific implementation, the rear end of the rear section 602 of the sheet metal side beam and the A-pillar 12, as well as the A-pillar connection end 10321 and the A-pillar 12, can also be connected by screws.

[0082] This embodiment is based on the arrangement of the rear section 101 of the engine compartment longitudinal beam in the front engine compartment 1. The rear end of the rear section 101 of the engine compartment longitudinal beam is connected to the sill beam, and along the width direction of the vehicle body, the rear end of the rear section 101 of the engine compartment longitudinal beam is also connected to the rear end of the side beam 1032. Thus, in conjunction with the rear end of the aforementioned sheet metal side beam 602 being connected to the outside of the A-pillar 12, and the A-pillar connection end 10321 being connected to the inside of the A-pillar 12, the collision force transmitted from the front engine compartment can be transferred upward along the A-pillar 12 to the roof of the vehicle body, and downward along the A-pillar 12 to the rear sill beam 801, thereby improving the safety of the vehicle collision.

[0083] Of course, in this embodiment, the rear end of the side beam 1032 and the rear end of the sheet metal side beam 602 are connected to the inner and outer sides of the A-pillar 12 respectively, which can also ensure the reliability of the connection between the front engine compartment structure and the side body of the car. Furthermore, by using the double-layer connection between the rear end of the side beam 1032 and the rear end of the sheet metal side beam 602, a cavity structure can be formed at the A-pillar 12 position, thereby improving the structural strength and enhancing the structural stability at the A-pillar 12 position.

[0084] To facilitate the connection between the rear section 602 of the sheet metal side beam and the A-pillar 12, and to further improve the structural strength at the A-pillar 12, a reinforcing bracket 121 is provided on the outer side of the A-pillar 12. The rear end of the rear section 602 of the sheet metal side beam is connected to this reinforcing bracket 121. Of course, the reinforcing bracket 121 can generally be fixed to the A-pillar 12 by welding.

[0085] In this embodiment, based on the sheet metal side beam portion 6 on the outer side of the wheel arch side beam 103, to improve its performance, as a preferred embodiment, fender mounting brackets 13 are also connected to the sheet metal side beam body 601 and the rear section 602 for assembling the front fender in the vehicle body. Furthermore, a front hood hinge mounting bracket 14 can also be connected to the rear section 602 of the sheet metal side beam for installing the front hood hinge, ensuring the reliability of the front hood hinge installation.

[0086] It should be noted that, in addition to providing fender mounting brackets 13 on both the sheet metal side beam body 601 and the rear section 602 of the sheet metal side beam, it is also possible to provide fender mounting brackets 13 on only one of the sheet metal side beam body 601 and the rear section 602 of the sheet metal side beam, depending on the installation requirements of the front fender. Moreover, by integrating the aforementioned fender mounting brackets 13 and the front hood hinge mounting brackets 14, in specific implementations, the vehicle styling can be changed by varying the two mounting brackets, thereby maximizing the platform-based sharing of die-cast parts.

[0087] In this embodiment, the front structure of the vehicle body connects the rear section 101 of the engine compartment longitudinal beam to the front end of the front section 2 of the engine compartment longitudinal beam, thus forming the front engine compartment longitudinal beam. The front section of the engine compartment longitudinal beam also utilizes extruded aluminum profiles. This not only reduces the length of the die-cast rear section 101 of the engine compartment longitudinal beam but also leverages the excellent collapsible energy absorption properties of extruded aluminum profiles to increase the overall energy-absorbing collapsible space of the front engine compartment longitudinal beam, thereby improving the safety of the vehicle in a frontal collision.

[0088] In addition, this embodiment provides a force transmission structure consisting of a force transmission beam 9 between the front subframe 7 and the battery pack housing 8. This increases the force transmission channel between the front subframe 7 and the battery pack housing 8, which facilitates the transmission of collision force to the battery pack housing 8. At the same time, it can also connect the front subframe 7 and the battery pack housing 8 to form a ring structure, thereby improving the overall rigidity of the front of the vehicle and thus improving the collision performance of the whole vehicle.

[0089] Furthermore, by configuring the extended section 501 on the front bumper beam 5 and the protrusion 3031 on the bumper beam mounting base 3, and ensuring that the distance between the outer end of the extended section 501 and the junction of the extended section 501 and the energy-absorbing box 4 is greater than the distance between the apex of the protruding part 3031 and the junction of the extended section 501 and the energy-absorbing box 4, a robust triangular structure can be formed by the contact between the extended section 501 and the protrusion 301 during a small overlap collision. This allows the vehicle body to deflect around the contact point between the barrier and the front bumper beam 5, thus avoiding the tire position during a small overlap collision, reducing tire intrusion into the passenger compartment, and improving safety during a small overlap collision.

[0090] Finally, in this embodiment, by providing a sheet metal side beam portion 6 on the outside of the die-cast wheel arch side beam 103, the design of the front wheel arch side beam can be facilitated by taking advantage of the easy-to-adjust shape characteristics of sheet metal parts. At the same time, by forming a cavity between the sheet metal side beam portion 6 and the wheel arch side beam 103, the structural strength of the front wheel arch side beam can be increased by taking advantage of the high structural strength of the cavity, which in turn helps to improve the collision safety performance of the vehicle.

[0091] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A front structure of a vehicle body, characterized in that: Includes the front engine compartment (1), the front subframe (7), and the battery pack housing (8) integrated with the vehicle body. The front cabin (1) includes an integral die-cast front cabin body. The front cabin body has side portions (1a) on the left and right sides respectively. Both sides of the side portions (1a) are formed with the rear section (101) of the cabin longitudinal beam. The front ends of the rear section (101) of the cabin longitudinal beam on both sides are connected in sequence to the front section (2) of the cabin longitudinal beam, the anti-collision beam mounting seat (3) and the energy absorption box (4). The front section (2) of the cabin longitudinal beam is made of extruded aluminum profile. The front subframe (7) is connected to the bottom of the front engine compartment (1), the rear end of the front engine compartment (1) is connected to the battery pack housing (8), and a force transmission structure is provided between the front subframe (7) and the battery pack housing (8). The force transmission structure includes a front connector (806) provided at the front end of the battery pack housing (8), and a force transmission beam (9) connecting the front connector (806) and the front subframe longitudinal beam (701) in the front subframe (7). The front section (2) of the cabin longitudinal beam is connected to the rear section (101) of the cabin longitudinal beam through a connecting assembly, and the front end of the rear section (101) of the cabin longitudinal beam is provided with a plug groove (1011). The connecting assembly has a connector (203) and a fastener (202). The connector (203) is located inside the front section (2) of the cabin longitudinal beam, and the connector (203) and the rear end of the front section (2) of the cabin longitudinal beam are inserted into the plug groove (1011). The fastener (202) fixes the front end of the rear section (101) of the cabin longitudinal beam, the rear end of the front section (2) of the cabin longitudinal beam, and the connector (203) together. Along the width of the vehicle, the front connector (806) is located in the middle of the front end of the battery pack housing (8), and the force transmission beam (9) is two beams that are connected one-to-one with the two front subframe longitudinal beams (701) in the front subframe (7), and the two force transmission beams (9) are arranged in a V-shape. It also includes a front anti-collision beam (5) connected to the energy-absorbing boxes (4) on both sides; along the Y direction of the whole vehicle, the anti-collision beam mounting seat (3) is provided with a protrusion (3031) protruding to the outside of the vehicle, and the front anti-collision beam (5) has an extension section (501) located outside the energy-absorbing box (4). Wherein, the distance between the vertex of the protrusion (3031) in the protruding direction and the junction point (H) of the extension section (501) and the energy-absorbing box (4) is k, and the distance between the outer end of the extension section (501) and the junction point (H) of the extension section (501) and the energy-absorbing box (4) is d, and the two satisfy k < d.

2. The front structure of the vehicle body according to claim 1, characterized in that: The bottom of the insertion slot (1011) is inclined inward from front to back along the X direction of the whole vehicle. One end of the connector (203) extends out of the front section (2) of the engine compartment longitudinal beam, and the end of the extended part of the connector (203) is an inclined surface (2035) parallel to the bottom of the insertion slot (1011).

3. The front structure of the vehicle body according to claim 1, characterized in that: The rear section (101) and the front section (2) of the engine compartment longitudinal beam on each side are connected to form the front engine compartment longitudinal beam on the corresponding side. The front engine compartment longitudinal beams on both sides are inclined outwards, and the inclination angle α between each front engine compartment longitudinal beam and the vehicle X direction is between 1.8° and 2.0°.

4. The front structure of the vehicle body according to claim 3, characterized in that: The anti-collision beam mounting base (3) includes a lower base body (300) and a connecting plate (303) connected to the front end of the lower base body (300); The connecting plate (303) is connected to the energy-absorbing box (4), the lower seat (300) is connected to the front end of the longitudinal beam of the front engine compartment, and the protrusion (3031) is located on the connecting plate (303) and on one side of the lower seat (300).

5. The front structure of the vehicle body according to claim 4, characterized in that: The anti-collision beam mounting base (3) also includes a side plate (307) connected to the connecting plate (303) and a rear plate (308) connected to one side of the side plate (307), and the rear plate (308) is arranged parallel to the connecting plate (303). The bottom of the side plate (307) is connected to the lower seat (300). Multiple outer reinforcing ribs (305) are arranged at intervals along the Z direction of the whole vehicle between the protrusion (3031) and the lower seat (300). The bottom of the rear plate (308) is connected to the uppermost outer reinforcing rib (305). A groove (309) is formed between the connecting plate (303), the side plate (307) and the rear plate (308). Reinforcing ribs (3012) are provided in the groove (309).

6. The front structure of the vehicle body according to claim 5, characterized in that: The reinforcing ribs (3012) are arranged at intervals along the Z-direction of the vehicle, and each of the reinforcing ribs (3012) includes a central rib (30121) connected to the side plate (307) and a forked connecting rib (30122). The central rib (30121) is arranged along the Z direction of the whole vehicle, and the upper and lower ends of the central rib (30121) are connected to the connecting rib (30122). One end of each connecting rib (30122) is connected to the connecting plate (303), and the other end is connected to the rear plate (308).

7. The vehicle front structure according to any one of claims 1 to 6, characterized in that: The side portions (1a) on both sides are provided with wheel cover side beams (103), and the outer side of the wheel cover side beams (103) is provided with sheet metal side beam portions (6). The sheet metal side beam portions (6) are detachably connected to the wheel cover side beams (103), and a cavity is formed between the sheet metal side beam portions (6) and the wheel cover side beams (103).

8. The front structure of the vehicle body according to claim 7, characterized in that: The wheel cover side beam (103) has a side beam body (1031) and a side beam rear section (1032) connected to the side beam body (1031). The sheet metal side beam (6) has a sheet metal side beam body (601) located outside the side beam body (1031) and a sheet metal side beam rear section (602) located outside the side beam rear section (1032).

9. The front structure of the vehicle body according to claim 8, characterized in that: A connecting plate (603) connects the side beam body (1031) and the sheet metal side beam body (601). One end of the connecting plate (603) is connected to the side beam body (1031), and the other end of the connecting plate (603) is connected to the sheet metal side beam body (601). The side beam body (1031), the connecting plate (603), and the sheet metal side beam body (601) together form the cavity; and / or, Along the length of the vehicle body, the cross-sectional area of ​​the rear section (1032) of the side beam gradually increases, and the rear end of the rear section (1032) of the side beam is connected to the inner side of the A-pillar (12) of the vehicle body, while the rear end of the sheet metal side beam (602) is connected to the outer side of the A-pillar (12).

10. A car, characterized in that: The vehicle body has the front body structure as described in any one of claims 1 to 9.

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