Vehicle body front structure and automobile

Abstract

The application provides a car body front structure and a car. The car body front structure comprises a front wall assembly, the bottom of the front wall assembly is provided with a notch, the notch is located at the middle of the front wall assembly in the left-right direction of the whole car, the bottom of the front wall assembly is further provided with mounting spaces separately arranged on the left and right sides of the notch, and a front wall lower cross beam is transversely arranged below the notch, and the two ends of the front wall lower cross beam are connected in the mounting spaces on the left and right sides. The car body front structure can increase the overall rigidity of the front wall part, reduce the transmission of vibration and noise to the passenger cabin by increasing the rigidity of the front wall structure, improve the NVH performance of the car, and facilitate the transmission of the collision force from the front engine compartment to the rear front floor assembly part, thereby improving the collision safety performance of the car.

Description

Technical Field

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

[0002] In a car body, the front bulkhead assembly serves as the main structure separating the engine compartment from the passenger compartment. It not only has a significant impact on the vehicle's NVH (Noise, Vibration, Harshness) but also, as the connecting structure between the engine compartment and the front floor, plays a crucial role in the transmission of collision forces during a car crash, especially a frontal collision. However, existing front bulkhead structures still suffer from insufficient rigidity, which affects the vehicle's NVH performance and safety performance during a collision.

[0003] Furthermore, in the front structure of the vehicle body, the front engine compartment assembly, connected to the front bulkhead assembly, serves as the skeletal structure of the front of the vehicle, providing the load-bearing foundation for the front suspension and front-mounted powertrain. In a frontal collision, the front engine compartment, as the first part to come into contact with the colliding object, also plays a crucial role in the impact process. However, existing front engine compartment structures also suffer from relatively weak overall structural strength and insufficient force transmission capacity in frontal collisions, which is detrimental to improving overall vehicle collision safety. Summary of the Invention

[0004] In view of this, the present invention aims to provide a front body structure that can improve the rigidity of the front assembly, enhance the vehicle's NVH performance, and improve safety performance during a collision.

[0005] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0006] A front structure of a vehicle body includes a front bulkhead assembly with a notch at the bottom. The notch is located in the middle of the front bulkhead assembly in the left-right direction of the vehicle. The bottom of the front bulkhead assembly also has mounting spaces on the left and right sides of the notch, and a lower front bulkhead beam transversely placed below the notch. The two ends of the lower front bulkhead beam are connected to the mounting spaces on both sides.

[0007] Furthermore, the front bulkhead assembly includes a front bulkhead panel and a front module mounting plate connected to the front end face of the front bulkhead panel;

[0008] The notch is located at the bottom of the front bulkhead, and the front module mounting plate bulges forward along the front-rear direction of the vehicle, forming a cavity between the front module mounting plate and the front bulkhead;

[0009] The installation spaces on both sides are located below the front module mounting plate and are both formed by the front bulkhead and the front module mounting plate, and the two ends of the lower crossbeam of the front bulkhead are connected to the front module mounting plate.

[0010] Furthermore, the front-end module mounting plate includes side plates disposed on the left and right sides of the notch, and a central connecting plate connecting the two side plates, wherein the central connecting plate is located above the notch, and each side plate is connected to the A-pillar on the same side.

[0011] The cavity is formed between the side panels on both sides and the front bulkhead, and a front bulkhead reinforcing frame is provided in the cavity at the side panels on both sides. The front bulkhead reinforcing frame is connected to the front bulkhead, and the two ends of the lower crossbeam of the front bulkhead are connected to the front bulkhead reinforcing frame.

[0012] Furthermore, the lower front crossbeam is made of extruded aluminum profile, and includes connecting blocks at both ends, and a crossbeam body connecting the connecting blocks on both sides. The lower front crossbeam is connected to the installation space via the connecting blocks; and / or,

[0013] The lower crossbeam of the front bulkhead is provided with battery pack mounting points, which are multiple points arranged at intervals along the left-right direction of the vehicle on the lower crossbeam of the front bulkhead.

[0014] Furthermore, it also includes a front engine compartment assembly that is connected in the front-to-rear direction of the vehicle to the front bulkhead assembly;

[0015] The front engine compartment assembly has a front subframe, subframe longitudinal beams on the left and right sides connected to the front of the front subframe, and subframe anti-collision beams connected to the front ends of the subframe longitudinal beams on both sides, and the front subframe is located directly in front of the lower crossbeam of the front bulkhead.

[0016] Furthermore, the front subframe is abutted against the lower front crossbeam, or there is a preset gap between the front subframe and the lower front crossbeam.

[0017] Furthermore, the front subframe includes a die-cast subframe body, which is plate-shaped and has a front crossbeam, a rear crossbeam, and longitudinal connecting plates on the left and right sides, respectively. Both longitudinal connecting plates are triangles with gradually increasing width in the direction pointing towards the rear crossbeam.

[0018] Furthermore, a reinforcing crossbeam connects the longitudinal connecting plates on both sides, and a second reinforcing rib in an "X" shape is provided between the reinforcing crossbeam and the front crossbeam, and between the reinforcing crossbeam and the rear crossbeam; and / or,

[0019] Along the direction pointing to the rear crossbeam, the distance between the edges of the longitudinal connecting plates on both sides near the vehicle interior gradually decreases, and each of the longitudinal connecting plates on both sides is provided with multiple longitudinal connecting plate weight reduction holes, and at least some of the longitudinal connecting plate weight reduction holes on both sides are elongated holes parallel to the edge of the longitudinal connecting plate on the same side near the vehicle interior.

[0020] Furthermore, the front nacelle assembly also has front shock absorber towers located on the left and right sides, front nacelle longitudinal beams connected to the front of each front shock absorber tower, and front anti-collision beams connected to the front ends of the front nacelle longitudinal beams on both sides.

[0021] The bottom of the front shock absorber towers on both sides are connected to the front subframe, and the rear of the front shock absorber towers on both sides are connected to the front bulkhead assembly.

[0022] Furthermore, each of the front shock absorber towers on each side includes a die-cast shock absorber tower body, which is an upwardly arched shape and has a front support leg, a rear seat body, and an upper connecting part connecting the front support leg and the rear seat body.

[0023] The front part of the front outrigger is connected to the front engine compartment longitudinal beam. The bottom of both the front outrigger and the rear seat are connected to the front subframe. The top of the rear seat is detachably connected to a front shock absorber mounting bracket. The rear part of the rear seat is connected to the front bulkhead assembly.

[0024] Furthermore, from the top to the bottom of the front outrigger, the front outrigger gradually tilts forward towards the front of the vehicle, and a front engine compartment crossbeam connects the two sides of the front outrigger; and / or,

[0025] The rear seat body has a rearwardly inclined support plate on the side facing the vehicle interior. The support plate is integrally die-cast with the shock absorber tower body, and the rear end of the support plate is connected to the front bulkhead assembly.

[0026] Furthermore, the rear of the rear seat body is provided with a rearwardly extending overlap plate and an overlap arm connected to the top of the overlap plate, and the overlap plate and the overlap arm are provided with overlap surfaces that overlap the front bulkhead assembly.

[0027] The front bulkhead assembly has front bulkhead reinforcements on the left and right sides facing the interior of the vehicle. The front bulkhead reinforcements on each side are connected to the connecting arms on the same side in the longitudinal direction of the vehicle.

[0028] Compared with the prior art, the present invention has the following advantages:

[0029] The front body structure described in this invention features mounting spaces on the left and right sides at the bottom of the front bulkhead assembly, with a lower crossbeam positioned within these spaces. This allows the lower crossbeam and the front bulkhead assembly with its notches to form a ring-shaped frame structure. The structural strength of the lower crossbeam and the high strength of the ring structure increase the overall rigidity of the front bulkhead. This increased rigidity reduces the transmission of vibration and noise to the passenger compartment, improving the vehicle's NVH performance. Furthermore, it facilitates the transfer of collision forces from the engine compartment to the rear front floor assembly, enhancing the vehicle's collision safety performance.

[0030] Furthermore, by setting a front module mounting plate and creating a cavity between it and the front bulkhead, the overall rigidity of the front bulkhead is further increased. Simultaneously, the installation space formed by the front module mounting plate and the front bulkhead facilitates the shaping of the installation space. The lower front bulkhead crossbeam connects to the front module mounting plate, which also facilitates its connection within the front bulkhead assembly. A front bulkhead reinforcing frame is installed within the cavity of the side panels, further enhancing the rigidity of the front bulkhead assembly. Connecting the lower front bulkhead crossbeam to this reinforcing frame increases the reliability of the lower front bulkhead crossbeam connection. The connection between the side panels and the A-pillars also helps transfer collision forces to the A-pillars, allowing for better rearward dispersion of the impact force.

[0031] The lower front crossbeam is made of extruded aluminum profile. The characteristics of extruded aluminum profiles facilitate the fabrication of the lower front crossbeam, promoting its lightweight design while maintaining structural strength. Battery pack mounting points are located on the lower front crossbeam, facilitating battery pack installation at the bottom of the vehicle and improving its stability. Positioning the front subframe in the engine compartment directly in front of the lower front crossbeam allows for the transfer of impact forces from the subframe to the lower front crossbeam, dispersing them rearward and improving impact force transmission. The contact between the subframe and the lower front crossbeam contributes to the continuity of impact force transmission. A pre-set gap between the subframe and the lower front crossbeam creates a buffer space, preventing the transfer of impact forces to the lower front crossbeam in minor collisions and thus protecting the rear battery pack.

[0032] Secondly, the front subframe is die-cast, which leverages the advantages of the die-casting process to facilitate its fabrication, reducing manufacturing costs. Simultaneously, the high structural strength of die-casting ensures the structural strength of the front subframe, contributing to improved torsional rigidity at the front of the vehicle. This results in the longitudinal connecting plates on both sides forming a triangle with gradually increasing width towards the rear crossbeam. This design utilizes the high strength of the triangular structure to further enhance the structural strength of the front subframe. Furthermore, the gradually increasing width of the longitudinal connecting plates allows for progressive energy absorption, thus improving their energy absorption effect and enhancing the front subframe's ability to withstand collision forces, thereby improving overall vehicle collision safety.

[0033] The reinforcement of the crossbeams, along with the addition of second reinforcing ribs between the reinforced crossbeams and both the front and rear crossbeams, further enhances the structural strength of the front subframe and improves the torsional rigidity of the front of the vehicle. The gradually decreasing distance between the edges of the longitudinal connecting plates on both sides, closer to the interior of the vehicle, helps guide collision forces towards the center of the vehicle, making full use of the rear center tunnel and other areas to distribute and transmit collision forces. The weight-reduction holes on the longitudinal connecting plates facilitate weight reduction. At least some of these holes are elongated, parallel to the edge of the longitudinal connecting plate on the interior side, ensuring both weight reduction and the continuity of force transmission within the longitudinal connecting plates, thus guaranteeing their collision force transmission performance.

[0034] Furthermore, the connection between the front shock absorber tower and the front bulkhead assembly, in conjunction with the front subframe, forms two layers of force transmission channels in the front engine compartment, improving the transmission of frontal collision forces. The shock absorber tower body is die-cast, leveraging the advantages of the die-casting process to facilitate its manufacture, reduce production costs, and ensure structural strength by utilizing the high strength of the die-cast and arched structures, thus enhancing the torsional stiffness of the front of the vehicle. The shock absorber tower body consists of front support legs, a rear seat, and an upper connecting part, facilitating the arched structure of the tower body. The bottoms of both the front support legs and the rear seat are connected to the front subframe, ensuring reliable connection between the front shock absorber tower and the front subframe. The inclined design of the front support legs further enhances the strength of the shock absorber tower body and improves its ability to withstand frontal collisions.

[0035] The front shock absorber mounting base is detachable, allowing for customization to meet the design requirements of different vehicle models. This facilitates platform-based universality of the shock absorber tower body, reducing design and manufacturing costs. A rearward-extending support plate connecting to the front bulkhead disperses frontal collision forces inwards, improving force distribution and enhancing collision safety. The support plate and shock absorber tower body are integrally die-cast, facilitating support plate fabrication and ensuring reliable connection between them. The overlapping plates and arms, connecting to the front bulkhead via their interlocking surfaces, increase the contact area, further dispersing collision forces and improving safety. A front bulkhead reinforcement member, connecting to the overlapping arms on the passenger compartment side, increases the overall rigidity of the front bulkhead assembly and aids in force transfer to the A-pillar, enhancing force transmission.

[0036] Another object of the present invention is to provide an automobile having a front body structure as described above.

[0037] The automobile body front structure described in this invention can increase the overall rigidity of the front bulkhead, and the increased rigidity of the front bulkhead can reduce the transmission of vibration and noise to the passenger compartment, improve the NVH performance of the automobile, and facilitate the transmission of collision forces from the front engine compartment to the rear front floor assembly, thereby improving the collision safety performance of the automobile, thus having great practicality. Attached Figure Description

[0038] 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:

[0039] Figure 1 This is a schematic diagram illustrating the arrangement of the front body structure described in an embodiment of the present invention within the vehicle.

[0040] Figure 2 This is a schematic diagram of the front assembly described in an embodiment of the present invention;

[0041] Figure 3 This is a schematic diagram of the installation space described in an embodiment of the present invention;

[0042] Figure 4 This is a schematic diagram of the front-end module mounting board according to an embodiment of the present invention;

[0043] Figure 5 This is a schematic diagram illustrating the front reinforcement frame as described in an embodiment of the present invention;

[0044] Figure 6This is a schematic diagram of the front reinforcement frame described in an embodiment of the present invention;

[0045] Figure 7 This is a schematic diagram of the structure of the lower front crossbeam according to an embodiment of the present invention;

[0046] Figure 8 This is a schematic diagram illustrating the fit between the front subframe and the front bulkhead assembly according to an embodiment of the present invention;

[0047] Figure 9 This is a schematic diagram showing the connection between the front subframe, the subframe longitudinal beam, and the subframe anti-collision beam according to an embodiment of the present invention;

[0048] Figure 10 This is a schematic diagram of the front subframe structure according to an embodiment of the present invention;

[0049] Figure 11 for Figure 10 A schematic diagram of the structure shown from another perspective;

[0050] Figure 12 for Figure 10 Top view of the structure shown;

[0051] Figure 13 This is a schematic diagram illustrating the fit between the front shock absorber tower and the front bulkhead assembly according to an embodiment of the present invention;

[0052] Figure 14 This is a schematic diagram illustrating the connection between the front subframe and the front shock absorber tower as described in an embodiment of the present invention;

[0053] Figure 15 This is a schematic diagram of the structure of the front shock absorber mounting base according to an embodiment of the present invention;

[0054] Figure 16 for Figure 15 A schematic diagram of the structure as seen from the inside.

[0055] Figure 17 for Figure 15 A schematic diagram of the structure shown from the rear side view;

[0056] Figure 18 This is a schematic diagram of the structure of the shock-absorbing tower body according to an embodiment of the present invention;

[0057] Figure 19 This is a structural schematic diagram of the shock-absorbing tower body from the bottom view according to an embodiment of the present invention;

[0058] Figure 20 This is a schematic diagram illustrating the arrangement of the front reinforcement member according to an embodiment of the present invention;

[0059] Figure 21 This is a schematic diagram of the structure of the front shock absorber mounting base according to an embodiment of the present invention;

[0060] Figure 22 for Figure 21 A schematic diagram of the structure shown from another perspective;

[0061] Figure 23 This is a schematic diagram of the front structure of the vehicle body as described in an embodiment of the present invention from the bottom view.

[0062] Explanation of reference numerals in the attached figures:

[0063] 100. Front bulkhead assembly; 200. Front nacelle assembly;

[0064] 1. Front shock absorber tower; 2. Front shock absorber mounting bracket; 3. Front engine compartment longitudinal beam; 4. Front subframe; 5. Front engine compartment crossbeam; 6. Front bulkhead; 7. Front bumper beam; 8. Subframe longitudinal beam; 9. Subframe bumper beam; 10. Connecting bracket; 11. Front bulkhead lower crossbeam; 12. Center tunnel; 13. A-pillar; 14. Sill beam; 15. Front windshield lower crossbeam;

[0065] 101. Front support leg; 102. Rear seat; 103. Upper connecting part; 104. Crossbeam connecting seat; 105. Support plate; 106. Support rib; 102a. Lap joint;

[0066] 1011. Connecting groove; 1012. Longitudinal beam fixing hole; 1013. First weight reduction groove; 1014. First reinforcing rib plate; 1015. Front subframe connecting hole; 1021. Overlap plate; 1022. Overlap arm; 1023. Front shock absorber mounting bracket connecting hole; 1024. First front bulkhead connecting hole; 1025. Second weight reduction groove; 1026. Second reinforcing rib plate; 1027. Rear subframe connecting hole; 1031. Upper connecting part weight reduction hole; 1051. Strip hole; 1052. Second front bulkhead connecting hole;

[0067] 201. Main body; 202. Mounting arm; 203. Connecting lug; 204. Main body connecting hole; 205. Front shock absorber mounting bracket weight reduction hole; 2021. Mounting slot;

[0068] 4a. Body connection hole; 401. Front crossbeam; 402. Rear crossbeam; 403. Longitudinal connecting plate; 404. Reinforcing crossbeam; 405. Subframe longitudinal beam connecting seat; 406. Front reinforcing structure; 407. Rear reinforcing structure;

[0069] 4011, Front crossbeam groove; 4012, Front first reinforcing rib; 4013, Front connecting platform; 4014, Reinforcing rib; 4021, Rear crossbeam groove; 4022, Rear first reinforcing rib; 4023, Rear connecting platform; 4031, Longitudinal connecting plate weight reduction hole; 4041, Reinforcing beam weight reduction groove; 4042, Second reinforcing rib;

[0070] 600, Notch; 601, Front module mounting plate; 602, Installation space; 603, Front bulkhead reinforcing frame; 603a, Frame extension arm; 604, Front bulkhead reinforcement; 6011, Side panel; 6011a, A-pillar connecting arm; 6012, Intermediate connecting plate;

[0071] 1101. Connecting block; 1102. Crossbeam body;

[0072] L, the edge of the longitudinal connecting plate closest to the interior of the vehicle; k, the distance between the edges of the two longitudinal connecting plates closest to the interior of the vehicle. Detailed Implementation

[0073] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0074] 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.

[0075] Furthermore, in the description of this invention, unless otherwise explicitly specified, the connecting structures between mating components can be conventional in the art. Moreover, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal communication between 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.

[0076] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0077] Example 1

[0078] This embodiment relates to a front structure of a vehicle body, combined with Figures 1 to 3 As shown, it includes a front bulkhead assembly 100, the bottom of which has a recess 600, and the recess 600 is located in the middle of the front bulkhead assembly 100 in the left-right direction of the vehicle. At the same time, the bottom of the front bulkhead assembly 100 also has mounting spaces 602 respectively provided on the left and right sides of the recess 600, and a lower front bulkhead beam 11 transversely placed below the recess 600, with both ends of the lower front bulkhead beam 11 connected to the mounting spaces 602 on both sides.

[0079] At this point, by providing mounting spaces 602 on the left and right sides at the bottom of the front bulkhead assembly 100, and by providing a lower front bulkhead crossbeam 11 through the mounting spaces 602 on both sides, the lower front bulkhead crossbeam 11 and the front bulkhead assembly 100 with the notch 600 can form a ring-shaped frame structure. This increases the overall rigidity of the front bulkhead by utilizing the structural strength of the lower front bulkhead crossbeam 11 and the high strength of the ring structure. At the same time, by increasing the rigidity of the front bulkhead structure, this embodiment can also reduce the transmission of vibration and noise to the passenger compartment and facilitate the transmission of collision forces from the front engine compartment to the rear front floor assembly.

[0080] Specifically, the front bulkhead assembly 100 of this embodiment includes a front bulkhead panel 6 and a front module mounting plate 601 connected to the front end face of the front bulkhead panel 6. The top of the front bulkhead panel 6 is connected to the lower crossbeam 15 of the front windshield, and the aforementioned recess 600 is located at the bottom of the front bulkhead panel 6. Preferably, the front module mounting plate 601 also bulges forward along the longitudinal direction of the vehicle, and a cavity is formed between the front module mounting plate 601 and the front bulkhead panel 6. In this way, by setting the front module mounting plate 601 and forming a cavity between the front module mounting plate 601 and the front bulkhead panel 6, the overall rigidity of the front bulkhead position can be further increased.

[0081] Based on the front-end module mounting plate 601, in this embodiment, the mounting spaces 602 located on both sides are specifically located below the front-end module mounting plate 601, and are both formed by the front bulkhead 6 and the front-end module mounting plate 601. Furthermore, both ends of the lower front bulkhead beam 11 are also connected to the front-end module mounting plate 601. It is understood that having the mounting space 602 formed by the front-end module mounting plate 601 and the front bulkhead 6 facilitates the shaping of the mounting space 602, and the connection of the lower front bulkhead beam 11 to the front-end module mounting plate also facilitates the connection and arrangement of the lower front bulkhead beam 11 within the front bulkhead assembly 100.

[0082] In this embodiment, as a preferred implementation, combined with Figure 4 As shown, the aforementioned front-end module mounting plate 601 specifically includes side plates 6011 disposed on the left and right sides of the recess 600, and a central connecting plate 6012 connecting the two side plates 6011. The central connecting plate 6012 is located above the recess 600, and each side plate 6011 is also connected to the A-pillar 13 on the same side via an A-pillar connecting arm 6011a. Connecting each side plate 6011 to the A-pillar 13 helps to transfer the impact force at the front to the A-pillar 13, allowing the A-pillar 13 to better disperse the impact force rearward.

[0083] In this embodiment, the aforementioned cavity is formed between the two side panels 6011 and the front bulkhead 6, and continues as described above. Figure 5 As shown, front bulkhead reinforcing frames 603 are also provided in the cavities at the side panels 6011 on both sides. The front bulkhead reinforcing frames 603 on both sides are connected to the front bulkhead plate 6, and both ends of the lower front bulkhead beam 11 are also connected to the front bulkhead reinforcing frames 603. In this case, by providing front bulkhead reinforcing frames 603 in the cavities at the side panels 6011, the rigidity of the front bulkhead assembly 100 can be better improved, and the connection between the lower front bulkhead beam 11 and the front bulkhead reinforcing frames 603 can further increase the reliability of the connection of the lower front bulkhead beam 11.

[0084] It should be noted that, in combination Figure 6 As shown, the aforementioned front bulkhead reinforcing frame 603 can be formed by die casting of aluminum to ensure the structural strength of the front bulkhead reinforcing frame 603, while also facilitating its lightweight design. However, in addition to die casting, the front bulkhead reinforcing frame 603 can also be made of extruded aluminum or welded sheet metal. Corresponding to the A-pillar connecting arms 6011a on each side panel 6011, each front bulkhead reinforcing frame 603 is also provided with a frame extension arm 603a. This frame extension arm 603a is located inside the A-pillar connecting arm 6011a and is also connected to the A-pillar 13 to better enhance the effect of the front bulkhead reinforcing frame 603.

[0085] In this embodiment, as a preferred implementation, the lower front crossbeam 11 can be made of extruded aluminum profile, for example. Making the lower front crossbeam 11 of extruded aluminum profile utilizes the characteristics of extruded aluminum profiles, facilitating the fabrication of the lower front crossbeam 11, promoting its lightweight design, and simultaneously ensuring its structural strength. Furthermore, in terms of specific structure, such as... Figure 7 As shown in the figure, as an exemplary structure, the front lower crossbeam 11 of this embodiment includes connecting blocks 1101 disposed at the left and right ends, and a crossbeam body 1102 connected between the two connecting blocks 1101. The connecting blocks 1101 at both ends can be connected to the crossbeam body 1102 in the middle by welding. In addition, the front lower crossbeam 11 is also specifically connected to the above-mentioned installation space 602 through each connecting block 1101.

[0086] In a preferred embodiment, battery pack mounting points can be provided on the lower front crossbeam 11. Furthermore, these battery pack mounting points can be arranged in multiple ways along the left-right direction of the vehicle on the lower front crossbeam 11. Since the lower front crossbeam 11 is made of extruded aluminum profile, each battery pack mounting point can be, for example, a threaded sleeve fixed within the lower front crossbeam 11. Providing battery pack mounting points on the lower front crossbeam 11 facilitates the installation of the battery pack at the bottom of the vehicle body and improves the stability of the battery pack within the vehicle body.

[0087] Still by Figure 1 and combined Figure 8 , Figure 9 As shown, in a preferred embodiment, the front structure of this vehicle body also includes a front engine compartment assembly 200 connected in the front-to-rear direction of the vehicle body assembly 100. Furthermore, the front engine compartment assembly 200 has a front subframe 4, subframe longitudinal beams 8 disposed on the left and right sides and connected to the front of the front subframe 4, and subframe anti-collision beams 9 connected to the front ends of the side subframe longitudinal beams 8. The aforementioned front subframe 4 is specifically located directly in front of the lower crossbeam 11 of the front bulkhead.

[0088] At this time, the front subframe 4 in the front engine compartment assembly 200 is located directly in front of the lower crossbeam 11 of the front bulkhead, which is conducive to the transmission of the collision force at the front subframe 4 to the lower crossbeam 11 of the front bulkhead, so as to transmit and disperse the force to the rear through the lower crossbeam 11 of the front bulkhead, thereby improving the transmission effect of the collision force.

[0089] In addition, in specific implementations, this embodiment can also be configured such that the front subframe 4 and the lower front crossbeam 11 are in contact, or a preset gap can be provided between the front subframe 4 and the lower front crossbeam 11. In this way, the contact between the front subframe 4 and the lower front crossbeam 11 helps to ensure the continuity of the impact force transmission, while the preset gap between the front subframe 4 and the lower front crossbeam 11 creates a buffer space, preventing the impact force from being transmitted to the lower front crossbeam 11 in the event of a minor collision, thus avoiding impact on the rear battery pack. The aforementioned preset gap is generally controlled within 5mm.

[0090] Continue to combine Figures 10 to 12 As shown, in a preferred embodiment, the front subframe 4 of this embodiment includes a die-cast subframe body, which is plate-shaped and has a front crossbeam 401, a rear crossbeam 402, and longitudinal connecting plates 403 disposed on the left and right sides. Furthermore, both ends of the front crossbeam 401 and the rear crossbeam 402 are provided with connecting structures for connection to the front shock absorber tower 1, and the longitudinal connecting plates 403 on both sides are also triangular in shape, with their width gradually increasing in the direction pointing towards the rear crossbeam 402.

[0091] At this point, the front subframe 4 is die-cast. The characteristics of the die-casting process can be utilized to facilitate the preparation of the front subframe 4, reduce the preparation cost, and also utilize the high structural strength of the die-cast structure to ensure the structural strength of the front subframe 4, which helps to further improve the torsional stiffness of the front of the vehicle body.

[0092] Of course, by making the longitudinal connecting plates 403 on both sides into triangles with gradually increasing width along the direction pointing to the rear crossbeam, on the one hand, the high strength of the triangular structure can be utilized to further improve the structural strength of the front subframe 4; on the other hand, the gradually increasing width of the longitudinal connecting plates 403 can enable the longitudinal connecting plates 403 to have a step-by-step energy absorption capacity, thereby improving the energy absorption effect of the longitudinal connecting plates 403 and improving the front subframe 4's ability to withstand collision forces.

[0093] More specifically, as a preferred embodiment, this embodiment provides grooves extending along the left-right direction of the vehicle on both the front crossbeam 401 and the rear crossbeam 402, and provides an "X"-shaped first reinforcing rib within the groove. Thus, by providing grooves on the front crossbeam 401 and the rear crossbeam 402, the weight of the front crossbeam 401 and the rear crossbeam 402 can be reduced, facilitating lightweight design. Simultaneously, providing the first reinforcing rib within the groove ensures the structural strength of the front crossbeam 401 and the rear crossbeam 402 while achieving weight reduction.

[0094] For ease of description, in this embodiment, the groove on the front crossbeam 401 is referred to as the front crossbeam groove 4011, and the first reinforcing rib within the front crossbeam groove 4011 is referred to as the front first reinforcing rib 4012. Similarly, the groove on the rear crossbeam 402 is referred to as the rear crossbeam groove 4021, and the first reinforcing rib within the rear crossbeam groove 4021 is referred to as the rear first reinforcing rib 4022. The front crossbeam groove 4011 and the rear crossbeam groove 4021, as well as the front first reinforcing rib 4012 and the rear first reinforcing rib 4022, can all be integrally die-cast during the preparation of the front subframe 4. Furthermore, the front first reinforcing rib 4012 and the rear first reinforcing rib 4022 can both be configured as multiple ribs arranged sequentially along the length direction of their respective grooves.

[0095] In addition, it should be noted that, besides providing the above-mentioned grooves on both the front crossbeam 401 and the rear crossbeam 402, and providing the first reinforcing rib in the grooves, it is also possible, depending on the specific structural design of the front crossbeam 401 and the rear crossbeam 402, to provide the above-mentioned grooves on only one of the front crossbeam 401 and the rear crossbeam 402, and to provide the corresponding first reinforcing rib in the groove.

[0096] In a preferred embodiment, this example also includes reinforcing crossbeams 404 connecting the longitudinal connecting plates 403 on both sides. Furthermore, second reinforcing ribs 4042, also in an "X" shape, are provided between the reinforcing crossbeams 404 and the front crossbeam 401, and between the reinforcing crossbeams 404 and the rear crossbeam 402. By providing reinforcing crossbeams 404 and second reinforcing ribs 4041 between them and both the front and rear crossbeams 401 and 402, the structural strength of the front subframe 4 can be further improved, enhancing the torsional rigidity of the front of the vehicle body.

[0097] The aforementioned reinforcing crossbeam 404 can also be integrally die-cast into the front subframe 4 during its fabrication. Preferably, in this embodiment, a weight-reducing groove 4041 can also be provided on the reinforcing crossbeam 404. A portion of the bottom of this weight-reducing groove 4041 can be further designed to be hollowed out. Providing the weight-reducing groove 4041 on the reinforcing crossbeam 404 also helps to reduce the weight of the reinforcing crossbeam 404, facilitating its lightweight design.

[0098] In this embodiment, as a preferred implementation, the distance k between the edges L of the longitudinal connecting plates 403 on the side closest to the vehicle interior gradually decreases along the direction pointing towards the rear crossbeam 402, that is, from front to back in the vehicle's longitudinal direction. This makes the edges L of the longitudinal connecting plates 403 on the side closest to the vehicle interior inclined, thus making the longitudinal connecting plates 403 on both sides specifically form right-angled triangles. The gradually decreasing distance k between the edges L of the longitudinal connecting plates 403 on the side closest to the vehicle interior helps to guide the collision force towards the center of the vehicle body, making full use of the rear center tunnel and other structures to distribute the collision force and improve the overall vehicle collision safety.

[0099] In this embodiment, subframe longitudinal beam connecting seats 405 are also provided on the front end face of the front crossbeam 401, located on the left and right sides. Each subframe longitudinal beam connecting seat 405 can be configured as a "U" shape, and connecting holes are provided on its two opposite side walls for connecting the subframe longitudinal beam 8. Preferably, each subframe longitudinal beam connecting seat 405 is also directly opposite the front end of the longitudinal connecting plate 403 on the same side in the longitudinal direction of the vehicle. At this time, the subframe longitudinal beam connecting seats 405 on the front crossbeam 401 facilitate the connection between the front subframe 4 and the subframe longitudinal beam 8. Simultaneously, the direct alignment of each subframe longitudinal beam connecting seat 405 with the longitudinal connecting plate 403 on the same side also helps to transmit the collision force borne by the subframe anti-collision beam 9 and the subframe longitudinal beam 8 to the rear through the longitudinal connecting plate 403, thus facilitating the transmission and dispersion of the frontal collision force of the vehicle.

[0100] As a preferred embodiment, this embodiment provides multiple longitudinal connecting plate weight reduction holes 4031 on both sides of the longitudinal connecting plate 403 to facilitate weight reduction of the longitudinal connecting plate 403 and to facilitate the overall lightweight design of the front subframe 4.

[0101] Furthermore, based on the provision of longitudinal connecting plate weight reduction holes 4031 and the inclined edge L of each longitudinal connecting plate 403 near the vehicle interior side, this embodiment also ensures that at least a portion of the longitudinal connecting plate weight reduction holes 4031 on both sides are elongated holes parallel to the edge L of the longitudinal connecting plate 403 near the vehicle interior side. This ensures that at least a portion of the longitudinal connecting plate weight reduction holes 4031 on each longitudinal connecting plate 403 are elongated holes parallel to the edge L of the longitudinal connecting plate 403 near the vehicle interior side, which can achieve weight reduction of the longitudinal connecting plate 403 while maintaining the continuity of force transmission of the longitudinal connecting plate 403, thereby ensuring the collision force transmission performance of the longitudinal connecting plate 403.

[0102] In this embodiment, as a preferred implementation, a connecting platform is provided at both ends of the front crossbeam 401 and the rear crossbeam 402, and the connecting platform at each end is also set higher than the longitudinal connecting plate 403 in the vertical direction of the whole vehicle. At the same time, a body connecting hole 4a is also provided on the connecting platform at both ends of the front crossbeam 401 and the rear crossbeam 402, and the connecting mechanism connected to the front shock absorber tower 1 is formed by the body connecting hole 4a.

[0103] At this point, the connecting platforms are positioned higher than the longitudinal connecting plate 403, which facilitates the connection between the front subframe 4 and the vehicle body, that is, between the front subframe 4 and the front shock absorber tower 1 described below. Of course, connecting to the front shock absorber tower 1 through the vehicle body connecting hole 4a also has the effect of simple structure and facilitates the connection between the front subframe 4 and the front shock absorber tower 1 described below.

[0104] For ease of description, in this embodiment, the connecting platforms at both ends of the front crossbeam 401 are referred to as front connecting platforms 4013, and the connecting platforms at both ends of the rear crossbeam 401 are referred to as rear connecting platforms 4023. Furthermore, to improve the structural strength of each connecting platform and ensure the reliability of the connection between the front subframe 4 and the front shock absorber tower 1, this embodiment provides reinforcing ribs 4014 on the inner side of each front connecting platform 4013. Simultaneously, a front reinforcing structure 406 is provided between the longitudinal connecting plate 403 and the front connecting platform 4013, and a rear reinforcing structure 407 is provided between the longitudinal connecting plate 403 and the rear connecting platform 4023. Both the front reinforcing structure 406 and the rear reinforcing structure 407 are integrally formed on the edge of the longitudinal connecting plate 403 near the outer edge of the vehicle.

[0105] It should be noted that, in specific manufacturing, the front subframe 4 of this embodiment can be formed by die casting of cast aluminum, for example. Furthermore, the connection points on the front subframe 4 for the front suspension, and the connection points for the powertrain when using a front-wheel drive configuration, can be appropriately provided on the subframe body of this embodiment, depending on the installation requirements of the front suspension and powertrain, etc.

[0106] As a preferred implementation, it is still by Figure 1and combined Figure 13 and Figure 14 As shown, the front engine compartment assembly 200 of this embodiment also has front shock absorber towers 1 disposed on the left and right sides, front engine compartment longitudinal beams 3 connected to the front of each front shock absorber tower 1, and front anti-collision beams 7 connected to the front ends of the front engine compartment longitudinal beams 3 on both sides. At the same time, the bottom of the front shock absorber towers 1 on both sides is connected to the front subframe 4, and the rear of the front shock absorber towers 1 on both sides is connected to the front bulkhead assembly 100.

[0107] In terms of specific structure, such as Figures 15 to 19 As shown, in a preferred embodiment, each side of the front shock absorber tower 1 in this embodiment includes a die-cast shock absorber tower body. The shock absorber tower body is an upward arched shape. A front shock absorber mounting seat 2 is provided on the top of the shock absorber tower body, and the bottom of the shock absorber tower body is connected to the front subframe 4.

[0108] The front shock absorber tower 1 is die-cast and has an arched structure. On the one hand, the characteristics of the die-casting process can be used to facilitate the preparation of the front shock absorber tower and reduce the preparation cost. On the other hand, the die-cast structure, the arched structure of the front shock absorber tower 1, and the ring structure formed by the connection between the front shock absorber tower 1 and the front subframe 4 have high strength, which can ensure the structural strength of the front shock absorber tower and thus improve the torsional stiffness of the front of the vehicle.

[0109] In terms of specific structure, as a preferred embodiment, the front shock absorber tower 1 of this embodiment has a front support leg 101, a rear seat body 102, and an upper connecting part 103 connecting the front support leg 101 and the rear seat body 102. The front support leg 101 and the rear seat body 102 are arranged at intervals along the front-rear direction of the vehicle, with the front support leg 101 closer to the front of the vehicle. The upper connecting part 103 is integrally connected between the top of the front support leg 101 and the rear seat body 102, thereby forming an arched front shock absorber tower 1 by sequentially connecting the front support leg 101, the upper connecting part 103, and the rear seat body 102.

[0110] At this point, it is understandable that the front shock absorber tower 1 is composed of a front support leg 101, a rear seat body 102, and an upper connecting part 103. This facilitates the arched structure of the front shock absorber tower 1 and also makes it easier to connect with the front engine compartment longitudinal beam 3 and the front bulkhead assembly 100. Moreover, the bottoms of both the front support leg 101 and the rear seat body 102 are connected to the front subframe 4, which ensures the reliability of the connection between the front shock absorber tower 1 and the front subframe 4.

[0111] Furthermore, in this embodiment, the front part of the front outrigger 101 is connected to the front engine compartment longitudinal beam 3, and the bottom of the front outrigger 101 and the rear seat 102 are respectively connected to the front subframe 4. Also, the connection between the bottom of the front outrigger 101 and the rear seat 102 and the front subframe 4 can be seen in [reference needed]. Figure 14As shown, the front shock absorber towers 1 and the front subframe 4 are connected to form a ring structure, which can improve the overall rigidity between the front shock absorber towers 1 and the front subframe 4. A first front bulkhead connecting part is provided at the rear of the rear seat body 102 to connect the front bulkhead 6, so that the front shock absorber towers 1 and the rear bulkhead 6 are connected. The aforementioned front shock absorber mounting base 2 is specifically located at the top of the rear seat body 102.

[0112] In a preferred embodiment, the front outrigger 101 is also configured to gradually tilt forward towards the vehicle from top to bottom. This tilted arrangement of the front outrigger 101 facilitates the formation of the arched structure of the front shock absorber tower 1, which helps improve the strength of the tower. Simultaneously, the tilted arrangement of the front outrigger 101 also facilitates the rearward transmission of frontal collision forces, thereby improving the front shock absorber tower's ability to withstand frontal collisions and enhancing the overall vehicle collision safety.

[0113] Based on the aforementioned front support leg 101, rear seat body 102, and upper connecting part 103, in a preferred embodiment, this embodiment provides a connecting groove 1011 on the front end face of the front support leg 101, and longitudinal beam fixing holes 1012 located on the groove wall of the connecting groove 1011 for connecting the forward engine compartment longitudinal beam 3. The longitudinal beam fixing holes 1012 are multiple and distributed on different side walls of the connecting groove 1011, and each longitudinal beam fixing hole 1012 penetrates the front support leg 101.

[0114] When connecting to the forward engine room longitudinal beam 3, first insert the rear end of the forward engine room longitudinal beam 3 into the connecting groove 1011, and then insert fixing bolts through the fixing holes 1012 of each longitudinal beam to fasten the forward engine room longitudinal beam 3 and the forward shock absorber tower 1 together with the fixing bolts. Thus, it can be understood that by using the connecting groove 1011 provided on the forward outrigger 101 and the longitudinal beam fixing holes 1012 located on the groove wall of the connecting groove 1011, the pre-insertion of the forward engine room longitudinal beam 3 facilitates the connection with the forward engine room longitudinal beam 3. At the same time, the tightening of the fixing bolts at the fixing holes 1012 of each longitudinal beam can also improve the connection effect between the forward shock absorber tower and the forward engine room longitudinal beam 3.

[0115] As a preferred embodiment, in this example, a front subframe connection hole 1015 is provided at the bottom of the front support leg 101, and a rear subframe connection hole 1027 is provided at the bottom of the rear seat 102. This allows both the front support leg 101 and the rear seat 102 to be connected to the front subframe 4 via the subframe connection holes, resulting in a simple structure and easy connection to the front subframe 4. Furthermore, in specific implementations, the aforementioned front subframe connection holes 1015 and rear subframe connection holes 1027 are arranged in multiple spaced-apart configurations, and both can also be threaded holes.

[0116] During the assembly of the front subframe 4, each front subframe connection hole 1015 corresponds one-to-one with the body connection hole 4a located on the front connection platform 4013, and each rear subframe connection hole 1027 corresponds one-to-one with the body connection hole 4a on the rear connection platform 4023. Then, by using connecting bolts that pass through the body connection hole 4a and are screwed into each front subframe connection hole 1015 and the rear subframe connection hole 1027, the front subframe 4 and the front shock absorber towers 1 on both sides can be fixed together.

[0117] In this embodiment, as a preferred implementation, a crossbeam connecting seat 104 for connecting the front engine compartment crossbeam 5 is also provided on the side of the front outrigger 101 facing the vehicle interior. The crossbeam connecting seat 104 can be integrally formed on the side end face of the front outrigger 101 during the fabrication of the front shock absorber tower 1, and the crossbeam connecting seat 104 can be configured as a "U" shape, for example, with connecting holes provided on its two opposite side walls and the bottom wall located in the middle.

[0118] Thus, combined Figure 1 and Figure 13 As shown, the end of the front engine compartment crossbeam 5, extending along the left-right direction of the vehicle, is embedded in the crossbeam connecting seat 104. A stable connection between the front engine compartment crossbeam 5 and the crossbeam connecting seat 104 is achieved by screws passing through the connecting holes on the side and bottom walls. In this embodiment, it is understood that by setting the crossbeam connecting seat 104 to connect the front engine compartment crossbeam 5 between the two front shock absorber towers, the supporting and reinforcing effect of the front engine compartment crossbeam 5 can be utilized to improve the torsional stiffness of the front engine compartment, thereby contributing to improved vehicle stability.

[0119] In this embodiment, as a preferred implementation, the aforementioned first front enclosure connecting portion specifically includes a first front enclosure connecting hole 1024 disposed on the rear end face of the rear seat body 102. In this case, there are multiple first front enclosure connecting holes 1024 arranged at intervals, and the use of first front enclosure connecting holes 1024 in the first front enclosure connecting portion has the advantages of simple structure and easy connection with the front enclosure assembly 100. In specific connection, a reliable connection between the front enclosure assembly 100 and the front shock absorber tower 1 can be achieved by bolts disposed on the front enclosure assembly 100 and screwed into each of the first front enclosure connecting holes 1024.

[0120] Based on the connection between the rear of the front shock absorber tower 1 and the front bulkhead assembly 100, in a preferred embodiment, this embodiment also provides a rearwardly extending overlapping plate 1021 and an abutment arm 1022 connected to the top of the overlapping plate 1021 at the rear of the rear seat body 102. Furthermore, both the overlapping plate 1021 and the abutment arm 1022 are provided with abutment surfaces 102a that abut against the front module mounting plate 601 in the front bulkhead assembly 100. Thus, by further providing the overlapping plate 1021 and the overlapping arm 1022, and making them overlap on the front bulkhead assembly 100 through the overlapping surfaces 102a, the contact area between the rear of the front shock absorber tower and the front bulkhead assembly 100 can be increased. This helps to disperse the collision force at the front bulkhead assembly 100, reduces the force deformation at the front bulkhead assembly 100, and improves the overall vehicle collision safety.

[0121] Furthermore, based on the lap plate 1021 and lap arm 1022 provided in each front shock absorber tower 1, as a preferred embodiment, combined with Figure 20 As shown in the figure, the front bulkhead assembly 100 of this embodiment is also provided with a front bulkhead reinforcement 604. The front bulkhead reinforcement 604 is located on the side of the front bulkhead 6 facing the vehicle interior, and a front bulkhead reinforcement 604 is provided on each of the left and right sides of the front bulkhead 6. The front bulkhead reinforcement 604 on each side is connected to the overlapping arm 1022 on the same side in the front-rear direction of the vehicle.

[0122] It should be noted that the connection between each front bulkhead reinforcement 604 and the corresponding side overlapping arm 1022 means that the projections of the front bulkhead reinforcement 604 and the corresponding side overlapping arm 1022 in the longitudinal direction of the vehicle at least partially overlap. By providing front bulkhead reinforcement 604 connected to the overlapping arm on the side of the front bulkhead 6 facing the passenger compartment, not only can the rigidity of the front bulkhead assembly 100 be improved through the strengthening effect of the front bulkhead reinforcement 604, but it also helps to transfer the collision force to the A-pillar 13, thus improving the collision force transmission effect.

[0123] In this embodiment, it should also be noted that, in specific implementation, the die-cast front shock absorber tower 1 can be made of cast aluminum, which not only ensures the structural strength of the front shock absorber tower 1 but also has a good weight reduction effect. Moreover, based on the die-casting of the front shock absorber tower 1, as a preferred embodiment, this embodiment can further provide weight reduction structures such as tower body weight reduction holes or tower body weight reduction grooves on the front support leg 101, the rear seat body 102, and the upper connecting part 103. At the same time, reinforcing ribs can also be provided in the aforementioned tower body weight reduction holes or tower body weight reduction grooves, so as to help reduce the weight of the front shock absorber tower 1, which is conducive to its lightweight design, while also ensuring the structural strength of the front shock absorber tower 1.

[0124] In detail, as an exemplary implementation of the aforementioned weight-reduction structure, this embodiment may provide a plurality of first weight-reduction grooves 1013 on the front support leg 101, and a first reinforcing rib plate 1014 may be provided in one or more of the first weight-reduction grooves 1013. A second weight-reduction groove 1025 may be provided on the rear seat body 102, and a second reinforcing rib plate 1026 may be provided in the second weight-reduction groove 1025. An upper connecting portion weight-reduction hole 1031 may be provided in the upper connecting portion 103.

[0125] The aforementioned first weight-reducing groove 1013, second weight-reducing groove 1025, and upper connecting part weight-reducing hole 1031 can all be provided in multiple ways, and it is optional to provide or not provide reinforcing ribs within them, as long as the structural strength of the front shock-absorbing tower 1 is guaranteed. In addition to providing the first weight-reducing groove 1013 on the front support leg 101, the second weight-reducing groove 1025 on the rear seat body 102, and the upper connecting part weight-reducing hole 1031 in the upper connecting part 103, the weight-reducing structure on the front support leg 101, rear seat body 102, and upper connecting part 103 can be arbitrarily selected from the tower body weight-reducing hole and tower body weight-reducing groove, depending on the structural design of the front support leg 101, rear seat body 102, and upper connecting part 103, without any restrictions.

[0126] As a preferred embodiment, this embodiment also provides a rearwardly inclined support plate 105 on the side of the front shock absorber tower 1 facing the vehicle interior. The support plate 105 is integrally die-cast with the front shock absorber tower 1, and a second front bulkhead connecting part that connects to the front bulkhead 6 is provided at the rear end of the support plate 105.

[0127] At this time, the aforementioned second front bulkhead connecting part can adopt multiple second front bulkhead connecting holes 1052 provided at the rear end of the support plate 105. Each second front bulkhead connecting hole 1052 can preferably be set as a threaded hole, so as to realize the connection between the support plate 105 and the front end module mounting plate 601 in the front bulkhead assembly 100 by connecting bolts. In this embodiment, by setting a support plate 105 that extends backward and is connected to the front bulkhead assembly 100, it can disperse the frontal collision force of the car into the inside of the vehicle during a car collision, so as to transmit it to the central channel position located in the middle of the vehicle, thereby improving the collision force dispersion and transmission effect and contributing to the improvement of the vehicle's collision safety.

[0128] In addition, by making the support plate 105 and the front shock absorber tower 1 integrally die-cast, it is understood that this facilitates the preparation of the support plate 105 and also ensures the reliability of the connection between the support plate 105 and the front shock absorber tower 1.

[0129] Based on the provision of the support plate 105, as a preferred embodiment, this embodiment may also provide strip-shaped holes 1051 arranged along the extending direction of the support plate 105. In this case, the strip-shaped holes 1051 may be multiple holes spaced apart along the height direction of the support plate 105. By providing strip-shaped holes 1051 on the support plate 105, it is not only beneficial to reduce the weight of the support plate 105, but also ensures the impact force transmission performance of the support plate 105 by utilizing the arrangement of the strip-shaped holes 105 along the extending direction of the support plate 105.

[0130] In this preferred embodiment, to ensure the effectiveness of the support plate 105, a support rib 106 is further connected between the support plate 105 and the front shock absorber tower 1. Specifically, the support rib 106 is located behind the support plate 105 and is formed within the angled area formed by the support plate 105 and the rear seat body 102. Furthermore, the support rib 106 is integrally die-cast during the fabrication of the front shock absorber tower 1.

[0131] By setting the aforementioned support rib 106 between the support plate 105 and the front shock absorber tower 1, the stability of the support plate 105 can be improved by utilizing the supporting effect of the support rib 106, thereby ensuring the force transmission effect of the support plate 105 and improving the collision safety of the whole vehicle.

[0132] In this embodiment, as a preferred implementation, the aforementioned front shock absorber mounting base 2 is detachably connected to the front shock absorber tower 1. This detachable connection of the front shock absorber mounting base 2 allows for the customization of different vehicle models by changing the front shock absorber mounting base 2, thereby facilitating the platform-based universality of the front shock absorber tower 1 during vehicle design and manufacturing, and reducing design and manufacturing costs.

[0133] Based on the detachable front shock absorber mounting base 2, in specific implementation, this embodiment may, for example, provide multiple front shock absorber mounting base connection holes 1023 on the top of the front shock absorber tower 1. Each front shock absorber mounting base connection hole 1023 is a threaded hole, and the front shock absorber mounting base 2 can be fixed to the front shock absorber tower 1 by means of connecting bolts that are screwed into each front shock absorber mounting base connection hole 1023.

[0134] Furthermore, in a preferred embodiment, the front shock absorber mounting base 2 in this example can also be die-cast, and for example, it can be made of cast aluminum. By die-casting the front shock absorber mounting base 2, it is understood that this facilitates its fabrication, ensures its structural strength, and allows for lightweight design when using cast aluminum.

[0135] It should be noted that, based on this embodiment, the front shock absorber mounting base 2 is die-cast, and one exemplary structure is as follows: Figure 21 and Figure 22 As shown, the front shock absorber mounting base 2 specifically includes a main body 201, two side-by-side mounting arms 202 connected to the top of the main body 201, and a plurality of connecting ears 203 located at the bottom of the main body 201.

[0136] Since the front shock absorber mounting base 2 is die-cast, weight-reduction holes 205 can also be provided on the main body 201 to help reduce the weight of the front shock absorber mounting base 2, further facilitating its lightweight design. A mounting groove 2021 is formed between two side-by-side mounting arms 202, and mounting holes are generally provided on the two mounting arms 202. In this way, the top of the front shock absorber is located in the mounting groove 2021, and the front shock absorber is installed between the two mounting arms 202.

[0137] In addition, each connecting lug 203 is provided with a through-hole 204. When the front shock absorber mounting base 2 is placed on top of the shock absorber body 1, each body connecting hole 204 corresponds one-to-one with each front shock absorber mounting base connecting hole 2023 on the top of the front shock absorber tower 1 and is aligned with each other. The front shock absorber mounting base 2 can be installed on the front shock absorber tower 1 by connecting bolts that pass through the body connecting holes 204 and are screwed into the front shock absorber mounting base connecting holes 2023. Of course, when disassembly is required, the connecting bolts can be unscrewed.

[0138] In this embodiment, the front engine compartment longitudinal beam 3 and the front anti-collision beam 7 can adopt conventional beam structures found in existing automobile bodies. Preferably, the front engine compartment longitudinal beam 3, the front anti-collision beam 7, the front engine compartment crossbeam 5, the subframe longitudinal beam 8, and the subframe anti-collision beam 9 can all be made of extruded aluminum profiles. Using extruded aluminum profiles not only provides advantages such as high structural strength and light weight, but also facilitates the fabrication of each beam structure, effectively reducing manufacturing costs.

[0139] The front structure of the vehicle body in this embodiment, based on the above structural design, combines [the following features] in the event of a collision, especially a frontal collision. Figure 23 As shown, the collision force can be transmitted rearward through the upward force channel formed by the front bumper beam 7, the front engine compartment assemblies 3 on both sides, and the front shock absorber towers 2 on both sides, and the downward force channel formed by the subframe bumper beam 9, the subframe longitudinal beams 8 on both sides, and the front subframe 4. At the same time, through the connection of the front subframe 4 and the front engine compartment crossbeams 5, the collision force can also be transmitted along the left-right direction of the vehicle at the front engine compartment position.

[0140] The rearward impact force is transmitted to the front bulkhead assembly 100 through the upper and lower force transmission channels. At this point, a portion of the force is transmitted through the front bulkhead assembly 100 to the rear A-pillar 13, sill beam 14, and other locations, and further dispersed through the A-pillar 13 and sill beam 14. Another portion of the impact force is transmitted through the front subframe 4, the front bulkhead assembly 100, especially the support plates 105 inside each front shock absorber tower 1, to the lower front bulkhead crossbeam 11, and the central channel 12 located in the middle of the vehicle body, and then dispersed rearward through the lower front bulkhead crossbeam 11 and the central channel 12. Thus, this embodiment effectively transmits and disperses the impact force, reducing the damage caused by the collision and improving the overall vehicle collision safety.

[0141] The front structure of the vehicle body in this embodiment has mounting spaces 602 on the left and right sides at the bottom of the front bulkhead assembly 100, and a lower crossbeam 11 of the front bulkhead is installed through the mounting spaces 602 on both sides. This allows the lower crossbeam 11 of the front bulkhead and the front bulkhead assembly 100 with the notch 600 to form a ring frame structure. By utilizing the structural strength of the lower crossbeam 11 of the front bulkhead and the high strength of the ring structure, the overall rigidity of the front bulkhead can be increased. The increased rigidity of the front bulkhead structure can reduce the transmission of vibration and noise to the passenger compartment, improve the vehicle's NVH performance, and facilitate the transmission of collision forces from the front engine compartment to the rear front floor assembly, thereby improving the vehicle's collision safety performance. It has good practicality.

[0142] Example 2

[0143] This embodiment relates to a car, the car body of which is provided with the front body structure as described above.

[0144] By setting the aforementioned front body structure, the automobile in this embodiment can increase the overall rigidity of the front section. Furthermore, the increased rigidity of the front section structure can reduce the transmission of vibration and noise to the passenger compartment, thereby improving the vehicle's NVH performance. It also facilitates the transmission of collision forces from the front engine compartment to the rear front floor assembly, thus enhancing the vehicle's collision safety performance, and thus has great practicality.

[0145] 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: The front bulkhead assembly (100) includes a notch (600) at its bottom. In the left-right direction of the vehicle, the notch (600) is located in the middle of the front bulkhead assembly (100). The bottom of the front bulkhead assembly (100) is also provided with mounting spaces (602) on the left and right sides of the notch (600) and a lower front bulkhead beam (11) placed horizontally below the notch (600). The two ends of the lower front bulkhead beam (11) are connected to the mounting spaces (602) on both sides. The front bulkhead assembly (100) includes a front bulkhead panel (6) and a front module mounting plate (601) connected to the front end face of the front bulkhead panel (6); the recess (600) is located at the bottom of the front bulkhead panel (6), the front module mounting plate (601) bulges forward along the front-rear direction of the vehicle and forms a cavity between the front module mounting plate (601) and the front bulkhead panel (6); the mounting spaces (602) on both sides are located below the front module mounting plate (601) and are both formed by the front bulkhead panel (6) and the front module mounting plate (601), and the two ends of the lower crossbeam (11) of the front bulkhead are connected to the front module mounting plate (601); The front-end module mounting plate (601) includes side plates (6011) disposed on the left and right sides of the recess (600), and a central connecting plate (6012) connecting the two side plates (6011) and the central connecting plate (6012) being located above the recess (600). Each side plate (6011) is connected to the A-pillar (13) on the same side. A cavity is formed between the two side plates (6011) and the front bulkhead (6), and a front bulkhead reinforcing frame (603) is provided in the cavity at the two side plates (6011). The front bulkhead reinforcing frame (603) is connected to the front bulkhead (6), and the two ends of the front bulkhead lower crossbeam (11) are connected to the front bulkhead reinforcing frame (603).

2. The front structure of the vehicle body according to claim 1, characterized in that: The lower front crossbeam (11) is made of extruded aluminum profile, and the lower front crossbeam (11) includes connecting blocks (1101) located at the left and right ends, and a crossbeam body (1102) connecting the connecting blocks (1101) on both sides. The lower front crossbeam (11) is connected to the installation space (602) through the connecting blocks (1101); and / or, The lower crossbeam (11) of the front bulkhead is provided with battery pack mounting points, which are multiple battery pack mounting points arranged at intervals along the left and right direction of the vehicle on the lower crossbeam (11).

3. The vehicle front structure according to any one of claims 1 or 2, characterized in that: It also includes a front engine compartment assembly (200) connected in the front direction of the vehicle front bulkhead assembly (100). The front engine compartment assembly (200) has a front subframe (4), subframe longitudinal beams (8) on the left and right sides connected to the front of the front subframe (4), and subframe anti-collision beams (9) connected to the front ends of the subframe longitudinal beams (8) on both sides, and the front subframe (4) is located directly in front of the lower crossbeam (11) of the front bulkhead.

4. The front structure of the vehicle body according to claim 3, characterized in that: The front subframe (4) is abutted and connected to the lower front crossbeam (11), or there is a preset gap between the front subframe (4) and the lower front crossbeam (11).

5. The front structure of the vehicle body according to claim 3, characterized in that: The front subframe (4) includes a die-cast subframe body, which is plate-shaped and has a front crossbeam (401), a rear crossbeam (402), and longitudinal connecting plates (403) on the left and right sides respectively. The longitudinal connecting plates (403) on both sides are triangles with gradually increasing width in the direction pointing to the rear crossbeam (402).

6. The front structure of the vehicle body according to claim 5, characterized in that: A reinforcing crossbeam (404) connects the longitudinal connecting plates (403) on both sides. A second reinforcing rib (4042) in an "X" shape is provided between the reinforcing crossbeam (404) and the front crossbeam (401), and between the reinforcing crossbeam (404) and the rear crossbeam (402); and / or, Along the direction pointing to the rear crossbeam (402), the distance (k) between the edges (L) of the longitudinal connecting plates (403) on both sides near the vehicle interior gradually decreases, and both sides of the longitudinal connecting plates (403) are provided with a plurality of longitudinal connecting plate weight reduction holes (4031), and at least part of the longitudinal connecting plate weight reduction holes (4031) on both sides are elongated holes parallel to the edge (L) of the longitudinal connecting plate (403) on the same side near the vehicle interior.

7. The front structure of the vehicle body according to claim 3, characterized in that: The front nacelle assembly (200) also has front shock absorber towers (1) located on the left and right sides, front nacelle longitudinal beams (3) connected to the front of the front shock absorber towers (1) on each side, and front anti-collision beams (7) connected to the front ends of the front nacelle longitudinal beams (3) on both sides. The bottom of the front shock absorber towers (1) on both sides are connected to the front subframe (4), and the rear of the front shock absorber towers (1) on both sides are connected to the front bulkhead assembly (100).

8. The front structure of the vehicle body according to claim 7, characterized in that: Each of the front shock absorber towers (1) on each side includes a shock absorber tower body formed by die casting. The shock absorber tower body is an arched shape that arches upward and has a front support leg (101), a rear seat body (102), and an upper connecting part (103) connecting the front support leg (101) and the rear seat body (102). The front part of the front outrigger (101) is connected to the front engine compartment longitudinal beam (3), the bottom of the front outrigger (101) and the rear seat (102) are both connected to the front subframe (4), and the top of the rear seat (102) is detachably connected to the front shock absorber mounting bracket (2), and the rear part of the rear seat (102) is connected to the front bulkhead assembly (100).

9. The front structure of the vehicle body according to claim 8, characterized in that: From top to bottom, the front outriggers (101) gradually tilt forward towards the front of the vehicle, and a front engine compartment crossbeam (5) connects the two sides of the front outriggers (101); and / or, The rear seat body (102) has a rearwardly inclined support plate (105) on the side facing the vehicle interior. The support plate (105) is integrally die-cast with the shock absorber tower body, and the rear end of the support plate (105) is connected to the front bulkhead assembly (100).

10. The vehicle front structure according to claim 8, characterized in that: The rear of the rear seat body (102) is provided with a rearwardly extending overlap plate (1021) and an overlap arm (1022) connected to the top of the overlap plate (1021). The overlap plate (1021) and the overlap arm (1022) are provided with overlap surfaces (102a) that overlap the front bulkhead assembly (100). The front bulkhead assembly (100) has front bulkhead reinforcement members (604) on the left and right sides facing the interior of the vehicle. The front bulkhead reinforcement members (604) on each side are connected to the overlapping arm (1022) on the same side in the front-rear direction of the vehicle.

11. A car, characterized in that: The vehicle body is provided with a front body structure as described in any one of claims 1 to 10.

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