Front body structure and vehicle

Abstract

This invention provides a front body structure and a vehicle. The front body structure includes a front engine compartment; the front engine compartment has front engine compartment longitudinal beams on both left and right sides, energy-absorbing boxes connected to the front ends of each side's front engine compartment longitudinal beam, and front bumper beams connected to the energy-absorbing boxes on both sides; in the left-right direction of the vehicle, the centerline m of each side's energy-absorbing box along the vehicle's front-rear direction, and the centerline n of the front engine compartment longitudinal beam on the same side along the vehicle's front-rear direction, both satisfy the condition that the centerline m is located on the side of the centerline n closer to the outside of the vehicle. The front body structure of this invention, by offsetting the energy-absorbing boxes outward relative to the front engine compartment longitudinal beams, can prevent barriers from slipping off the energy-absorbing boxes in offset collisions, especially in 64SOL collision conditions, ensuring that the energy-absorbing boxes participate in collision energy absorption, thus improving the overall vehicle collision safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle component technology, and particularly to a front body structure. Furthermore, this invention also relates to a vehicle equipped with this front body structure. Background Technology

[0002] As people's demands for vehicle safety increase, optimizing vehicle body structure to improve safety performance has become a key research focus in the industry. Vehicle crash performance is a crucial indicator of vehicle safety. Among various crash scenarios, frontal collision performance has the greatest impact on the safety of occupants and is the key factor influencing vehicle crash performance.

[0003] Currently, due to the unreasonable design of the front structure of the vehicle body, the utilization rate of the front structure is low in frontal collisions, resulting in low efficiency in absorbing and transmitting collision forces. For example, in a 56FF (frontal collision at 56 km / h with 100% overlap) collision scenario, the front wheel arch side beams are slow to absorb collision forces, and the front of the vehicle body mainly relies on the front engine compartment longitudinal beams for energy absorption. To ensure collision safety, it is necessary to increase the weight of the front engine compartment longitudinal beams.

[0004] For example, in a 64SOL (frontal collision at 64 km / h with 15% overlap) test, the small overlap of the barrier means that the front engine compartment longitudinal beams and subframe longitudinal beams cannot effectively participate in the force transmission during the collision. The two force transmission channels are underutilized, and energy absorption and force transmission mainly rely on the front wheel arch side beams. To ensure collision safety, the weight of the front wheel arch side beams is increased. In particular, in the 64SOL crash test, the barrier is prone to slipping from the energy-absorbing box, thus affecting the energy absorption and force transmission effect of the energy-absorbing box.

[0005] Furthermore, in a 50 MPDB (frontal collision at 50 km / h with 50% overlap) crash test, the front wheel arch side beams exhibit energy absorption and force transmission lag. To ensure collision safety, it is necessary to increase the weight of both the front engine compartment longitudinal beams and the subframe longitudinal beams. While increasing the weight of the force transmission structure can improve the force transmission performance of the front of the vehicle, it also leads to increased production costs. Summary of the Invention

[0006] In view of this, the present invention aims to propose a front structure for a vehicle body to prevent barriers from slipping off the energy-absorbing box and improve the collision energy absorption effect of the energy-absorbing box.

[0007] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0008] A front structure of a vehicle body includes a front engine compartment; the front engine compartment has front engine compartment longitudinal beams disposed on the left and right sides, energy-absorbing boxes connected to the front ends of the front engine compartment longitudinal beams on each side, and front anti-collision beams connected to the energy-absorbing boxes on both sides; in the left-right direction of the vehicle, the centerline m of the energy-absorbing boxes on each side along the front-rear direction of the vehicle, and the centerline n of the front engine compartment longitudinal beam on the same side along the front-rear direction of the vehicle, both satisfy the condition that the centerline m is located on the side of the centerline n closer to the outside of the vehicle.

[0009] Furthermore, the width k of the energy-absorbing box projected onto the vertical direction of the vehicle is not less than 90mm; wherein, the width k is the width of the projection along the horizontal direction of the vehicle.

[0010] Furthermore, the forward nacelle also has a front shock absorber tower connected to the longitudinal beams of the forward nacelle on each side, and a front wheel arch side beam connected to the front shock absorber tower on each side; the front end of the front wheel arch side beam on each side is connected to the front end of the longitudinal beam of the forward nacelle on the same side, and the center line p of the front end of the front wheel arch side beam on each side points to the radial center of the rear end of the energy absorption box on the same side; wherein, the center line p of the front end of the front wheel arch side beam is a center line arranged along the length direction of the front wheel arch side beam.

[0011] Furthermore, the front ends of the longitudinal beams of the front engine compartment on each side are respectively connected to extension beams. In the left-right direction of the whole vehicle, each extension beam is connected to the side of the longitudinal beam of the front engine compartment on the same side facing outward; the front ends of the side beams of the front wheel arches on each side are connected to the longitudinal beams of the front engine compartment on the same side through the extension beams.

[0012] Furthermore, the extension beams on each side are inclined outward and forward; and / or, the front end of the front wheel arch side beams on each side are provided with an upper overlapping part and a side overlapping part, the upper overlapping part overlapping the top of the extension beam on the same side, and the side overlapping part overlapping the side of the extension beam on the same side facing the rear of the vehicle.

[0013] Furthermore, in the left-right direction of the vehicle, the edge x of the front wheel arch side beam on each side near the outside of the vehicle, and the edge y of the energy absorption box on the same side near the outside of the vehicle, are flush or nearly flush in the front-rear direction of the vehicle.

[0014] Furthermore, each of the energy-absorbing boxes includes a box body extending along the front-rear direction of the vehicle; the box body is composed of a plurality of spiral surfaces connected sequentially along the circumference of the box body, and each spiral surface extends spirally from one end of the box body to the other end of the box body along the extension direction of the box body.

[0015] Furthermore, the box body rotates around its own axis by an integer multiple of 45° and then completely overlaps with itself; and / or, in the extending direction of the box body, from the middle of the box body to the front and rear ends of the box body, the diameter of the circumscribed circle on the cross-section of the box body is gradually increased.

[0016] Furthermore, each of the spiral surfaces is recessed towards the inner side of the box, and each spiral surface forms a concave trough structure, while a convex crest structure is formed between two adjacent spiral surfaces; and / or, the spiral surfaces in the energy-absorbing boxes on both sides have opposite directions of rotation.

[0017] Furthermore, each of the energy-absorbing boxes includes a box body extending along the length of the vehicle; the cross-section of the box body is a centrally symmetrical octagon, and the width w of the cross-section of the box body in the width direction of the vehicle and the height h of the cross-section of the box body in the height direction of the vehicle satisfy: w > h.

[0018] Furthermore, the box body has two transverse wall panels arranged opposite each other in the height direction of the vehicle, two vertical wall panels arranged opposite each other in the width direction of the vehicle, and four inclined wall panels arranged sequentially along the circumference of the box body, and each of the inclined wall panels is connected between adjacent transverse wall panels and vertical wall panels; wherein, the width a1 of the transverse wall panel, the width a2 of the vertical wall panel, and the width a3 of the inclined wall panel satisfy: a1 > a2 > a3.

[0019] Furthermore, the box body is provided with a reinforcing member and a reinforcing rib plate connecting the reinforcing member to the box body, and the reinforcing member extends along the length of the entire vehicle and is located at the center of the cross-section of the box body. The reinforcing rib plate is a plurality of plates arranged at intervals along the circumference of the reinforcing member; and / or, each corner of the box body is provided with a collapsible structure, and each corner of the collapsible structure is a plurality of plates arranged at intervals along the length of the entire vehicle.

[0020] Furthermore, it also includes a front subframe connected to the bottom of the front engine compartment; the left and right sides of the front end of the front subframe are connected to the front engine compartment through the front mounting points of the subframe, and in the vertical direction of the whole vehicle, the front mounting points of the subframe on each side are aligned with the center line of the energy-absorbing box on the same side.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The front structure of the vehicle body described in this invention, by offsetting the energy-absorbing box outward relative to the longitudinal beam of the front engine compartment, can prevent the barrier from slipping off the energy-absorbing box in offset collisions, especially in 64SOL collision conditions, thus ensuring that the energy-absorbing box participates in collision energy absorption and improving the overall vehicle collision safety.

[0023] In this invention, by setting the width of the energy-absorbing box, the barrier can be better prevented from slipping off the energy-absorbing box during an offset collision, which helps to further improve collision safety. The front end of the front wheel arch side beam is connected to the front end of the front engine compartment longitudinal beam, and the center line of the front wheel arch side beam points to the radial center of the rear end of the energy-absorbing box on the same side. This allows the front wheel arch side beam to participate in collision energy absorption in a timely manner during a collision, and also helps to disperse the collision force at the energy-absorbing box to the front wheel arch side beam.

[0024] By incorporating an extension beam, the connection between the front wheel arch side beam and the front engine compartment longitudinal beam can be easily achieved, while also reducing the manufacturing cost of the front engine compartment longitudinal beam. The force is transmitted rearward along the front engine compartment longitudinal beam, increasing the effectiveness of impact force transmission during a collision. The connection between the front wheel arch side beam and the extension beam via upper and side overlaps increases the reliability of the connection, ensuring effective transmission of impact force to the front wheel arch side beam.

[0025] Secondly, having the edge of the front wheel arch side beam flush with or nearly flush with the edge of the energy-absorbing box on the outer side of the vehicle increases the continuity of the force transmission path between the energy-absorbing box and the front wheel arch side beam, improving the transmission effect of the collision force between the two. By making the box body composed of multiple sequentially connected spiral surfaces, it facilitates the crushing and energy absorption of the energy-absorbing box during a collision, helping to improve the energy absorption effect and thus enhancing vehicle collision safety. The box body can rotate and overlap with itself, ensuring the balance of structural performance at various positions and facilitating the manufacturing of the box body; the diameter of the circumscribed circle on the box body's cross-section gradually increases from the middle to both ends, allowing different locations of the energy-absorbing box to have different crushing times, helping to improve the crushing energy absorption effect.

[0026] Furthermore, the formation of trough structures within each spiral surface and crest structures between adjacent spiral surfaces helps to increase the cross-sectional force of the energy-absorbing box, thereby enhancing its energy absorption effect. The opposite spiral directions of the spiral surfaces in the two energy-absorbing boxes on either side help to prevent the energy-absorbing box from tipping over, thus ensuring its effectiveness. The centrally symmetrical octagonal cross-section of the box provides good structural strength, allowing for a reduction in the thickness of the energy-absorbing box material. Simultaneously, the width of the cross-section is greater than its height, enabling the energy-absorbing box to better participate in energy absorption during small-overlap collisions, thus improving collision safety.

[0027] The width settings of the horizontal, vertical, and inclined wall panels in this invention, while meeting the overall width and height requirements of the energy-absorbing box, also facilitate the design of the box joints. The addition of reinforcing members and ribs increases the cross-sectional force of the energy-absorbing box, thereby increasing energy absorption during a collision. The inclusion of crumple zones at the corners of the box aids in energy absorption during a collision. Aligning the front mounting point of the subframe with the centerline of the energy-absorbing box facilitates the full transfer of collision force from the energy-absorbing box to the front subframe, enhancing the force distribution effect and improving collision safety.

[0028] In addition, another object of the present invention is to provide a vehicle in which the front body structure described above is provided.

[0029] The vehicle described in this invention has the same beneficial effects as the front body structure described above compared to the prior art, and will not be repeated here. Attached Figure Description

[0030] 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:

[0031] Figure 1 This is a schematic diagram of the front structure of the vehicle body according to Embodiment 1 of the present invention;

[0032] Figure 2 for Figure 1 Top view;

[0033] Figure 3 This is a schematic diagram of the forward engine compartment as described in Embodiment 1 of the present invention;

[0034] Figure 4 This is a structural schematic diagram of the front nacelle longitudinal beam, energy-absorbing box, and front wheel arch side beam described in Embodiment 1 of the present invention from a first-view perspective;

[0035] Figure 5 This is a schematic diagram of the front nacelle longitudinal beam, energy-absorbing box, and front wheel arch side beam as described in Embodiment 1 of the present invention from a second perspective.

[0036] Figure 6 This is a structural schematic diagram of the front nacelle longitudinal beam, energy-absorbing box, and front wheel arch side beam described in Embodiment 1 of the present invention from a third-person perspective.

[0037] Figure 7 for Figure 6 Enlarged view of part A;

[0038] Figure 8 for Figure 5 Top view;

[0039] Figure 9 for Figure 5 A bottom view;

[0040] Figure 10 This is a schematic diagram of the front subframe structure according to Embodiment 1 of the present invention;

[0041] Figure 11 This is a schematic diagram of the energy-absorbing box and front anti-collision beam described in Embodiment 1 of the present invention;

[0042] Figure 12This is a schematic diagram of the energy-absorbing box described in Embodiment 1 of the present invention from a first-view perspective;

[0043] Figure 13 This is a schematic diagram of the energy-absorbing box described in Embodiment 1 of the present invention from a second perspective;

[0044] Figure 14 This is a schematic diagram of the energy-absorbing box described in Embodiment 1 of the present invention from a third-person perspective;

[0045] Figure 15 This is a schematic diagram of the crest structure and trough structure described in Embodiment 1 of the present invention;

[0046] Figure 16 This is a schematic diagram of the force transmission path of the collision force as described in Embodiment 1 of the present invention;

[0047] Figure 17 This is a schematic diagram of the energy-absorbing box and front anti-collision beam described in Embodiment 2 of the present invention;

[0048] Figure 18 This is a schematic diagram of the energy-absorbing box described in Embodiment 2 of the present invention from one perspective;

[0049] Figure 19 This is a schematic diagram of the energy-absorbing box described in Embodiment 2 of the present invention from another perspective;

[0050] Figure 20 This is a schematic diagram of the end face structure of the energy-absorbing box according to Embodiment 2 of the present invention.

[0051] Explanation of reference numerals in the attached figures:

[0052] 1. Energy-absorbing box; 2. Front engine compartment longitudinal beam; 3. Front bumper beam; 4. Front wheel arch side beam; 5. Subframe longitudinal beam;

[0053] 100. Forward engine compartment; 200. Subframe;

[0054] 101. Horizontal wall panel; 102. Vertical wall panel; 103. Inclined wall panel; 104. Reinforcing member; 105. Reinforcing rib; 106. Collapsible structure; 107. Spiral surface; 108. Box body; 109. Crest structure; 110. Valley structure; 111. First end plate; 112. Second end plate;

[0055] 201. Front shock absorber tower; 202. Extension beam; 203. Front mounting point of subframe; 204. Middle mounting point of subframe; 205. Rear mounting point of subframe;

[0056] 301. Mounting plate;

[0057] 401. Upper lap joint; 402. Side lap joint;

[0058] 501. Front crossbeam of subframe; 502. Middle crossbeam of subframe; 503. Rear crossbeam of subframe; 504. Front connector of subframe; 505. Middle connector of subframe; 506. Rear connector of subframe; 507. Extension arm; 508. Subframe anti-collision plate; 509. Connecting arm. Detailed Implementation

[0059] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0060] 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.

[0061] 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.

[0062] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0063] Example 1

[0064] This embodiment relates to a front structure of a vehicle body to improve vehicle safety in offset collisions, especially in 64SOL collision conditions.

[0065] In terms of overall composition, such as Figure 1 and Figure 2 As shown, the front structure of the vehicle body includes a front engine compartment 100, which has front engine compartment longitudinal beams 2 located on the left and right sides, energy-absorbing boxes 1 connected to the front ends of the front engine compartment longitudinal beams 2 on each side, and front bumper beams 3 connected to the energy-absorbing boxes 1 on both sides. In the left-right direction of the vehicle, the centerline m of each energy-absorbing box 1 along the front-rear direction of the vehicle, and the centerline n of the front engine compartment longitudinal beam 2 on the same side along the front-rear direction of the vehicle, satisfy the condition that the centerline m is located on the side of the centerline n closer to the outside of the vehicle.

[0066] In this embodiment, the front structure of the vehicle body, by offsetting the energy-absorbing box 1 outward relative to the front engine compartment longitudinal beam 2, can prevent the barrier from slipping off the energy-absorbing box in offset collisions, especially in 64SOL collision conditions, thus ensuring that the energy-absorbing box 1 participates in collision energy absorption and improving the overall vehicle collision safety.

[0067] Specifically, the relationship between centerline m and centerline n is referenced. Figure 8 As shown in the diagram, to highlight the relationship between the front engine compartment longitudinal beam 2 and the energy-absorbing box 1 on the same side, only the part of the structure located on the left side of the front of the vehicle body is shown. Since the structure of the energy-absorbing box 1 is relatively regular, the centerline m in this embodiment refers to the line connecting the center points of multiple cross-sections on the energy-absorbing box 1. Although the shape of the front engine compartment longitudinal beam 2 in the longitudinal direction of the entire vehicle is not completely regular, it is still straight overall. Therefore, the centerline points of multiple cross-sections on the front engine compartment longitudinal beam 2 can still be connected, and the more offset points are removed. The resulting line is the centerline n.

[0068] As one specific implementation method, it is still referred to Figure 8 As shown, the projected distance l between centerline m and centerline n in the vertical direction of the vehicle is 50mm, which provides good performance. Of course, the projected distance l can be determined according to usage requirements.

[0069] In this embodiment, the scheme in which the centerline m is placed outside the centerline n, compared with the scheme in the prior art where the centerline m and the centerline n are aligned, can, in offset collisions, especially in the 64SOL collision condition, enable the energy-absorbing box 1 to transfer the collision force to the front engine compartment longitudinal beam 2 in a timely manner through the cooperation of the front engine compartment longitudinal beam 2. This can improve the load-bearing capacity of the energy-absorbing box 1 when colliding with the barrier, thereby preventing the barrier from slipping off the energy-absorbing box 1.

[0070] As a preferred embodiment, such as Figure 9 As shown in the diagram, in this embodiment, the width k of the projection of each energy-absorbing box on the vertical direction of the vehicle is not less than 90mm. Here, width k is the width of the projection along the horizontal direction of the vehicle. By setting the width of the energy-absorbing box 1, and with the centerline m positioned externally to the centerline n, it is possible to better prevent the barrier from slipping off the energy-absorbing box 1 during an offset collision, thus helping to further improve collision safety. In specific implementations, the projection width k can be 90mm, 95mm, or 98mm, etc., and the specific value can be determined according to requirements.

[0071] In this embodiment, combined with Figures 1 to 3 As shown, the front nacelle 100 also has a front shock absorber tower 201 connected to the longitudinal beams 2 of the front nacelle on each side, and a front wheel arch side beam 4 connected to the front shock absorber tower 201 on each side. The front end of the front wheel arch side beam 4 on each side is connected to the front end of the longitudinal beam 2 of the front nacelle on the same side, and the center line p of the front end of the front wheel arch side beam 4 on each side points to the radial center of the rear end of the energy absorption box 1 on the same side.

[0072] The centerline p at the front end of the front wheel arch side beam 4 is a centerline arranged along the length of the front wheel arch side beam 4. Here, the front end of the front wheel arch side beam 4 is connected to the front end of the front engine compartment longitudinal beam 2, and the centerline p at the front end of the front wheel arch side beam 4 points to the radial center of the rear end of the energy absorption box 1 on the same side. This allows the front wheel arch side beam 4 to participate in collision energy absorption in a timely manner during a collision, and also facilitates the transmission and dispersion of the collision force at the energy absorption box 1 to the front wheel arch side beam 4.

[0073] For detailed structure, refer to Figure 4 and Figure 8 As shown, the bottom of the front shock absorber tower 201 on the same side is connected to the front engine compartment longitudinal beam 2, and the bottom of the front wheel arch side beam 4 is connected to the front shock absorber tower 201. The height of the front section of the front wheel arch side beam 4 gradually decreases from rear to front, and the distance between the front section of the front wheel arch side beam 4 and the front engine compartment longitudinal beam 2 in the vehicle's action direction gradually decreases, so as to connect with the front end of the front engine compartment longitudinal beam 2, making the centerline p point to the radial center of the rear end of the energy absorption box 1. Moreover, the front shock absorber tower 201, the front wheel arch side beam 4, and the front engine compartment longitudinal beam 2 on the same side also form a triangular space due to their connection, which helps to improve the structural strength of the three.

[0074] As a preferred embodiment, to facilitate the connection between the front end of the front wheel arch side beam 4 and the front engine compartment longitudinal beam 2. (Refer to...) Figure 1 , Figure 4 and Figure 5 As shown, the front ends of the longitudinal beams 2 of the front engine compartment on each side are connected to extension beams 202. In the left-right direction of the vehicle, each extension beam 202 is connected to the side of the longitudinal beam 2 of the front engine compartment facing outwards on the same side. The front ends of the side wheel arch beams 4 of each side are connected to the longitudinal beams 2 of the front engine compartment on the same side through extension beams 202.

[0075] like Figure 8 As shown, each side extension beam 202 is inclined outward and forward. This arrangement guides the collision force to be transmitted rearward along the front engine compartment longitudinal beam 2, increasing the impact force transmission effect during a collision. Structurally, the extension beam 202 is inclined forward along the left-right direction of the vehicle and extends beyond the outer side of the energy-absorbing box 1. The front end of the front wheel arch side beam 4 is connected to the inward-facing end of the extension beam 202. To ensure the structural strength of the extension beam 202, the cross-section of the end of the extension beam 202 connected to the front engine compartment longitudinal beam 2 gradually decreases in the outward direction. The front side of the extension beam 202 is welded to the second end plate 112 at the rear end of the energy-absorbing box 1.

[0076] As a preferred embodiment, such as Figure 6 and Figure 7As shown, each front wheel arch side beam 4 has an upper overlapping portion 401 and a side overlapping portion 402 at its front end. The upper overlapping portion 401 overlaps the top of the extension beam 202 on the same side, and the side overlapping portion 402 overlaps the side of the extension beam 202 facing the rear of the vehicle. In this embodiment, the front wheel arch side beam 4 is connected to the extension beam 202 through the upper overlapping portion 401 and the side overlapping portion 402, which increases the reliability of the connection between the two. Especially in the overall vehicle height direction, the extension beam 202 can provide better support for the front wheel arch side beam 4, ensuring that the collision force is effectively transmitted to the front wheel arch side beam 4. In addition, to further improve the connection effect, the side overlapping portion 402 can be connected to the extension beam 202 by upper and lower double-row welding.

[0077] As a preferred option, such as Figure 8 As shown, the connection point between the front end of the front wheel arch side beam 4 and the extension beam 202 is located outside the centerline m, thus placing the centerline m between the centerline n and the centerline p. Furthermore, the front ends of the front engine compartment longitudinal beam 2, the front ends of the front wheel arch side beam 4, and the rear ends of the energy-absorbing box 1 converge at one point. This allows the impact force transmitted to the energy-absorbing box 1 during different frontal collisions to be simultaneously dispersed and transmitted rearward via the left and right front engine compartment longitudinal beams 2 and the front wheel arch side beams 4.

[0078] Furthermore, in this embodiment, as Figure 8 As shown, in the left-right direction of the vehicle, the edge x of the front end of the front wheel arch side beam 4 near the outside of the vehicle and the edge y of the energy absorption box 1 near the outside of the vehicle on the same side are aligned or nearly aligned in the front-rear direction of the vehicle.

[0079] In this context, the edges x and y are nearly flush, for example, the angle formed between the two edges can be between 0-10°, specifically 1°, 3°, 5°, 8°, or 10°. By aligning or nearly aligning the edge of the front wheel arch side beam 4 with the edge of the energy-absorbing box 1 on the outer side of the vehicle, the continuity of the force transmission path between the energy-absorbing box 1 and the front wheel arch side beam 4 is increased, improving the transmission effect of collision force between them. It should be noted that aligning or nearly aligning edges x and y means that the projections of edges x and y in the vertical direction of the entire vehicle are collinear or nearly collinear.

[0080] To further improve the performance of the front structure of the vehicle body, such as Figure 1 and Figure 10 As shown, the front structure of the vehicle body in this embodiment also includes a front subframe 200 connected to the bottom of the front engine compartment 100. The left and right sides of the front end of the front subframe 200 are connected to the front engine compartment 100 through the front mounting points 203 of the subframe, and in the vertical direction of the vehicle, the front mounting points 203 of the subframe on each side are aligned with the center line m of the energy absorption box 1 on the same side.

[0081] like Figure 9As shown, the alignment of the front mounting points 203 of each subframe with the centerline m of the energy-absorbing box 1 on the same side means that the projection of the front mounting points 203 of each subframe in the vertical direction of the vehicle lies on the centerline m. Here, by aligning the front mounting points 203 of the front subframe 200 with the centerline m of the energy-absorbing box 1, the collision force at the energy-absorbing box 1 can be fully transferred to the front subframe 200, which can increase the collision force transmission and dispersion effect and help improve collision safety.

[0082] In this embodiment, an exemplary structure of the front subframe 200 is as follows: Figure 10 As shown, it includes two subframe longitudinal beams 5 located on the left and right sides and extending along the front-rear direction of the vehicle, and a subframe front crossbeam 501, a subframe middle crossbeam 502, and a subframe rear crossbeam 503 located between the two subframe longitudinal beams 5 and arranged sequentially from front to back. The two ends of the subframe front crossbeam 501 extend outwards from the vehicle, and the corresponding subframe longitudinal beams 5 are provided extending outwards from their respective ends.

[0083] like Figure 10 As shown, a front subframe connector 504 is provided at the intersection of the subframe longitudinal beam 5 and the front subframe crossbeam 501. The aforementioned front subframe mounting point 203 is used to connect to the front subframe connector 504. An upwardly extending extension arm 507 is provided at the intersection of the subframe longitudinal beam 5 and the subframe middle crossbeam 502. A subframe middle connector 505 is provided at the top of each extension arm 507. A rear subframe connector 506 is provided at the intersection of the subframe longitudinal beam 5 and the subframe rear crossbeam 503. Subframe middle mounting points 204 and rear subframe mounting points 205 are respectively provided on the front engine compartment longitudinal beam 2. The subframe middle connector 505 is connected to the subframe middle mounting point 204, and the subframe rear connector 506 is connected to the subframe rear mounting point 205. This is the connection between the front subframe 200 and the front engine compartment 100.

[0084] Furthermore, connecting arms 509 extending forward are respectively provided at the front end of the front crossbeam 501 of the subframe, and a subframe anti-collision plate 508 is connected between the front ends of the two connecting arms 509. It can be located below the front anti-collision beam 3 to improve the load-bearing effect of the front of the vehicle body. In this embodiment, the front subframe 200 has a simple structure and high strength, and has multiple annular force transmission structures arranged front and rear, which is conducive to the dispersion and transmission of collision force.

[0085] In a preferred embodiment, the energy-absorbing box 1 includes a box body 108 extending along the front-rear direction of the vehicle. The box body 108 is composed of a plurality of spiral surfaces 107 connected sequentially along the circumference of the box body 108, and each spiral surface 107 extends spirally from one end of the box body 108 to the other end along the extending direction of the box body 108. In this embodiment, by making the box body 108 constituting the energy-absorbing box 1 composed of a plurality of spiral surfaces 107 connected sequentially, the energy-absorbing box 1 can be facilitated to absorb energy through crushing during a vehicle collision, thus helping to improve the energy absorption effect of the energy-absorbing box 1.

[0086] Based on the above overview, an exemplary structure of the energy-absorbing box 1 in this embodiment is as follows: Figure 11 and Figure 12 As shown in the figure. At this time, the box body 108 extends along the front-rear direction of the whole vehicle, and both ends of the box body 108 have openings. The extension direction of the box body 108 is also the length direction of the box body 108.

[0087] Furthermore, as a preferred embodiment, the box 108 is rotated around its own axis by an integer multiple of 45° until it completely coincides with itself. That is, after the box 108 is rotated around its own axis by an integer multiple of 45°, each spiral surface 107 on the box 108 matches the corresponding spiral surface 107 at the same position before the rotation.

[0088] Here, the spiral surface 107 on the box 108 can be intermittently axially symmetrical along its own axis, which not only ensures the balance of structural performance at each position of the box 108, but also facilitates the preparation of the box 108, thereby improving the processing efficiency of the box 108.

[0089] like Figure 13 As shown, preferably, in this embodiment, there are eight spiral surfaces 107 evenly distributed around the circumference of the box body 108. The eight spiral surfaces 107 are the result of continuous verification, and in this case, the energy-absorbing box 1 has a superior energy absorption effect. Of course, in specific implementations, the number of spiral surfaces 107 can be adjusted adaptively according to requirements, as long as the usage needs are met.

[0090] Furthermore, in this embodiment, each spiral surface 107 is recessed towards the inside of the box body 108, and each spiral surface 107 forms a concave trough structure 110, while a convex crest structure 109 is formed between two adjacent spiral surfaces 107. This arrangement helps to increase the cross-sectional force of the energy-absorbing box body 108, thereby improving the energy absorption effect.

[0091] In terms of specific structure, such as Figure 15As shown, the junction of two adjacent spiral surfaces 107 is the highest point of the entire spiral surface 107, which facilitates the formation of an outwardly convex crest structure 109. In this embodiment, multiple spiral surfaces 107 are connected sequentially, so that both the crest structure 109 and the trough structure 110 extend spirally from one end of the box body 108 to the other end along the extension direction of the box body 108. Verification shows that, through the arrangement of the crest structure 109 and the trough structure 110 in this embodiment, the energy absorption performance of the energy-absorbing box 1 is improved by at least 25%, resulting in a superior energy absorption effect.

[0092] Furthermore, in this embodiment, the width, trough structure 110, direction of rotation, and length of each spiral surface 107 are all equal, which facilitates the structural forming of the box body 108 and provides better structural strength. Of course, making all the above structural parameters equal, so that each spiral surface 107 is arranged in a regular pattern, also helps to ensure that the box body 108 completely overlaps with itself after rotating around its own axis by an integer multiple of 45°.

[0093] In a preferred embodiment, along the extending direction of the box body 108, the diameter of the circumscribed circle on the cross-section of the box body 108 gradually increases from the middle to both ends. In this embodiment, by gradually increasing the diameter of the circumscribed circle on the cross-section of the box body 108 from the middle to both ends, different positions of the energy-absorbing box 1 can have different collapse timings, which helps to improve the collapse energy absorption effect of the energy-absorbing box 1. In terms of detailed structure, the circumscribed circles of the middle and both ends of the box body 108 are as follows: Figure 14 As shown in the image.

[0094] Specifically, the central circumcircle B, located in the middle of box 108, is the circle formed by connecting the vertices of the wave crest structures 109 on the cross-section of the middle of box 108. The front circumcircle C, located at the front end of box 108, is the circle formed by connecting the vertices of the wave crest structures 109 on the cross-section of the front end of box 108. The rear circumcircle D, located at the rear end of box 108, is the circle formed by connecting the vertices of the wave crest structures 109 on the cross-section of the rear end of box 108.

[0095] In this embodiment, we still refer to Figure 14 As shown, the diameter of the circumscribed circle on the front cross-section of the box 108 is smaller than the diameter of the circumscribed circle on the rear cross-section of the box 108. That is, the diameter of the front circumscribed circle C is smaller than the diameter of the rear circumscribed circle D. During the transmission of the vehicle's collision force from front to back, the different diameters of the circumscribed circles on the front and rear cross-sections of the box 108 ensure the installation reliability of the energy-absorbing box 1 and its crumple zone energy absorption performance, thereby improving the vehicle's collision safety.

[0096] In this specific implementation, the diameter of the circumscribed circle D at the rear end of the box 108 is large, for example, the diameter of the circumscribed circle D at the rear end can be 107mm. This ensures the reliability of the connection between the energy-absorbing box 1 and the longitudinal beam of the vehicle body. The diameter of the circumscribed circle C at the front end of the box 108 is small, for example, the diameter of the circumscribed circle C at the front end can be 95mm. This facilitates the collapse and energy absorption of the energy-absorbing box 1, and also helps prevent the barrier from slipping during an offset collision. The diameter of the circumscribed circle B in the middle of the box 108 is smaller than the diameter of the circumscribed circle C at the front end. For example, the circumscribed circle B in the middle can be 85mm. This further improves the collapse and energy absorption effect of the energy-absorbing box 1. It is understood that the diameter of the circumscribed circle at different positions on the cross-section of the box 108 can also be determined according to usage requirements.

[0097] It is worth noting that, as a preferred embodiment, for the energy-absorbing box 1 in this embodiment, in specific implementation, as follows: Figure 1 As shown, the rotation direction of the spiral surface 107 in the energy-absorbing boxes 1 on both the left and right sides of the vehicle can be set to be opposite. That is, if the rotation direction of the spiral surface 107 in one side of the energy-absorbing box 1 is counterclockwise, then the rotation direction of the spiral surface 107 in the other side of the energy-absorbing box 1 is clockwise. In this case, making the rotation direction of the spiral surface 107 in the two sides of the energy-absorbing box 1 opposite helps to prevent the energy-absorbing box 1 from tipping over, thereby improving the reliability of the energy-absorbing box 1.

[0098] In a preferred embodiment, the box 108 in this example is manufactured using a thermal expansion molding process. Thermal expansion molding is a mature processing technology in the prior art. Its working principle is as follows: the material with a larger coefficient of thermal expansion in the mold is the core mold, the rigid material is the female mold, and the material to be processed is placed between the core mold and the female mold.

[0099] When the mold is heated, the core mold material has a thermal expansion coefficient that is tens of times greater than that of the female mold material. The volume expansion of the core mold is restricted by the female mold, generating pressure within the mold cavity. This pressure is called thermal expansion pressure, which is used to apply pressure during the material curing process. This thermal expansion molding process relies on the pressure generated by the thermal expansion of the core mold, eliminating the need for an external pressure source and making it suitable for processing complex structures. Furthermore, using thermal expansion molding to prepare the energy-absorbing box 1 not only results in a better molding effect but also improves the integrity and sealing of the cross-section of the energy-absorbing box 1, thus ensuring its structural performance.

[0100] Each energy-absorbing box 1 has end plates at both its front and rear ends. For ease of description, the end plate located at the end where the energy-absorbing box 1 connects to the front anti-collision beam 3 is referred to as the first end plate 111, and the end plate located at the other end of the energy-absorbing box 1 is referred to as the second end plate 112. The energy-absorbing box 1 is connected to the front anti-collision beam 3 via the first end plate 111, and to the front nacelle longitudinal beam 2 via the second end plate 112.

[0101] like Figure 11 and Figure 12As shown, to facilitate the connection of the end plates, the areas of the first end plate 111 and the second end plate 112 are both larger than the end face area of ​​the corresponding end of the energy-absorbing box 1, so as to provide an installation base for the bolts to pass through. The first end plate 111 and the second end plate 112 are both welded to the energy-absorbing box 1 by MIG welding. This not only results in high welding productivity but also good crack resistance at the weld.

[0102] In addition, mounting plates 301 are provided at both ends of the front bumper beam 3. The first end plate 111 is connected to the front bumper beam 3 by multiple bolts and nuts passing through itself and the mounting plate 301. Similarly, a fixing plate is provided at the front end of the front engine compartment longitudinal beam 2. The second end plate 112 is connected to the front engine compartment longitudinal beam 2 by multiple bolts and nuts passing through itself and the fixing plate. Here, the end plates, mounting plates 301 and fixing plates have simple structures, are easy to arrange and implement, and have high connection strength, which is conducive to further improving the performance of the energy-absorbing box 1.

[0103] Furthermore, as a preferred implementation method, it is further combined with Figure 2 As shown, in the left-right direction of the vehicle, this embodiment allows the distance between the two energy-absorbing boxes 1 on the side closest to the outside of the vehicle to be greater than the distance between the two ends of the front bumper beam 3. With this configuration, by ensuring that the end of the front bumper beam 3 does not exceed the boundary of the energy-absorbing box 1 on the side closest to the outside of the vehicle, the energy-absorbing box 1 can participate more fully in the collision during a collision, thereby improving the collision energy absorption effect.

[0104] In this embodiment, the multiple spiral surfaces 107 on the body 108 of the energy-absorbing box 1 can form multiple force transmission paths, allowing the collision force transmitted to the energy-absorbing box 1 to be dispersed and transmitted along the extension direction of the body 108 via each spiral surface 107 in a spiral manner. This helps to further improve the force transmission and energy absorption effect of the energy-absorbing box 1 and improve the collision safety of the vehicle. In addition, the energy-absorbing box 1 with multiple spiral surfaces 107 in this embodiment can match the collision section force, which can meet both the economical repair requirements for low-speed collisions and the requirements for complete crushing during high-speed energy absorption, thus having good practicality.

[0105] In an offset collision, especially a 64SOL collision scenario, the force transmission path of the collision is as follows: Figure 16 As shown, the collision force is first transmitted and absorbed through the energy-absorbing box 1. When the collision force is transmitted to the rear end of the energy-absorbing box 1, it can be transmitted to the front wheel arch side beam 4, the front engine compartment longitudinal beam 2, and the front subframe 200 at the same time. Then, the collision force is dispersed and transmitted through the three main force transmission structures of the front wheel arch side beam 4, the front engine compartment longitudinal beam 2, and the front subframe 200.

[0106] Among them, the front wheel arch side beam 4, the front engine compartment longitudinal beam 2, and the front subframe 200 can disperse and transmit collision forces in the vertical and width directions of the vehicle. The three force transmission paths work together to ensure that the front wheel arch side beam 4, the front engine compartment longitudinal beam 2, and the front subframe 200 can transmit the collision force in a timely manner under three different frontal collision conditions. At the same time, it ensures that the energy absorption box 1 can participate in collision energy absorption, thereby greatly improving the force transmission effect at the front of the vehicle body and thus improving the vehicle's safety.

[0107] In this embodiment, the front vehicle structure can simultaneously transfer the impact force to the front wheel arch side beam 4, the front engine compartment longitudinal beam 2, and the front subframe 200 via the energy-absorbing box 1 in any frontal collision scenario, exhibiting high force transmission efficiency and thus improving vehicle safety. Simultaneously, it helps prevent the barrier from slipping off the energy-absorbing box 2 during a 64SOL collision, ensuring the energy-absorbing box 1's effectiveness. Furthermore, compared to solutions in related technologies that require increased component weight to enhance collision safety, the front vehicle structure in this embodiment also reduces production costs, demonstrating good practicality.

[0108] Example 2

[0109] This embodiment relates to a front structure of a vehicle body, which has a generally similar structure to the front structure of the vehicle body in Embodiment 1, except that the structure of the energy-absorbing box 1 is different.

[0110] Specifically, such as Figures 17 to 20 As shown, the energy-absorbing box 1 mainly includes a box body extending along the length of the vehicle. The cross-section of the box body is a centrally symmetrical octagon, and the width w of the cross-section of the box body in the width direction of the vehicle and the height h of the cross-section of the box body in the height direction of the vehicle satisfy: w > h.

[0111] In the above structure, by optimizing the box structure and designing the box cross-section to adopt a centrally symmetrical octagon, the box can have better structural strength, which is conducive to reducing the material thickness of the energy-absorbing box 1. At the same time, setting the width of the box cross-section to be greater than the height allows the energy-absorbing box 1 to better participate in collision energy absorption under small overlap collision conditions, which helps to improve collision safety.

[0112] For more details, please refer to [link / reference]. Figures 18 to 20 As shown, in this embodiment, the box has two horizontal wall panels 101 arranged opposite to each other in the height direction of the vehicle, two vertical wall panels 102 arranged opposite to each other in the width direction of the vehicle, and four inclined wall panels 103 arranged sequentially along the circumference of the box, and each inclined wall panel 103 is connected between adjacent horizontal wall panels 101 and vertical wall panels 102.

[0113] Preferably, the width a1 of the horizontal wall panel 101, the width a2 of the vertical wall panel 102, and the width a3 of the inclined wall panel 103 satisfy the following order: a1 > a2 > a3. This arrangement satisfies the overall width and height requirements of the energy-absorbing box 1 while also facilitating the design of the box structure.

[0114] As a preferred embodiment, the energy-absorbing box 1 is preferably made of aluminum alloy by extrusion molding. In this way, not only can the structural strength of the energy-absorbing box 1 be guaranteed by taking advantage of the lightweight and high strength of the aluminum alloy structure, and the weight of the energy-absorbing box 1 be reduced, but the extrusion molding of the energy-absorbing box 1 also facilitates its preparation and helps to reduce the preparation cost of the energy-absorbing box 1.

[0115] In a preferred embodiment, the housing of this embodiment includes a reinforcing member 104 and reinforcing ribs 105 connecting the reinforcing member 104 to the housing. The reinforcing member 104 extends along the length of the vehicle and is located at the center of the housing's cross-section. Multiple reinforcing ribs 105 are arranged circumferentially around the reinforcing member 104. The arrangement of the reinforcing member 104 and reinforcing ribs 105 enhances the cross-sectional force of the energy-absorbing housing 1, thereby increasing energy absorption during a collision.

[0116] In this embodiment, the reinforcing member 104 is preferably in the shape of a circular tube. The circular tube structure facilitates the forming of the reinforcing member 104 and enables it to have better structural strength. Of course, it is understood that the reinforcing member 104 can also be in the shape of an elliptical tube, a square tube, a rectangular tube, or other polygonal tubes, which is also feasible.

[0117] In this embodiment, multiple reinforcing ribs 105 are evenly distributed along the circumference of the reinforcing member 104, such as... Figures 18 to 20 As shown, there are four reinforcing ribs 105 evenly arranged around the circumference of the reinforcing member 104, and the connection position of each reinforcing rib 105 to the box body is close to the corner of the box body. The connection of multiple reinforcing ribs 105 close to the corner of the box body can strengthen the structure of the energy-absorbing box 1 when the reinforcing ribs 105 are set.

[0118] As a preferred embodiment of this example, Figures 18 to 20 As shown, in this embodiment, a crumple structure 106 is provided at each corner of the box body, and multiple crumple structures 106 at each corner are arranged at intervals along the length of the vehicle. Specifically, the crumple structure 106 in this embodiment is a crumple hole formed at each corner of the box body. The arrangement of multiple crumple structures 106 helps the energy-absorbing box 1 to crumple and absorb energy during a collision, thereby improving the energy absorption effect of the energy-absorbing box 1.

[0119] Furthermore, the connection method of the energy-absorbing box 1 in this embodiment can refer to that described in Embodiment 1, and will not be repeated here.

[0120] The front structure of the vehicle body in this embodiment, by setting the energy-absorbing box 1 as described above, not only has good structural strength, but also has a good collision energy absorption effect in small overlap collision conditions, thereby helping to improve collision safety and having a good usage effect.

[0121] Example 3

[0122] This embodiment relates to a vehicle, which is equipped with the front body structure shown in Embodiment 1 or Embodiment 2.

[0123] The vehicle in this embodiment, compared to the front body structure described above, has the same beneficial effects as the prior art.

[0124] 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: Including the forward cabin (100); The front cabin (100) has front cabin longitudinal beams (2) on the left and right sides, energy-absorbing boxes (1) connected to the front ends of the front cabin longitudinal beams (2) on each side, and front anti-collision beams (3) connected to the energy-absorbing boxes (1) on both sides. In the left-right direction of the whole vehicle, the center line m of the energy-absorbing box (1) on each side along the front-rear direction of the whole vehicle, and the center line n of the longitudinal beam (2) of the front engine compartment on the same side along the front-rear direction of the whole vehicle, both satisfy that the center line m is located on the side of the center line n closer to the outside of the vehicle. The front engine compartment (100) also has a front shock absorber tower (201) connected to the longitudinal beams (2) of the front engine compartment on each side, and a front wheel arch side beam (4) connected to the front shock absorber tower (201) on each side. The front end of the front wheel arch side beam (4) on each side is connected to the front end of the front engine compartment longitudinal beam (2) on the same side, and the center line p of the front end of the front wheel arch side beam (4) on each side points to the radial center of the rear end of the energy absorption box (1) on the same side. Wherein, the center line p at the front end of the front wheel arch side beam (4) is the center line arranged along the length direction of the front wheel arch side beam (4).

2. The front structure of the vehicle body according to claim 1, characterized in that: The width k of the energy-absorbing box (1) on each side projected in the vertical direction of the vehicle shall not be less than 90 mm; Wherein, the width k is the width of the projection along the left-right direction of the whole vehicle.

3. The front structure of the vehicle body according to claim 1, characterized in that: Each of the front engine compartment longitudinal beams (2) on each side is connected to an extension beam (202). In the left-right direction of the whole vehicle, each of the extension beams (202) is connected to the side of the front engine compartment longitudinal beam (2) facing outward on the same side. The front ends of the front wheel arch side beams (4) on each side are connected to the longitudinal beams (2) of the front engine compartment on the same side via the extension beams (202).

4. The front structure of the vehicle body according to claim 3, characterized in that: The extension beams (202) on each side are all inclined outward and forward; and / or, Each of the front wheel arch side beams (4) on each side is provided with an upper overlapping part (401) and a side overlapping part (402). The upper overlapping part (401) overlaps the top of the extension beam (202) on the same side, and the side overlapping part (402) overlaps the side of the extension beam (202) on the same side facing the rear of the vehicle.

5. The front structure of the vehicle body according to claim 1, characterized in that: In the left-right direction of the vehicle, the edge x of the front end of the front wheel arch side beam (4) on each side near the outside of the vehicle, and the edge y of the energy absorption box (1) on the same side near the outside of the vehicle, the edge x and the edge y are flush or nearly flush in the front-rear direction of the vehicle.

6. The front structure of the vehicle body according to claim 1, characterized in that: Each of the energy-absorbing boxes (1) on each side includes a box body (107) extending along the front-rear direction of the vehicle. The box body (107) is composed of a plurality of spiral surfaces (108) connected sequentially along the circumference of the box body (107), and each spiral surface (108) extends spirally from one end of the box body (107) to the other end of the box body (107) along the extension direction of the box body (107).

7. The front structure of the vehicle body according to claim 6, characterized in that: The box (107) rotates about its own axis by an integer multiple of 45° until it completely overlaps with itself; and / or, In the extending direction of the box body (107), from the middle of the box body (107) to the front and rear ends of the box body (107), the diameter of the circumscribed circle on the cross-section of the box body (107) is gradually increased.

8. The front structure of the vehicle body according to claim 6, characterized in that: Each of the spiral surfaces (108) is recessed towards the inside of the housing (107), and each spiral surface (108) forms a concave trough structure (110), with a convex crest structure (109) between adjacent spiral surfaces (108); and / or, The spiral surfaces (108) in the energy-absorbing boxes (1) on both sides have opposite directions of rotation.

9. The front structure of the vehicle body according to claim 1, characterized in that: Each of the energy-absorbing boxes (1) on each side includes a box body extending along the length of the entire vehicle; The cross-section of the box is a centrally symmetrical octagon, and the width w of the cross-section of the box in the width direction of the whole vehicle and the height h of the cross-section of the box in the height direction of the whole vehicle satisfy: w > h.

10. The front structure of the vehicle body according to claim 9, characterized in that: The box has two transverse wall panels (101) arranged opposite each other in the height direction of the vehicle, two vertical wall panels (102) arranged opposite each other in the width direction of the vehicle, and four inclined wall panels (103) arranged sequentially along the circumference of the box, and each of the inclined wall panels (103) is connected between the adjacent transverse wall panels (101) and the vertical wall panels (102). The width a1 of the horizontal wall panel, the width a2 of the vertical wall panel, and the width a3 of the inclined wall panel satisfy the following condition: a1 > a2 > a3.

11. The vehicle front structure according to claim 9, characterized in that: The box body is provided with a reinforcing member (104) and reinforcing ribs (105) connecting the reinforcing member (104) to the box body. The reinforcing member (104) extends along the length of the entire vehicle and is located at the center of the cross-section of the box body. The reinforcing ribs (105) are a plurality of ribs arranged circumferentially along the reinforcing member (104); and / or, Each corner of the box is provided with a collapse structure (106), and each corner position of the collapse structure (106) is a plurality of such structures arranged at intervals along the length of the vehicle.

12. The vehicle front structure according to any one of claims 1 to 11, characterized in that: It also includes a front subframe (200) connected to the bottom of the front engine compartment (100); The front subframe (200) is connected to the front engine compartment (100) on both the left and right sides of its front end via the subframe front mounting point (203). In the vertical direction of the vehicle, the subframe front mounting point (203) on each side is aligned with the center line m of the energy-absorbing box (1) on the same side.

13. A vehicle, characterized in that: The vehicle body is provided with a front body structure as described in any one of claims 1 to 12.

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