A vehicle body front end structure and a vehicle

Abstract

The present application relates to a kind of car body front end structure and automobile, the car body front end structure includes beam body, connecting plate, front crash beam assembly, front subframe front beam assembly;The upper end of the connecting plate is connected with the crash beam assembly, the lower end rear side of the connecting plate is connected with the front subframe front beam assembly, the lower end front side of the connecting plate is connected with the beam body, the car body front end structure further includes tow hook mounting pipe, the tow hook mounting pipe is connected with the connecting plate and the front subframe front beam assembly respectively.By tow hook mounting pipe and front subframe front beam assembly connection, and the setting of connecting plate and beam body, the force that tow hook mounting pipe receives can be transmitted to X direction by front subframe front beam assembly, transmitted to Z direction by connecting plate, and transmitted to Y direction by beam body.By the above force transmission path, the force that tow hook mounting pipe is towed is dispersed and transmitted, meet the strength requirement that tow hook mounting pipe is pulled.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, specifically to a front-end structure of a vehicle body and an automobile. Background Technology

[0002] Electric vehicles (BEVs) are cars powered by an onboard power source, using an electric motor to drive the wheels, and meeting all road traffic and safety regulations. The front grille of a car serves to intake air and reduce air resistance. It acts as a passageway between the outside world and the engine compartment; air enters the engine compartment through the grille, carrying away heat from the radiator for cooling. Because electric vehicles do not use an engine, the functional arrangement of the front grille has gradually weakened. On some electric vehicles, the grille has disappeared or been reduced in size. Other electric vehicles have added digital elements to the grille, primarily for interactive and decorative purposes, making the front end more personalized.

[0003] Tow hooks are required parts by automotive regulations. Tow hooks must withstand significant towing forces, so front tow hooks are generally located on the front end of the longitudinal beams or the front collision beam. However, the front end of the longitudinal beams and the front collision beam are located relatively high, and placing the tow hook in this position would greatly limit the innovation of the front face design and the personalized design of the grille. Summary of the Invention

[0004] One objective of this invention is to provide a front-end structure for a vehicle body, which solves the technical problem that the arrangement of tow hooks on the front-end structure of the longitudinal beam or the front collision beam in the prior art greatly limits the innovation of the front face shape and the personalized design of the grille; the second objective is to provide a vehicle.

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

[0006] A vehicle front end structure includes a crossbeam body, a connecting plate, a front collision crossbeam assembly, and a front subframe front crossbeam assembly. The upper end of the connecting plate is connected to the front collision crossbeam assembly, the rear side of the lower end of the connecting plate is connected to the front subframe front crossbeam assembly, and the front side of the lower end of the connecting plate is connected to the crossbeam body. The vehicle front end structure also includes a tow hook mounting tube, which is connected to the connecting plate and the front subframe front crossbeam assembly.

[0007] Based on the aforementioned technical means, the tow hook mounting tube must withstand significant towing forces during use. Connecting the tow hook mounting tube to the front crossbeam assembly of the front subframe allows the force on the tow hook mounting tube to be transmitted through the front crossbeam assembly to the front-rear direction of the vehicle body, through the connecting plate to the front collision crossbeam assembly (i.e., to the vertical direction of the vehicle body), and through the crossbeam body to the left-right direction. Through these force transmission paths, the towing force of the tow hook is dispersed and transmitted, meeting the strength requirements of the tow hook mounting tube in axial tension, compression, left-right, and vertical pulling directions. Furthermore, placing the tow hook mounting tube close to the crossbeam body, compared to connecting it to the front end structure of the longitudinal beam or the front collision crossbeam, avoids the tow hook mounting tube's impact on the vehicle's front-end styling, the application of intelligent grille products, and personalized grille design. Therefore, the functionality of the front grille can be weakened, the grille reduced in size, or the grille can be omitted; alternatively, digital elements primarily for interactive and decorative functions can be added to the front grille, making the vehicle's front end more personalized.

[0008] Furthermore, the front end structure of the vehicle body also includes a front subframe front crossbeam front end plate and a tow hook mounting plate; the front subframe front crossbeam front end plate is located between the front subframe front crossbeam assembly and the connecting plate, one side of the front subframe front crossbeam front end plate is connected to the front subframe front crossbeam assembly, and the other side of the front subframe front crossbeam front end plate is connected to the connecting plate; the tow hook mounting plate is disposed within the front subframe front crossbeam assembly, and the tow hook mounting plate is connected to the front subframe front crossbeam assembly; the tow hook mounting tube is connected to the connecting plate, the front subframe front crossbeam front end plate, and the tow hook mounting plate respectively.

[0009] According to the above technical means, the tow hook mounting tube is connected to the front end plate of the front crossbeam of the front subframe and the tow hook mounting plate to form an H-shaped structure. The front end plate of the front crossbeam of the front subframe and the tow hook mounting plate are connected to the front crossbeam assembly of the front subframe to form a box-shaped structure that is closed on all four sides. The box structure is the core part of the towing force, and its structure is stable and reliable, thus meeting the strength requirements of the tow hook in axial tension and compression, and pulling in the left, right and up and down directions.

[0010] Furthermore, the tow hook mounting plate has a cylindrical structure with a cross-section perpendicular to the front and rear directions of the vehicle body. The cross-sectional shape of the cylindrical structure is the same as that of the front crossbeam assembly of the front subframe. The sidewall of the cylindrical structure is connected to the inner wall of the front crossbeam assembly of the front subframe, and the bottom of the cylindrical structure is connected to the tow hook mounting tube.

[0011] Based on the above technical means, a reliable connection between the tow hook mounting plate and the front energy absorption box can be achieved, and the connection structure can meet the strength requirements of the tow hook in axial tension, compression, left and right, and up and down directions.

[0012] Furthermore, the front end of the front subframe front crossbeam assembly is provided with multiple contraction sections that retract into the front subframe front crossbeam assembly, and the multiple contraction sections are arranged at intervals along the front-rear direction of the vehicle body; the front end of the front subframe front crossbeam assembly is connected to the connecting plate.

[0013] Based on the aforementioned technical means, multiple contraction sections create a crushing structure at the front end of the front crossbeam assembly of the front subframe. This crushing structure protects the integrity of the passenger compartment and reduces the impact on the occupants during a collision.

[0014] Furthermore, the crossbeam body has a crossbeam cavity, with a cross section perpendicular to the left and right direction of the vehicle body, and the crossbeam cavity has a spindle-shaped structure; in the front and rear direction of the vehicle body, the thickness of the spindle-shaped structure gradually increases and then rapidly decreases.

[0015] Based on the aforementioned technical means, a crossbeam cavity is incorporated within the crossbeam body. This cavity enhances the structural strength of the crossbeam, thereby providing better protection for pedestrians' lower legs. Furthermore, the crossbeam cavity has a spindle-shaped structure when cross-sectioned perpendicular to the vehicle body in the left-right direction. In the front-rear direction of the vehicle body, the thickness of this spindle-shaped structure gradually increases and then rapidly decreases, meaning the front side of the spindle-shaped structure is smaller than the rear side. This spindle-shaped cross-sectional structure of the crossbeam cavity is adaptable to different manufacturing processes and design strength adjustments, and is particularly suitable for the extremely narrow lower lip design requirements of the front grille, achieving both aesthetic and practical functions. Moreover, the spindle-shaped structure of the crossbeam cavity also avoids impacting the effective air intake area.

[0016] Furthermore, the crossbeam body includes a first beam plate and a second beam plate; in the longitudinal direction of the vehicle body, the front end of the first beam plate and the front end of the second beam plate are connected, the rear end of the first beam plate and the rear end of the second beam plate are connected, and the crossbeam cavity is formed between the middle part of the first beam plate and the middle part of the second beam plate; in the longitudinal direction of the vehicle body, the thickness of the crossbeam cavity gradually increases and then rapidly decreases.

[0017] According to the aforementioned technical means, the crossbeam body is a connection of two components: a first beam plate and a second beam plate. The height of the crossbeam cavity can be adjusted by adjusting the height of at least one of the first and second beam plates. Therefore, the crossbeam body, including the first and second beam plates, facilitates adjustment of the crossbeam body in the Z-direction and the cross-sectional shape of the crossbeam cavity, giving the crossbeam body greater flexibility.

[0018] Furthermore, in the longitudinal direction of the vehicle body, the front end of the first beam plate is provided with a first front connecting wing, the rear end of the first beam plate is provided with a first rear connecting wing, the front end of the second beam plate is provided with a second front connecting wing, and the rear end of the second beam plate is provided with a second rear connecting wing; the first front connecting wing, the first rear connecting wing, the second front connecting wing, and the second rear connecting wing all extend along the longitudinal direction of the vehicle body; the first front connecting wing and the second front connecting wing are connected, and the first rear connecting wing and the second rear connecting wing are connected.

[0019] According to the aforementioned technical means, the first beam plate and the second beam plate are connected by interlocking. The crossbeam body is an interlocking type, which has the advantages of high rigidity and easy adjustment of the height and width of its inner crossbeam cavity to change the section modulus, providing better protection for pedestrians' lower legs. At the same time, the double-plate interlocking crossbeam body of the first and second beam plates can significantly improve its rigidity and natural frequency, with higher modal values, making it less susceptible to vibration due to road surface excitation and exhibiting better durability. After the first front connecting wing and the second front connecting wing are connected, and the first rear connecting wing and the second rear connecting wing are connected, the front side of the crossbeam body is narrower, which can avoid affecting the effective air intake area and adapt to the extremely narrow shape requirements of the lower lip of the front grille of the bumper.

[0020] Furthermore, the vehicle body includes a lower lip of the front grille of the bumper, the lower lip of the front grille of the bumper is provided with a mounting cavity, and the crossbeam body is embedded in the mounting cavity.

[0021] Based on the aforementioned technical means, the narrow lower lip of the front grille of the bumper helps reduce the acceleration on the lower leg during a collision, thus providing better protection for the pedestrian's lower leg. The crossbeam body is embedded in the mounting cavity of the lower lip of the front grille of the bumper, which facilitates assembly and makes it easy to achieve the design goal of the crossbeam body's rear-to-rear arrangement on the vehicle body.

[0022] Furthermore, in the longitudinal direction of the vehicle body, the front edge of the crossbeam body is provided with multiple crossbeam notches, and the multiple crossbeam notches are arranged at intervals in the left-right direction of the vehicle body.

[0023] Based on the above technical means, the crossbeam body can meet the leg impact strength requirements of pedestrian protection. At the same time, the crossbeam notch can match the installation structure in the mounting cavity of the lower lip of the front grille of the bumper. The crossbeam notch can be used for process avoidance and compensation, and reduce cracking and material accumulation during the sheet metal forming process.

[0024] An automobile includes a vehicle body, the vehicle body having a front end structure as described above.

[0025] The beneficial effects of this invention are:

[0026] (1) The tow hook mounting tube of the present invention is used to connect to the tow hook. The tow hook needs to withstand a large towing force during use. The tow hook is connected to the front crossbeam assembly of the front subframe. The force on the tow hook can be transmitted to the front-rear direction of the vehicle body through the front crossbeam assembly of the front subframe, transmitted to the front collision crossbeam assembly through the connecting plate (i.e., transmitted in the Z direction), and transmitted to the left and right direction of the vehicle body through the crossbeam body. Through the above force transmission paths, the towing force of the tow hook is dispersed and transmitted, meeting the strength requirements of axial tension and compression, left and right, and up and down pulling of the tow hook. Moreover, setting the tow hook close to the crossbeam body, compared to connecting the tow hook to the front end structure of the longitudinal beam or the front collision crossbeam, can avoid the impact of the tow hook on the front face shape of the vehicle, the application of intelligent grille products, and the personalized design of the grille. Therefore, the functionality of the front grille can be weakened, the grille can be reduced or the grille can be omitted; or, digital elements with interactive and decorative functions can be added to the front grille to make the front face of the vehicle more personalized.

[0027] (2) When the tow hook mounting tube of the present invention is in use, the force of the tow hook mounting tube is transmitted in the three directions XYZ shown in the figure, that is, it is transmitted along the front crossbeam assembly of the front subframe to the front-rear direction of the vehicle body, along the crossbeam body to the left-right direction of the vehicle body, and along the connecting plate to the Z direction. Through the force transmission paths in the above three directions, the force of towing by the tow hook is dispersed and transmitted; and the tow hook mounting tube is connected to the front end plate of the front crossbeam of the front subframe and the tow hook mounting plate to form an H-shaped structure. The two connecting plates, the crossbeam body, and the front collision crossbeam assembly form a quadrilateral frame structure. The front crossbeam assembly of the front subframe, the longitudinal beam mounting seat, the engine compartment longitudinal beam assembly, the front collision crossbeam assembly, and the connecting plate form a quadrilateral frame structure. The reinforcement of the tow hook mounting tube by the above structure meets the strength requirements of axial tension and compression, left-right, and up-down pulling of the tow hook.

[0028] (3) The front end of the front crossbeam assembly of the front subframe of the present invention is provided with multiple contraction parts that contract into the interior of the front crossbeam assembly of the front subframe. The multiple contraction parts are arranged at intervals along the front-rear direction of the vehicle body. The multiple contraction parts make the front end of the front crossbeam assembly of the front subframe form a crushing structure. The crushing structure protects the integrity of the passenger compartment and reduces the impact force on the occupants when a collision occurs.

[0029] (4) The crossbeam cavity of the present invention has a cross section perpendicular to the left-right direction of the vehicle body, and the crossbeam cavity has a spindle-shaped structure; in the front-rear direction of the vehicle body, the thickness of the spindle-shaped structure gradually increases, that is, the front side of the spindle-shaped structure is smaller than the rear side. The cross-sectional structure of the crossbeam cavity is a spindle-shaped structure, which can be adapted to different processes and design strength adjustments, and the fact that the front side of the spindle-shaped structure is smaller than the rear side is particularly suitable for the extremely narrow shape requirements of the lower lip of the front grille of the bumper, realizing the dual functions of aesthetics and practicality; moreover, the spindle-shaped structure of the crossbeam cavity can also avoid the impact on the effective air intake area.

[0030] (5) After the first front connecting wing and the second front connecting wing of the present invention are connected, and the first rear connecting wing and the second rear connecting wing are connected, the front side of the crossbeam body is narrower, which can avoid the impact on the effective air intake area and adapt to the extremely narrow shape requirements of the lower lip of the front grille of the bumper.

[0031] (6) In the front edge fastening area of ​​the crossbeam body of the present invention, multiple crossbeam notches are provided in the middle part. The crossbeam notches enable the crossbeam body to adapt to the leg collision strength requirements of pedestrian protection. At the same time, the crossbeam notches can match the installation structure in the mounting cavity of the lower lip of the front grille of the bumper. The crossbeam notches can be used for process avoidance and compensation, and reduce cracking and material accumulation during the sheet forming process. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the front end structure of the vehicle body according to the present invention. Figure 1 ;

[0033] Figure 2 for Figure 1 The diagram shows a structural schematic of the left view of the front end structure of the vehicle body.

[0034] Figure 3 This is a schematic diagram of the front end structure of the vehicle body according to the present invention. Figure 2 ;

[0035] Figure 4 for Figure 3 A schematic diagram of the structure of the B-B cross-section.

[0036] Figure 5 This is a structural schematic diagram of the front crossbeam assembly of the front subframe of the present invention;

[0037] Figure 6 This is a partial exploded view of the front crossbeam assembly of the front subframe of the present invention.

[0038] Figure 7 This is a schematic diagram of the assembly structure of the front end of the vehicle body according to the present invention. Figure 3 ;

[0039] Figure 8 for Figure 7 A schematic diagram of the structure of the A-A section;

[0040] Figure 9 This is a schematic diagram of the structure of the beam body of the present invention;

[0041] Figure 10 This is a structural schematic diagram of a cross-sectional view of the beam body in one embodiment of the present invention;

[0042] Figure 11 This is a schematic diagram of the structure of the first beam plate of the present invention;

[0043] Figure 12 This is a schematic diagram of the structure of the second beam plate of the present invention;

[0044] Figure 13 This is a schematic diagram of the connecting plate of the present invention;

[0045] Figure 14 This is a structural schematic diagram of the cross-sectional view of the beam body in another embodiment of the present invention.

[0046] in,

[0047] 10 - Crossbeam body; 11 - First beam plate; 111 - Process hole in the middle of the upper plate; 112 - First strip-shaped notch; 113 - First front connecting wing; 114 - First rear connecting wing; 115 - First bend; 12 - Second beam plate; 121 - Process hole in the middle of the lower plate; 122 - Process holes on both sides of the lower plate; 123 - Second strip-shaped notch; 124 - Second front connecting wing; 125 - Second rear connecting wing; 126 - Second bend; 13 - Weld point; 14 - Crossbeam notch; 15 - Crossbeam cavity.

[0048] 20 - Connecting plate, 21 - Central reinforcing rib, 22 - Mounting positioning hole, 23 - Mounting through hole, 24 - First connecting part, 25 - Second connecting part.

[0049] 30 – Front collision crossbeam assembly; 31 – Front collision mounting plate; 40 – Front subframe front crossbeam assembly; 401 – Upper front subframe longitudinal beam plate; 402 – Lower front subframe longitudinal beam plate; 403 – Retractable section; 41 – Front end plate of the front subframe front crossbeam; 42 – Engine compartment longitudinal beam assembly; 43 – Longitudinal beam mounting bracket; 50 – Front bumper assembly; 51 – Lower lip of the front grille of the bumper; 52 – Mounting cavity; 61 – First mounting bolt; 62 – Second mounting nut.

[0050] 71 - Tow hook mounting tube, 72 - Tow hook mounting plate, 73 - Tow hook. Detailed Implementation

[0051] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0052] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0053] This embodiment proposes a front-end structure for a vehicle body, which is part of the vehicle body and located at the front of the vehicle.

[0054] Reference Figures 1 to 14 As shown, the front end structure of the vehicle body includes a crossbeam body 10, a connecting plate 20, a front collision crossbeam assembly 30, and a front subframe front crossbeam assembly 40. The upper end of the connecting plate 20 is connected to the front collision crossbeam assembly 30, the rear side of the lower end of the connecting plate 20 is connected to the front subframe front crossbeam assembly 40, and the front side of the lower end of the connecting plate 20 is connected to the crossbeam body 10. The front end structure of the vehicle body also includes a tow hook mounting tube 71, which is connected to the connecting plate 20 and the front subframe front crossbeam assembly 40 respectively.

[0055] The front end structure of the vehicle body has X, Y and Z directions. The X direction is the front-to-back direction of the vehicle body, the Y direction is the left-to-right direction of the vehicle body, and the Z direction is the up-to-down direction of the vehicle body. For clearer description, we use X, Y and Z directions.

[0056] The crossbeam body 10 is connected to the front collision crossbeam assembly 30 and the front subframe front crossbeam assembly 40 via a connecting plate 20. During a collision, the crossbeam body 10 can participate in maintaining the stability of the front structure of the vehicle body during energy absorption deformation. (Refer to...) Figure 1 As shown, the crossbeam body 10 is located below the front collision crossbeam assembly 30 and in front of the front subframe front crossbeam assembly 40. The crossbeam body 10 is positioned along the Y direction and extends horizontally in a suspended manner. When the crossbeam body 10 is involved in a collision, it absorbs the impact energy and disperses it along the crossbeam body 10 and the connecting plate 20. The connecting plate 20 then distributes the impact energy to the front collision crossbeam assembly 30 and the front subframe front crossbeam assembly 40, thereby improving pedestrian protection performance and enhancing the overall vehicle collision performance.

[0057] The tow hook mounting tube 71 is used to connect to the tow hook 73. The tow hook 73 must withstand significant towing force during use. Connecting the tow hook 73 to the front crossbeam assembly 40 of the front subframe allows the force on the tow hook 73 to be transmitted in the X direction through the front crossbeam assembly 40, in the Z direction through the connecting plate 20 to the front collision crossbeam assembly 30, and in the Y direction through the crossbeam body 10. Through these force transmission paths, the towing force of the tow hook 73 is dispersed and transmitted, meeting the strength requirements for axial tension, compression, left-right, and up-down pulling of the tow hook 73. Furthermore, placing the tow hook 73 close to the crossbeam body 10, compared to connecting the tow hook 73 to the front end structure of the longitudinal beam or the front collision crossbeam, avoids the tow hook 73's impact on the vehicle's front-end styling, the application of intelligent grille products, and personalized grille design. Therefore, the functionality of the front grille can be weakened, the grille reduced in size, or the grille omitted; alternatively, digital elements primarily for interactive and decorative functions can be added to the front grille, making the vehicle's front end more personalized.

[0058] Optional, refer to Figures 1 to 8 As shown, the front end structure of the vehicle body also includes a front subframe front crossbeam front end plate 41 and a tow hook mounting plate 72; the front subframe front crossbeam front end plate 41 is located between the front subframe front crossbeam assembly 40 and the connecting plate 20, one side of the front subframe front crossbeam front end plate 41 is connected to the front subframe front crossbeam assembly 40, and the other side of the front subframe front crossbeam front end plate 41 is connected to the connecting plate 20; the tow hook mounting plate 72 is located inside the front subframe front crossbeam assembly 40 and is connected to the front subframe front crossbeam assembly 40; the tow hook mounting tube 71 is connected to the connecting plate 20, the front subframe front crossbeam front end plate 41 and the tow hook mounting plate 72 respectively.

[0059] It is understandable that the tow hook mounting tube 71 can be directly connected to the connecting plate 20, or the tow hook mounting tube 71 can be connected to the connecting plate 20 through the front end plate 41 of the front crossbeam of the front subframe. When the tow hook mounting tube 71 is connected to the connecting plate 20 through the front end plate 41 of the front crossbeam of the front subframe, the rear end of the tow hook mounting tube 71 passes through the connecting plate 20 and is connected to the front end plate 41 of the front crossbeam of the front subframe and the tow hook mounting plate 72 in sequence.

[0060] The tow hook mounting tube 71 is connected to the front end plate 41 of the front crossbeam of the front subframe and the tow hook mounting plate 72 to form an H-shaped structure. The front end plate 41 of the front crossbeam of the front subframe and the tow hook mounting plate 72 are connected to the front crossbeam assembly 40 of the front subframe to form a box-shaped structure that is closed on all four sides. The box structure is the core part of the towing force. Its structure is stable and reliable, thus meeting the strength requirements of the tow hook 73 in axial tension and compression, and pulling in the left, right and up and down directions.

[0061] Further reference Figures 1 to 8As shown, the two connecting plates 20, the crossbeam body 10, and the front collision crossbeam assembly 30 form a quadrilateral frame structure. The tow hook mounting tube 71 is located at one corner of the quadrilateral. With the strength of the quadrilateral frame structure, the stability and pulling strength requirements of the tow hook mounting tube 71 are further guaranteed.

[0062] Reference Figure 2 As shown, the lower end of the front crossbeam assembly 40 of the front subframe is connected to the lower end of the longitudinal beam mounting seat 43, the upper end of the longitudinal beam mounting seat 43 is connected to the engine compartment longitudinal beam assembly 42, and the front end of the engine compartment longitudinal beam assembly 42 is connected to the rear end of the front collision crossbeam assembly 30. The front crossbeam assembly 40 of the front subframe, the longitudinal beam mounting seat 43, the engine compartment longitudinal beam assembly 42, the front collision crossbeam assembly 30, and the connecting plate 20 form a quadrilateral frame structure. The tow hook mounting tube 71 is located at one corner of the quadrilateral. With the strength of the quadrilateral frame structure, the stability and pulling strength requirements of the tow hook mounting tube 71 are effectively guaranteed.

[0063] In use, the force direction of the tow hook mounting tube 71 in this embodiment of the application is... Figure 3 The force is transmitted in three directions: X, Y, and Z. Specifically, it is transmitted along the front crossbeam assembly 40 of the front subframe in the X direction, along the crossbeam body 10 in the Y direction, and along the connecting plate 20 in the Z direction. Through the force transmission paths in these three directions, the force of the towing hook 73 is dispersed and transmitted. The towing hook mounting tube 71 is connected to the front end plate 41 of the front crossbeam of the front subframe and the towing hook mounting plate 72 to form an H-shaped structure. The two connecting plates 20, the crossbeam body 10, and the front collision crossbeam assembly 30 form a quadrilateral frame structure. The front crossbeam assembly 40 of the front subframe, the longitudinal beam mounting seat 43, the engine compartment longitudinal beam assembly 42, the front collision crossbeam assembly 30, and the connecting plate 20 form a quadrilateral frame structure. The reinforcement of the towing hook mounting tube 71 by the above structure meets the strength requirements of the towing hook 73 in the axial tension, compression, left and right, and up and down directions.

[0064] Optional, refer to Figures 1 to 8 As shown, the tow hook mounting plate 72 has a cylindrical structure with a cross-section perpendicular to the front-rear direction of the vehicle body. The cross-sectional shape of the cylindrical structure is the same as that of the front crossbeam assembly 40 of the front subframe. The sidewalls of the cylindrical structure are connected to the inner wall of the front crossbeam assembly 40 of the front subframe, and the bottom of the cylindrical structure is connected to the tow hook mounting tube 71. Through the above structure, a reliable connection between the tow hook mounting plate 72 and the front crossbeam assembly 40 of the front subframe can be achieved, and the connection structure can meet the strength requirements of the tow hook 73 in the axial tensile and compressive, left-right, and up-down directions.

[0065] Optional, refer to Figures 1 to 8As shown, the front end of the front crossbeam assembly 40 of the front subframe is provided with multiple contraction sections 403 that contract into the interior of the front crossbeam assembly 40 of the front subframe, and the multiple contraction sections 403 are arranged at intervals along the front-rear direction of the vehicle body; the front end of the front crossbeam assembly 40 of the front subframe is connected to the connecting plate 20.

[0066] The arrangement of multiple contraction sections 403 causes the front end of the front crossbeam assembly 40 of the front subframe to form a crushable structure. The crushable structure protects the integrity of the passenger compartment and reduces the impact force on the occupants when a collision occurs.

[0067] Furthermore, the front subframe front crossbeam assembly 40 includes a front subframe longitudinal beam upper plate 401 and a front subframe longitudinal beam lower plate 402. The front subframe longitudinal beam upper plate 401 is located above the front subframe longitudinal beam lower plate 402, and the front subframe longitudinal beam upper plate 401 and the front subframe longitudinal beam lower plate 402 are fastened together. The upper side wall of the front subframe longitudinal beam upper plate 401 and the lower side wall of the front subframe longitudinal beam lower plate 402 are provided with a contraction portion 403, and the contraction portions 403 on the upper side of the front subframe longitudinal beam upper plate 401 and the contraction portions 403 on the lower side wall of the front subframe longitudinal beam lower plate 402 are provided in a one-to-one correspondence.

[0068] Optionally, the crossbeam body 10 has a crossbeam cavity 15, which has a cross section perpendicular to the left and right direction of the vehicle body. The crossbeam cavity 15 has a spindle-shaped structure. In the front and rear direction of the vehicle body, the thickness of the spindle-shaped structure gradually increases and then rapidly decreases.

[0069] Reference Figures 1 to 14 As shown, the crossbeam body 10 is connected to the front collision crossbeam assembly 30 and the front subframe front crossbeam assembly 40 via a connecting plate 20. The crossbeam body 10 has a crossbeam cavity 15 inside, which can improve the structural strength of the crossbeam body 10, thereby providing better protection for the pedestrian's lower leg.

[0070] Furthermore, taking a cross-section perpendicular to the Y direction, the crossbeam cavity 15 has a spindle-shaped structure; in the X direction, the thickness of the spindle-shaped structure gradually increases and then rapidly decreases until the thickness in the Z direction, meaning the front side of the spindle-shaped structure is smaller than the rear side. The spindle-shaped cross-sectional structure of the crossbeam cavity 15 is suitable for different processes and design strength adjustments, and is particularly suitable for the extremely narrow shape requirements of the lower lip 51 of the front grille of the bumper, achieving both aesthetic and practical functions; moreover, the spindle-shaped structure of the crossbeam cavity 15 also avoids affecting the effective air intake area.

[0071] Optional, refer to Figure 4 and Figure 8As shown, the front structure of the vehicle body includes a lower lip 51 of the front grille of the bumper. The lower lip 51 of the front grille of the bumper has a mounting cavity 52, and the crossbeam body 10 is embedded in the mounting cavity 52. ​​In the embodiment of the application, the lower lip 51 of the front grille of the bumper is a narrow lip in the front bumper assembly 50 of the vehicle body. The narrow lip of the lower lip 51 of the front grille of the bumper helps to reduce the acceleration of the lower leg during a collision, thereby providing better protection for the lower leg of the pedestrian.

[0072] Optional, refer to Figures 3 to 12 As shown, the crossbeam body 10 includes a first beam plate 11 and a second beam plate 12; in the X direction, the front end of the first beam plate 11 and the front end of the second beam plate 12 are connected, the rear end of the first beam plate 11 and the rear end of the second beam plate 12 are connected, and a crossbeam cavity 15 is formed between the middle part of the first beam plate 11 and the middle part of the second beam plate 12; in the X direction, the thickness of the crossbeam cavity 15 gradually increases and then rapidly decreases.

[0073] In the embodiments of this application, Figure 10 The right side is the front of the vehicle body, and the left side is the rear of the vehicle body. In the X direction of the vehicle body, the front end of the first beam plate 11 and the front end of the second beam plate 12 are connected, and the rear end of the first beam plate 11 and the rear end of the second beam plate 12 are connected. The crossbeam body 10 is a connection between the first beam plate 11 and the second beam plate 12. The height of the crossbeam cavity 15 can be adjusted by adjusting the height of at least one of the first beam plate 11 and the second beam plate 12. Therefore, the crossbeam body 10, including the first beam plate 11 and the second beam plate 12, facilitates the adjustment of the crossbeam body 10 in the Z direction and the adjustment of the cross-sectional shape of the crossbeam cavity 15, giving the crossbeam body 10 a more flexible advantage.

[0074] Optional, refer to Figure 10 As shown, in the X direction of the vehicle body, the distance between the first beam plate 11 and the second beam plate 12 at the crossbeam cavity 15 gradually increases. Near the connection between the rear end of the first beam plate 11 and the rear end of the second beam plate 12, the distance between the first beam plate 11 and the second beam plate 12 rapidly decreases until the first beam plate 11 and the second beam plate 12 are connected.

[0075] Further reference Figure 10 As shown, the structure of the crossbeam cavity 15 is a spindle-shaped structure, and in the X direction, the thickness of the spindle-shaped structure gradually increases and then decreases until the first beam plate 11 and the second beam plate 12 are connected. The front side of the spindle-shaped structure is smaller than the rear side, which allows the crossbeam body 10 to be embedded in the mounting cavity 52 of the lower lip 51 of the front grille of the bumper, adapting to the extremely narrow shape requirements of the lower lip 51 of the front grille of the bumper, and achieving the dual functions of aesthetics and practicality.

[0076] Optionally, in the X direction, the first beam plate 11 has a first front connecting wing 113 at its front end and a first rear connecting wing 114 at its rear end; the second beam plate 12 has a second front connecting wing 124 at its front end and a second rear connecting wing 125 at its rear end; the first front connecting wing 113, the first rear connecting wing 114, the second front connecting wing 124, and the second rear connecting wing 125 all extend along the X direction of the vehicle body; the first front connecting wing 113 and the second front connecting wing 124 are connected, and the first rear connecting wing 114 and the second rear connecting wing 125 are connected.

[0077] In this embodiment, the first front connecting wing 113 at the front end of the first beam plate 11 and the second front connecting wing 124 at the front end of the second beam plate 12 are connected, and the first rear connecting wing 114 at the rear end of the first beam plate 11 and the second rear connecting wing 125 at the rear end of the second beam plate 12 are connected. The first front connecting wing 113, the first rear connecting wing 114, the second front connecting wing 124, and the second rear connecting wing 125 all extend along the X direction of the vehicle body. The first beam plate 11 and the second beam plate 12 are connected by fastening. The crossbeam body 10 is a fastening type crossbeam body. The crossbeam body 10 has the advantage of high stiffness and can easily adjust the height and width of its inner crossbeam cavity 15 to change the section modulus, providing better protection for pedestrians' lower legs. Simultaneously, the double-plate fastening type crossbeam body of the first beam plate 11 and the second beam plate 12 can significantly improve its stiffness and natural frequency, has higher modalities, is less prone to vibration due to road surface excitation, and has better durability. Further reference... Figure 10 As shown, after the first front connecting wing 113 and the second front connecting wing 124 are connected, and the first rear connecting wing 114 and the second rear connecting wing 125 are connected, the front side of the crossbeam body 10 is narrower, which can avoid the impact on the effective air intake area and adapt to the extremely narrow shape requirements of the lower lip 51 of the front grille of the bumper.

[0078] Optionally, the first front connecting wing 113 and the second front connecting wing 124 can be connected using an appropriate connection method, such as spot welding, brazing, riveting, etc. The first rear connecting wing 114 and the second rear connecting wing 125 can be connected using an appropriate connection method, such as spot welding, brazing, riveting, etc.

[0079] Optional, refer to Figure 10 As shown, the first beam plate 11 and the second beam plate 12 are distributed along the Z direction of the vehicle body, that is, the first beam plate 11 is located on the upper side of the second beam plate 12.

[0080] Optional, refer to Figures 3 to 12As shown, the first beam plate 11 has a first bend 115, which bends away from the second beam plate 12. The first bend 115 is closer to the first rear connecting wing 114 than the first front connecting wing 113. The second beam plate 12 has a second bend 126, which bends away from the first beam plate 11. The second bend 126 is closer to the second rear connecting wing 125 than the second front connecting wing 124.

[0081] In this embodiment of the application, the arrangement of the first bending portion 115 and the second bending portion 126 causes the first beam plate 11 to form a crossbeam cavity 15 between the middle part of the vehicle body in the X direction and the middle part of the second beam plate 12 in the X direction.

[0082] Furthermore, in the X direction of the vehicle body, the first bend 115 can be located above the second bend 126, or it can be offset from the upper side of the second bend 126, depending on the usage requirements. For example, refer to... Figure 10 As shown, the first bend 115 is offset from the upper side of the second bend 126, and the first bend 115 is located in front of the second bend 126.

[0083] Furthermore, the shapes of the first bend 115 and the second bend 126 are set according to usage requirements, and this embodiment does not specifically limit them. For example, taking a cross-section perpendicular to the Y direction of the vehicle body, the first bend 115 and the second bend 126 are at least one of a broken line shape and a curve shape. As another example, referring to... Figure 10 As shown, both the first bend 115 and the second bend 126 are in the shape of a broken line.

[0084] Optional, refer to Figure 14 As shown, the crossbeam body 10 is a single structural component, which offers the advantage of a simple structure. The material of the crossbeam body 10 is determined according to the application requirements; for example, the crossbeam body 10 may be a hollow aluminum alloy structural component. When the crossbeam body 10 is a hollow aluminum alloy structural component, it also has the advantage of being lightweight, which can meet the weight reduction requirements of the vehicle body.

[0085] Optional, refer to Figure 14 As shown, a cross-section is taken perpendicular to the Y direction of the vehicle body. The spindle-shaped structure is a combination of a right triangle and a rectangle. The right side is the front of the vehicle body, and the left side is the rear of the vehicle body. The right triangle is located on the front side of the spindle-shaped structure, and the rectangle is located on the rear side of the spindle-shaped structure. The right-angled side of the right triangle is connected to the side of the rectangle facing the front of the vehicle body.

[0086] In this embodiment, the structure of the crossbeam cavity 15 is a spindle-shaped structure, and in the X direction of the vehicle body, the front side of the spindle-shaped structure is smaller than the rear side, so that the crossbeam body 10 can be embedded in the mounting cavity 52 of the lower lip 51 of the front grille of the bumper, which adapts to the extremely narrow shape requirements of the lower lip 51 of the front grille of the bumper and realizes the dual functions of aesthetics and practicality.

[0087] Optional, refer to Figure 14 As shown, in the X direction of the vehicle body, the crossbeam cavity 15 is located at the rear of the crossbeam body 10. Taking a cross-section perpendicular to the Y direction of the vehicle body, the height of the front side of the crossbeam body 10 is less than the height of the rear side. In this case, the front side of the crossbeam body 10 is narrower, which avoids affecting the effective air intake area and accommodates the extremely narrow design requirements of the lower lip 51 of the front bumper grille.

[0088] Optionally, in the X direction, the front edge of the crossbeam body 10 is provided with a plurality of crossbeam notches 14, and the plurality of crossbeam notches 14 are arranged at intervals in the Y direction.

[0089] In this embodiment, the crossbeam notch 14 can be adapted to the leg impact strength requirements of pedestrian protection. At the same time, the crossbeam notch 14 can match the mounting structure in the mounting cavity 52 of the lower lip 51 of the front grille of the bumper. The crossbeam notch 14 can be used for process avoidance and compensation, and reduce cracking and material accumulation during the sheet forming process.

[0090] Further refer to 3 to Figure 12 As shown, the front edge of the crossbeam body 10 is provided with multiple crossbeam notches 14 in the middle of the Y direction of the vehicle body. That is, multiple crossbeam notches 14 are arranged in the middle of the front edge of the crossbeam body 10 in the Y direction.

[0091] Optional, refer to Figures 3 to 12 As shown, the first front connecting wing 113 of the first beam plate 11 is provided with a plurality of first strip-shaped notches 112, and the second front connecting wing 124 of the second beam plate 12 is provided with a plurality of second strip-shaped notches 123. When the first beam plate 11 and the second beam plate 12 are connected, the first front connecting wing 113 and the second front connecting wing 124 are fastened together, and the first strip-shaped notches 112 correspond to the second strip-shaped notches 123 and together form the crossbeam notch 14.

[0092] Optionally, the connecting plate 20 includes a first connecting portion 24 and a second connecting portion 25. The first connecting portion 24 and the second connecting portion 25 are connected in an L-shaped structure. The end of the first connecting portion 24 away from the second connecting portion 25 is connected to the front collision crossbeam assembly 30. The end of the first connecting portion 24 near the second connecting portion 25 is connected to the front crossbeam assembly 40 of the front subframe. The second connecting portion 25 is connected to the crossbeam body 10.

[0093] In this embodiment, the connecting plate 20 connects the crossbeam body 10 to the front collision crossbeam assembly 30 and the front subframe front crossbeam assembly 40. Specifically, the connecting plate 20 assists in the connection between the front collision crossbeam assembly 30 and the front subframe front crossbeam assembly 40, while ensuring the stability of the dimensional chain of the crossbeam body 10. The connecting plate 20 has an L-shaped structure, and the connection position between the connecting plate 20 and the front collision crossbeam assembly 30 and the front subframe front crossbeam assembly 40 can be adjusted, allowing for adjustment of the crossbeam body 10 in the Z-direction of the vehicle body.

[0094] Optionally, to take into account the need for vehicle weight reduction, the connecting plate 20 is made of aluminum alloy sheet.

[0095] Furthermore, in one specific embodiment, both the crossbeam body 10 and the connecting plate 20 are made of aluminum alloy. The crossbeam body 10 is a hollow aluminum alloy component, and the connecting plate 20 is an aluminum alloy sheet. In this case, the crossbeam body 10 and the connecting plate 20 can be connected by a suitable connection method such as riveting.

[0096] Optionally, in one specific embodiment, the structure and assembly method of the vehicle front end structure of this application embodiment are as follows, and refer to... Figures 1 to 14 As shown:

[0097] The crossbeam body 10 includes a first beam plate 11 and a second beam plate 12. Both the first beam plate 11 and the second beam plate 12 are sheet-like structures, and both have a forward-protruding arc-shaped structure. The front ends of the first beam plate 11 and the second beam plate 12 are fastened together, and the rear ends of the first beam plate 11 and the second beam plate 12 are fastened together, connected by welding. After connection, the middle parts of the first beam plate 11 and the middle parts of the second beam plate 12 are separated, forming a crossbeam cavity 15 between the middle parts of the first beam plate 11 and the middle parts of the second beam plate 12. Taking a cross section perpendicular to the Y direction of the vehicle body, the crossbeam body 10 forms a spindle-shaped structure. In the X direction of the vehicle, the thickness of the spindle-shaped structure gradually increases, that is, the height of the front side of the spindle-shaped structure is less than the height of the rear side, and the front end of the crossbeam body 10 is relatively narrow. The crossbeam body 10 has a forward-protruding arc-shaped structure. The curvature of this arc-shaped structure matches the arc surface of the lower lip 51 of the front grille of the bumper, which can meet the pedestrian protection arrangement requirements in the left and right directions of the front bumper collision area. Moreover, the spindle-shaped structure in the crossbeam body 10 has a trend of being smaller at the front and larger at the rear, which matches the cross section of the lower lip 51 of the front grille of the bumper. The crossbeam body 10 can be smoothly embedded into the mounting cavity 52 of the lower lip 51 of the front grille of the bumper, which facilitates the assembly operation and makes it easy to achieve the design goal of the crossbeam body 10's X-direction arrangement position.

[0098] Furthermore, refer to Figures 9 to 12As shown, two upper plate central process holes 111 are provided at the welding points between the first beam plate 11 and the connecting plate 20 on both the left and right sides. The upper plate central process holes 111 serve as welding process passages and painting process holes, and also as positioning holes for welding with the connecting plate 20. The second beam plate 12 has four lower plate side process holes 122 and two lower plate central process holes 121 on both the left and right sides. The lower plate side process holes 122 and the lower plate central process holes 121 serve as welding process passages and painting process holes.

[0099] See Figures 9 to 12 As shown, the front edge of the crossbeam body 10 has a fastening area with multiple crossbeam notches 14 in the middle part. The crossbeam notches 14 allow the crossbeam body 10 to adapt to the leg impact strength requirements of pedestrian protection. At the same time, the crossbeam notches 14 can match the installation structure in the mounting cavity 52 of the lower lip 51 of the front grille of the bumper. The crossbeam notches 14 can serve as process avoidance and compensation, and reduce cracking and material accumulation during the sheet metal forming process.

[0100] The L-shaped connecting plate 20 is a rigid structure that supports the crossbeam body 10. The upper end of the first connecting part 24 of the connecting plate 20 is connected to the front collision crossbeam assembly 30, and the lower end of the first connecting part 24 of the connecting plate 20 is connected to the front crossbeam assembly 40 of the front subframe. In order to facilitate connection, maintenance and disassembly, the upper end of the first connecting part 24 is connected to the front collision mounting plate 31 of the front collision crossbeam assembly 30 with the first mounting bolt 61, and the lower end of the first connecting part 24 is connected to the front front crossbeam front end plate 41 of the front subframe front crossbeam assembly 40 with the second mounting nut 62.

[0101] The second connecting portion 25 of the connecting plate 20 is also welded to the upper surface of the crossbeam body 10. The connecting plate 20 ensures the accurate assembly position of the crossbeam body 10, structural stability under stress, and participates in supporting the pedestrian's lower leg at the moment of collision. The welding surface of the second connecting portion 25 to the first beam plate 11 is close to the connection position between the connecting plate 20 and the front end plate 41 of the front crossbeam of the front subframe, that is, the welding surface is close to the connection point between the connecting plate 20 and the front crossbeam assembly 40 of the front subframe. The connecting plate 20 can provide supporting rigidity for the first beam plate 11 and the second beam plate 12.

[0102] The connecting plate 20 has a central reinforcing rib 21 along the X direction in the middle of the first connecting part 24. The central reinforcing rib 21 can improve the supporting rigidity of the connecting plate 20. The connecting plate 20 has four welding points arranged on the horizontal plane of the first connecting part 24. These four welding points are used for welding to the crossbeam body 10. The four welding points are respectively arranged on the left and right sides of the central reinforcing rib 21, which can ensure the connection strength between the connecting plate 20 and the crossbeam body 10.

[0103] See Figure 13The connecting plate 20 has six holes in the first connecting part 24: one mounting positioning hole 22 and five mounting through holes 23. Mounting studs are provided on the front collision mounting plate 31 of the front collision beam assembly 30. These studs match the mounting positioning holes 22 on the first connecting part 24. The studs passing through the mounting positioning holes 22 ensure accurate positioning of the beam body 10 within the vehicle body and serve as pre-attachments during the assembly process. Mounting nuts are provided on the front collision mounting plate 31 and the front subframe front crossbeam front end plate 41, respectively. These nuts match the mounting through holes 23 on the first connecting part 24. A first mounting bolt 61 passes through the mounting through hole 23 at the upper end of the first connecting part 24, fixing the first connecting part 24 to the front collision mounting plate 31. A second mounting nut 62 passes through the mounting through hole 23 at the lower end of the first connecting part 24, fixing the first connecting part 24 to the front subframe front crossbeam front end plate 41. When the first mounting bolt 61 and the second mounting nut 62 are connected to the mounting through hole 23, manufacturing tolerances can also be absorbed during the assembly process.

[0104] Furthermore, in this embodiment of the vehicle body, the front-end structure is made of welded steel plates. The support strength of the front-end structure can be achieved by adjusting the grade and thickness of the steel plates. Thus, design engineers can make targeted adjustments based on the results of CAE analysis and actual vehicle crash tests to ensure that the front-end structure meets the support strength requirements.

[0105] Furthermore, the first connecting part 24 is provided with a first through hole, the front end plate 41 of the front crossbeam of the front subframe is provided with a second through hole, the tow hook mounting plate 72 is provided with a third through hole, the tow hook mounting tube 71 passes through the first through hole, the second through hole and the third through hole in sequence, the tow hook mounting tube 71 is welded to the periphery of the second through hole of the front end plate 41 of the front crossbeam of the front subframe, and is welded to the periphery of the third through hole of the tow hook mounting plate 72.

[0106] In this embodiment of the vehicle body front-end structure, the tow hook mounting tube 71 is connected to the connecting plate 20 and the front crossbeam assembly 40 of the front subframe. The force on the tow hook mounting tube 71 can be transmitted in the X direction through the front crossbeam assembly 40 of the front subframe, in the Z direction through the connecting plate 20 to the front collision crossbeam assembly 30, and in the Y direction through the crossbeam body 10. Through the above force transmission paths, the dragging force of the tow hook mounting tube 71 is dispersed and transmitted, satisfying the strength requirements of the tow hook mounting tube 71 in axial tension, compression, left-right, and up-down directions. Moreover, by setting the tow hook mounting tube 71 close to the crossbeam body 10, compared to connecting the tow hook mounting tube 71 to the front end structure of the longitudinal beam or the front collision crossbeam, the influence of the tow hook mounting tube 71 on the vehicle front-end styling, the application of intelligent grille products, and the personalized design of the grille can be avoided. Therefore, the functionality of the front grille can be weakened, the grille can be reduced or eliminated; or, digital elements with interactive and decorative functions can be added to the front grille, making the vehicle front-end more personalized. The front structure of the vehicle body does not include any high-strength, large-cavity parts, and the materials used do not increase the overall weight of the front structure, which is in line with the design concept of lightweight vehicle body.

[0107] Furthermore, the crossbeam body 10 has a crossbeam cavity 15, which improves the structural strength of the crossbeam body 10, thus providing better protection for pedestrians' lower legs. The crossbeam cavity 15 has a spindle-shaped structure; the spindle-shaped cross-sectional structure of the crossbeam cavity 15 is suitable for different processes and design strength adjustments, and is particularly suitable for the extremely narrow shape requirements of the lower lip 51 of the front grille of the bumper, achieving both aesthetic and practical functions; the spindle-shaped structure of the crossbeam cavity 15 also avoids affecting the effective air intake area. Moreover, the tow hook mounting plate 72 is combined with the crossbeam body 10 and the connecting plate 20 to construct a force transmission and receiving structure in the XYZ directions, which not only meets the needs of pedestrian protection and collision safety, but also solves the new styling and functional requirements of the vehicle's front face.

[0108] This embodiment also proposes an automobile, including a vehicle body, on which the aforementioned front end structure is provided.

[0109] The automobile of this application has a front-end structure on the vehicle body. Because the crossbeam body 10 of the front-end structure has a crossbeam cavity 15, the crossbeam cavity 15 can improve the structural strength of the crossbeam body 10, thereby providing better protection for pedestrians' lower legs. Furthermore, the crossbeam cavity 15 has a spindle-shaped structure when viewed in the Y direction perpendicular to the vehicle body; in the X direction of the vehicle body, the thickness of the spindle-shaped structure gradually increases and then rapidly decreases. This spindle-shaped cross-sectional structure of the crossbeam cavity 15 is suitable for different processes and design strength adjustments, and is particularly suitable for the extremely narrow shape requirements of the lower lip 51 of the front grille, achieving both aesthetic and practical functions; moreover, the spindle-shaped structure of the crossbeam cavity 15 also avoids affecting the effective air intake area. Therefore, the automobile has good pedestrian protection capabilities. Simultaneously, the force of the tow hook mounting tube 71 is transmitted in three directions: X, Y, and Z, that is, transmitted along the front crossbeam assembly 40 of the front subframe in the X direction, along the crossbeam body 10 in the Y direction, and along the connecting plate 20 in the Z direction. Through the force transmission paths in the three directions mentioned above, the towing force of the tow hook 73 is dispersed and transmitted, meeting the strength requirements of the tow hook 73 in axial tension and compression, and lateral and vertical pulling. Therefore, the tow hook mounting tube 71 can be installed at the front crossbeam assembly 40 of the front subframe, which can avoid the impact of the tow hook 73 on the front face design of the vehicle and the application of intelligent grille products. The functionality of the front grille can be weakened, the grille can be reduced or eliminated; or, digital elements with interactive and decorative functions can be added to the front grille to make the front face of the vehicle more personalized and improve the user satisfaction of the car.

[0110] Currently, with the development of the automotive industry, vehicle safety performance is receiving increasing attention. Active safety features are becoming standard, and pedestrian protection for the lower leg is evolving into APLi leg protection, integrating safety scoring with active safety. Simultaneously, electric vehicles are developing rapidly, with increasingly avant-garde and innovative designs. Especially noteworthy is the front fascia, the most iconic element of a car, which boasts diverse designs. The design of the front body structure, besides meeting basic vehicle functions and collision target requirements, must also adapt to these varied shapes. All of this necessitates a more scientific and targeted approach to vehicle body structure design. The front body structure in this embodiment can accommodate the extremely narrow 51mm lower lip of the bumper grille, achieving both aesthetic and practical functions, and integrating with active safety, demonstrating promising application prospects.

[0111] Among them, the APLi leg-type impactor, the advanced pedestrian legform impactor, is currently widely considered to be the most biomechanically accurate leg-type impactor. Both the China New Car Assessment Program (C-NCAP) and the European New Car Assessment Program (Euro NCAP) have announced that they will adopt this leg-type impactor in their new assessment regulations. The aPLI leg-type impactor mainly consists of skin, muscles, thigh assembly (Femur), lower leg assembly (Tibia), knee assembly (Knee), and upper body module (SUBP). In standard configuration, the entire leg can accommodate 18 channels of sensors. Through precise wiring, all wires are converged to the motion data acquisition of the upper body module. Three moment sensors are installed on the thigh and four on the lower leg, monitoring the bending moment in the Y-axis direction of the leg. The CAE simulation injury index value is the change in bending moment in the Y-axis direction of the leg. The upper body module is equipped with six sensors: three accelerometers and three angular velocity sensors, which monitor the changes in impact force and flight attitude rotation in the X, Y, and Z directions, respectively, providing some reference for leg development. The knee area has five sensors: three measuring the extension of the MCL, ACL, and PCL, respectively; and one accelerometer and one angular velocity sensor measuring the impact force in the Y direction and the deflection in the X direction, respectively.

[0112] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A front-end structure for a vehicle body, the front-end structure comprising a crossbeam body (10), a connecting plate (20), a front collision crossbeam assembly (30), and a front subframe front crossbeam assembly (40); the upper end of the connecting plate (20) is connected to the front collision crossbeam assembly (30), the rear side of the lower end of the connecting plate (20) is connected to the front subframe front crossbeam assembly (40), and the front side of the lower end of the connecting plate (20) is connected to the crossbeam body (10), characterized in that: The front end structure of the vehicle body also includes a tow hook mounting tube (71), which is connected to the connecting plate (20) and the front crossbeam assembly (40) of the front subframe respectively; The front end structure of the vehicle body also includes the front end plate (41) of the front crossbeam of the front subframe and the tow hook mounting plate (72). The front end plate (41) of the front crossbeam of the front subframe is located between the front crossbeam assembly (40) of the front subframe and the connecting plate (20). One side of the front end plate (41) of the front crossbeam of the front subframe is connected to the front crossbeam assembly (40) of the front subframe, and the other side of the front end plate (41) of the front crossbeam of the front subframe is connected to the connecting plate (20). The tow hook mounting plate (72) is located inside the front crossbeam assembly (40) of the front subframe, and the tow hook mounting plate (72) is connected to the front crossbeam assembly (40) of the front subframe; The tow hook mounting tube (71) is connected to the connecting plate (20), the front end plate (41) of the front crossbeam of the front subframe and the tow hook mounting plate (72) respectively; The front end plate (41) of the front subframe front crossbeam and the tow hook mounting plate (72) are respectively connected to the front subframe front crossbeam assembly (40) to form a box-shaped structure with four closed sides.

2. The vehicle front end structure according to claim 1, characterized in that: The tow hook mounting plate (72) has a cylindrical structure with a cross section perpendicular to the front and rear direction of the vehicle body. The cross section shape of the cylindrical structure is the same as that of the front crossbeam assembly (40) of the front subframe. The sidewall of the cylindrical structure is connected to the inner wall of the front crossbeam assembly (40) of the front subframe, and the bottom of the cylindrical structure is connected to the tow hook mounting tube (71).

3. The vehicle front end structure according to claim 1, characterized in that: The front end of the front subframe front crossbeam assembly (40) is provided with a plurality of contraction sections (403) that contract into the front subframe front crossbeam assembly (40), and the plurality of contraction sections (403) are arranged at intervals along the front-rear direction of the vehicle body; the front end of the front subframe front crossbeam assembly (40) is connected to the connecting plate (20).

4. The vehicle front end structure according to claim 1, characterized in that: The crossbeam body (10) has a crossbeam cavity (15) inside, with a cross section perpendicular to the left and right direction of the vehicle body. The crossbeam cavity (15) has a spindle-shaped structure. In the front and rear direction of the vehicle body, the thickness of the spindle-shaped structure gradually increases and then rapidly decreases.

5. The vehicle front end structure according to claim 4, characterized in that: The crossbeam body (10) includes a first beam plate (11) and a second beam plate (12); in the front-rear direction of the vehicle body, the front end of the first beam plate (11) and the front end of the second beam plate (12) are connected, the rear end of the first beam plate (11) and the rear end of the second beam plate (12) are connected, and the crossbeam cavity (15) is formed between the middle part of the first beam plate (11) and the middle part of the second beam plate (12); in the front-rear direction of the vehicle body, the thickness of the crossbeam cavity (15) gradually increases and then rapidly decreases.

6. The vehicle body front end structure according to claim 5, characterized in that: In the longitudinal direction of the vehicle body, the first beam plate (11) is provided with a first front connecting wing (113) at its front end and a first rear connecting wing (114) at its rear end. The second beam plate (12) is provided with a second front connecting wing (124) at its front end and a second rear connecting wing (125) at its rear end. The first front connecting wing (113), the first rear connecting wing (114), the second front connecting wing (124), and the second rear connecting wing (125) all extend along the longitudinal direction of the vehicle body. The first front connecting wing (113) and the second front connecting wing (124) are connected, and the first rear connecting wing (114) and the second rear connecting wing (125) are connected.

7. The vehicle front end structure according to claim 1, characterized in that: The front end structure of the vehicle body includes a lower lip (51) of the front grille of the bumper, and the lower lip (51) of the front grille of the bumper is provided with a mounting cavity (52), and the crossbeam body (10) is embedded in the mounting cavity (52).

8. The vehicle front end structure according to claim 1, characterized in that: In the front-rear direction of the vehicle body, the front edge of the crossbeam body (10) is provided with multiple crossbeam notches (14), and the multiple crossbeam notches (14) are arranged at intervals in the left-right direction of the vehicle body.

9. An automobile, comprising a vehicle body, characterized in that: The vehicle body is provided with a front end structure as described in any one of claims 1-8.

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