Front bumper assembly, front vehicle body structure with front bumper assembly and vehicle

Abstract

A front bumper assembly comprises a middle support (10) and two supporting supports (20), the middle support extends left and right, a buffering space is defined by the rear side of the middle support, and the two supporting supports are connected with the two ends of the middle support respectively. The invention further comprises a front vehicle body structure with the front bumper assembly and a vehicle. According to the front bumper assembly, the front vehicle body structure with the front bumper assembly and the vehicle, pedestrians can be protected, and the collision degree can be reduced.

Description

Front bumper assembly, front body structure and vehicle having the same Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a front bumper assembly, a front vehicle body structure having the same, and a vehicle. Background Art

[0002] With the rapid development of society and the improvement of science and technology, the pace of life has become faster. More and more people choose to drive vehicles to participate in transportation, and traffic on the road has become more and more busy. The number of vehicles traveling on the road is not only huge but also very fast. This has led to an increasing number of traffic accidents caused by collisions between vehicles and pedestrians, which are unavoidable. Traffic accidents are also occurring more and more frequently. In many traffic accidents, when vehicles collide with pedestrians, pedestrians are the party that suffers the most damage in the accident. Therefore, people are paying more and more attention to the ability of vehicles to protect pedestrians in traffic accidents.

[0003] Application Contents

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a front bumper assembly that can better cushion and absorb energy in the event of a frontal collision between a vehicle and a pedestrian, thereby reducing injuries to the pedestrian and better protecting the pedestrian.

[0005] The present application also proposes a front vehicle body structure having the above-mentioned front bumper assembly.

[0006] The present application also provides a vehicle having the above-mentioned front vehicle body structure.

[0007] According to the first aspect of the present application, the front bumper assembly includes: a middle bracket, which extends left and right, and the rear side of the middle bracket defines a buffer space; a support bracket, which includes two support brackets, and the two support brackets are respectively connected to the left and right ends of the middle bracket.

[0008] According to the front bumper assembly of the present application, by providing a middle bracket and a larger buffer space at the middle bracket, the crushing energy absorption capacity of the middle bracket is significantly improved, the damage to pedestrians in the event of a collision with pedestrians is reduced, and pedestrians are well protected. At the same time, by providing a supporting bracket, effective support is provided for the legs of pedestrians, making it easier for pedestrians to fall toward the front end cover of the vehicle, reducing the situation where pedestrians fall backward and are rolled under the vehicle, thereby further protecting pedestrians.

[0009] According to an example of the present application, the middle bracket includes: a main frame, which extends left and right and includes a vertical section and a rear extension section connected in the vertical direction, the vertical section is vertically arranged, and the rear extension section is connected to the upper end of the vertical section and extends backward; a support leg, which is vertically arranged, and the upper end of the support leg is connected to the rear extension section and the vertical section, and the support leg cooperates with the main frame to define a buffer space between the main frame and the support leg.

[0010] According to an example of the present application, in a direction from front to back, one end of the rear extension segment connected to the vertical segment extends obliquely upward.

[0011] According to an example of the present application, the rear extension section includes a first plate portion, a second plate portion and a plurality of connecting arms, the first plate portion and the second plate portion are arranged at intervals in front and back, the first plate portion is located on the front side of the second plate portion, and the plurality of connecting arms are arranged at intervals in the left and right and connected between the first plate portion and the second plate portion.

[0012] According to an example of the present application, in a front-to-rear direction, the connecting arm extends in a downwardly inclined manner relative to a rear end of the first plate portion.

[0013] According to an example of the present application, a plurality of weakening holes are provided on the first plate portion, and each connecting arm is correspondingly provided with at least one weakening hole. The weakening holes are arranged adjacent to the corresponding connecting arms and are opposite to each other front and back.

[0014] According to an example of the present application, the supporting leg includes a vertically extending side panel portion, the front end of the side panel portion is connected to the vertical section, and the rear end of the side panel portion is connected to the rear extension portion, wherein a portion of the side panel portion in the front-to-back direction is bent to form a side panel weakened area.

[0015] According to an example of the present application, the support leg further includes a clamping portion, which is formed at the lower end of the support leg and is used to clamp with the support bracket of the front bumper.

[0016] Furthermore, the engaging portion is formed as a tongue extending forward and backward, and the tongue is suitable for being plugged into the supporting bracket along the forward and backward direction.

[0017] According to an example of the present application, the main frame is provided with a first connecting hole for connecting the front protective skin, and the first connecting holes include a plurality of them, a part of the plurality of first connecting holes is provided in the vertical section and the other part is provided in the rear extension section; the rear end of the rear extension section is provided with a second connecting hole for connecting the water tank cross beam.

[0018] According to an example of the present application, the middle bracket is a one-piece piece.

[0019] According to an example of the present application, the support bracket includes: a fixing frame, which is provided with a fixing hole for connecting the anti-collision beam; a support body, which is provided on the fixing frame and extends forward toward the front bumper.

[0020] According to an example of the present application, the support body is located on the upper side of the fixing hole.

[0021] According to an example of the present application, the fixing holes include at least three, and centers of the at least three fixing holes are not collinear.

[0022] According to an example of the present application, the fixing frame includes a fixing plate and an anti-folding plate, the fixing plate is vertically arranged and extends left and right, the anti-folding plate is connected to the rear side surface of the fixing plate and extends backward, and an accommodating gap is defined between the fixing plate and the anti-folding plate, and a portion of the front bumper is located in the accommodating gap.

[0023] According to an example of the present application, the support bracket further includes a first reinforcing plate connected between the rear side surface of the fixing plate and the upper surface of the anti-folding plate.

[0024] According to an example of the present application, the support bracket further includes a second reinforcing plate connected between the front side surface of the fixing frame and the support body.

[0025] According to an example of the present application, the supporting bracket further includes a clamping portion, the clamping portion is connected to the fixing frame and / or the supporting body, and the clamping portion is clamped with the middle bracket.

[0026] According to an example of the present application, the support body is horizontally arranged, the holding portion is connected to the upper surface of the support body, the holding portion includes a first arm and a second arm, the first arm includes two first arms arranged at intervals on the left and right, the lower ends of the two first arms are connected to the support body, the second arm is connected between the upper ends of the two first arms, and the first arm and the second arm cooperate to define a clamping hole suitable for clamping with the middle bracket.

[0027] According to an example of the present application, the clamping portion further includes a pressing tongue, one end of which is connected to the second arm and the other end of which extends toward the support body.

[0028] According to an example of the present application, the lower end of the tongue pressing device is bent backward.

[0029] According to an example of the present application, at least a portion of the first arm is formed as a weakened strength area.

[0030] The front vehicle body structure according to the second aspect of the present application includes: a headlight assembly and a front bumper assembly according to the first aspect of the present application, wherein the headlight assembly is connected to the front bumper assembly.

[0031] According to the front vehicle body structure of the present application, by arranging a headlight assembly and the front bumper assembly of the first aspect mentioned above, a middle bracket is arranged, and a larger buffer space is arranged at the middle bracket, which significantly improves the crushing energy absorption capacity of the middle bracket, reduces the damage to pedestrians when colliding with pedestrians, and protects pedestrians well. At the same time, by arranging a support bracket, effective support is provided for the legs of pedestrians, making it easier for pedestrians to fall toward the front end cover of the vehicle, reducing the situation where pedestrians fall backward and are rolled under the vehicle, thereby further protecting pedestrians.

[0032] According to an example of the present application, the headlight assembly includes a headlight and a bracket assembly, the bracket assembly includes: a support frame, the support frame includes a headlight connecting portion, a vehicle body connecting portion and a support rod, the headlight connecting portion is connected to the headlight, the support rod extends up and down, the upper end of the support rod is connected to the headlight connecting portion, the lower end of the support rod is connected to the vehicle body connecting portion, and the portion of the support rod in the up and down directions is formed as a crush zone.

[0033] According to an example of the present application, a portion of the support rod in the up-down direction is bent to form the crush zone.

[0034] According to an example of the present application, the support rod includes at least two rod segments connected in sequence, each of the rod segments extends along a straight line, and the angle between at least one of the rod segments and the horizontal plane is different from the angles between the remaining rod segments and the horizontal plane, and the connection position of the two adjacent rod segments forms the collapse zone.

[0035] According to an example of the present application, the headlight connection portion and the body connection portion both extend horizontally, and the support frame further includes: a support leg, which is connected between the headlight connection portion and the body connection portion, and the support leg and the support rod are arranged at intervals in the front-to-rear direction.

[0036] According to an example of the present application, the bracket assembly further includes: a first bracket, which is arranged on the upper side of the support frame and connected between the headlight connecting portion and the headlight.

[0037] According to an example of the present application, the first bracket includes a base, which is provided on the upper side of the headlight connecting portion and is snap-connected to the headlight connecting portion.

[0038] According to an example of the present application, one of the base and the headlight connecting portion is provided with a positioning protrusion and the other is provided with a positioning groove, and the positioning protrusion is fitted into the positioning groove to fix the base to the headlight connecting portion.

[0039] According to an example of the present application, the positioning protrusion is formed on the upper surface of the headlight connecting portion, and the front surface of the positioning protrusion is formed as a guide slope, which extends upward at an angle from the front to the rear; or, the positioning protrusion is formed on the lower surface of the base, and the rear surface of the positioning protrusion is formed as a guide slope, which extends upward at an angle from the front to the rear.

[0040] According to an example of the present application, the support frame also includes: a pressure rod, which is a U-shaped rod protruding upward, and the two ends of the pressure rod are connected to the vehicle body connection part, the rear end of the base passes through the pressure rod from front to back, and the upper and lower side surfaces of the base are respectively in contact with the headlight connection part and the pressure rod.

[0041] According to an example of the present application, a downwardly protruding pressing plate is provided on the pressing rod, and the lower end of the pressing plate abuts against the upper surface of the base.

[0042] According to an example of the present application, the first bracket includes a connecting plate, which is connected to the base and located above the base. A first headlight connecting hole is provided on the connecting plate, and the connecting plate is connected to the headlight through the first headlight connecting hole via a first fastener.

[0043] According to an example of the present application, the bracket assembly also includes: a second bracket connected between the headlight and the vehicle body, the second bracket having a first weakened portion extending vertically, and a first weakened hole formed on the first weakened portion; a third bracket connected between the headlight and the vehicle body, the third bracket having a second weakened portion extending vertically, and a second weakened hole formed on the second weakened portion.

[0044] According to an example of the present application, the second bracket is connected to the headlight and the vehicle body respectively through fasteners; the third bracket is connected to the headlight and the vehicle body respectively through fasteners.

[0045] According to an example of the present application, the headlight assembly includes a headlight and a headlight bracket connected to the headlight, the front side of the headlight bracket is provided with a forward-protruding anti-collision portion, the anti-collision portion is located at the periphery of the headlight, and the front end of the anti-collision portion extends forward beyond the front end surface of the headlight.

[0046] According to an example of the present application, the headlight bracket includes a supporting portion, a first support rod and a second support rod, the first support rod, the second support rod and the anti-collision portion are all connected to the supporting portion, and the first support rod, the second support rod and the anti-collision portion are arranged at intervals to cooperate to define a accommodating space for placing the headlight, and the first support rod and the second support rod are both suitable for being connected to the vehicle body.

[0047] According to an example of the present application, an end of the first support rod away from the support portion and an end of the second support rod away from the support portion are both provided with a collapse structure.

[0048] According to an example of the present application, the collapse structure of the first support rod is a first collapse hole, and the collapse structure of the second support rod is a second collapse hole.

[0049] According to an example of the present application, the headlight bracket further includes a connecting limb, which is connected to the supporting portion and extends downward, and the lower end of the connecting limb is suitable for being connected to the vehicle body.

[0050] According to an example of the present application, a third collapse hole is provided on the connecting limb, and the number of the third collapse hole is one or a plurality of third collapse holes arranged at intervals.

[0051] According to an example of the present application, the headlight bracket is an integrated bracket.

[0052] According to an example of the present application, the headlamp bracket is connected to the headlamp via a fastener.

[0053] According to an example of the present application, the headlight assembly further includes: a lower bracket, which is connected to the lower side of the headlight bracket, and the lower bracket is suitable for connecting to the anti-collision beam through a fastener.

[0054] According to an example of the present application, the headlight assembly further includes: a connecting frame, one end of which is connected to the headlight bracket and the other end of which is suitable for connecting to the longitudinal beam of the vehicle body through a fastener.

[0055] The vehicle according to the third embodiment of the present application includes the front vehicle body structure according to the second embodiment of the present application.

[0056] According to the vehicle of the present application, by setting up the front body structure according to the embodiment of the second aspect of the present application, the headlight assembly can be crushed in the z direction, so that the movement amplitude of the pedestrian's upper body toward the vehicle and the ground when impacted by the vehicle is reduced, thereby protecting the head. A forward-protruding anti-collision portion is provided on the front side of the headlight bracket, and the front end of the anti-collision portion extends forward beyond the front end of the headlight, protecting the headlight from being damaged by impact when the vehicle collides from the front, reducing the cost of replacing the headlight when repairing the vehicle, and reducing the maintenance cost of the vehicle.

[0057] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] FIG1 is a schematic diagram of a vehicle according to an embodiment of the present invention;

[0059] FIG2 is a schematic diagram of the middle bracket shown in FIG1 ;

[0060] FIG3 is a schematic diagram of the support leg shown in FIG1 ;

[0061] FIG4 is a schematic diagram of a vehicle according to an embodiment of the present application from a second angle;

[0062] FIG5 is a schematic diagram of a vehicle according to an embodiment of the present application from a third angle;

[0063] FIG6 is a schematic diagram of the support bracket and the middle bracket shown in FIG4 ;

[0064] FIG7 is a schematic diagram of the support bracket and the anti-collision beam shown in FIG4 ;

[0065] FIG8 is a schematic diagram of the support bracket shown in FIG4;

[0066] FIG9 is a schematic diagram of the support bracket shown in FIG8 from another angle;

[0067] FIG10 is a schematic diagram of a headlight assembly according to an embodiment of the present application;

[0068] FIG11 is a schematic diagram of the headlight assembly shown in FIG10 from another angle;

[0069] FIG12 is a schematic diagram of the headlight assembly shown in FIG10 from another angle;

[0070] FIG13 is a schematic diagram of the support frame shown in FIG10;

[0071] FIG14 is a schematic diagram of the support frame and the first bracket shown in FIG10;

[0072] FIG15 is a schematic diagram of the first bracket shown in FIG10;

[0073] FIG16 is a schematic diagram of the second bracket shown in FIG10;

[0074] FIG17 is a schematic diagram of the third bracket shown in FIG10;

[0075] FIG18 is a schematic diagram of a vehicle according to an embodiment of the present application from a fourth angle;

[0076] FIG19 is a schematic diagram of the vehicle shown in FIG18 from a fifth angle;

[0077] FIG20 is a schematic diagram of the vehicle shown in FIG18 from a sixth angle;

[0078] FIG21 is a schematic diagram of the vehicle shown in FIG18 from a seventh angle;

[0079] FIG. 22 is a schematic diagram of the headlight bracket shown in FIG. 21 .

[0080] Reference numerals:

[0081] 10. Middle bracket;

[0082] 11. Main frame; 111. Vertical section; 112. Rear extension; 1121. First plate; 101. Weakened hole; 1122. Second plate; 102. Second connecting hole; 1123. Connecting arm; 103. First connecting hole;

[0083] 12. Support leg; 121. Side panel; 1211. Weakened area of ​​side panel; 122. Snap-fit ​​portion; 1221. Snap tongue;

[0084] 20. Support bracket;

[0085] 21. Fixing frame; 211. Fixing plate; 2111. Fixing hole; 212. Anti-folding plate; 213. First reinforcing plate; 214. Second reinforcing plate;

[0086] 22. Support body; 23. Clamping portion; 231. First arm; 2311. Weakened area; 232. Second arm; 233. Depressor tongue;

[0087] 30. Bracket assembly;

[0088] 31. Support frame; 311. Headlight connection; 3111. Positioning protrusion; 301. Guide slope; 312. Body connection; 313. Support rod; 3131. Rod section; 3132. Crumpling zone; 314. Support leg; 315. Pressure rod; 3151. Pressure sheet;

[0089] 32. First bracket; 321. Base; 3211. Positioning groove; 322. Connecting plate; 3221. First headlight connecting hole;

[0090] 33. Second bracket; 331. First weakened portion; 332. First weakened hole; 333. First vehicle body connection hole;

[0091] 34. Third bracket; 341. Second weakened portion; 342. Second weakened hole; 343. Second vehicle body connection hole;

[0092] 40. Headlight bracket;

[0093] 41. Anti-collision portion; 42. Support portion; 421. Position limiting structure; 422. Clamping structure; 43. First support rod; 431. First collapse hole; 432. Third vehicle body connection hole; 44. Second support rod; 441. Second collapse hole; 442. Fourth vehicle body connection hole; 45. Connecting limb; 451. Third collapse hole;

[0094] 50, front panel; 60, headlight; 70, lower bracket; 80, connecting frame;

[0095] 100, radiator crossbeam; 200, anti-collision beam; 300, headlight assembly; 400, longitudinal beam; 500, side beam;

[0096] 1000. Vehicle. DETAILED DESCRIPTION

[0097] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0098] The following describes a front bumper assembly according to an embodiment of the first aspect of the present application with reference to Figures 1 to 22. The front bumper assembly of this embodiment is installed in the front body structure of the vehicle 1000 to absorb and mitigate external impact forces.

[0099] As shown in Figures 1-22, the front bumper assembly according to the first embodiment of the present application includes a center bracket 10 and a support bracket 20. The center bracket 10 extends left and right, and the rear side of the center bracket 10 defines a buffer space. The support brackets 20 include two, and the two support brackets 20 are respectively connected to the left and right ends of the center bracket 10.

[0100] According to the front bumper assembly of the first embodiment of the present application, by providing a middle bracket 10 and providing a larger buffer space at the middle bracket 10, the crushing energy absorption capacity of the middle bracket 10 is significantly improved, the damage to pedestrians when colliding with pedestrians is reduced, and pedestrians are well protected. At the same time, by providing a support bracket 20, effective support is provided for the legs of pedestrians, making it easier for pedestrians to fall toward the front end cover of the vehicle 1000, reducing the situation where pedestrians fall backward and are rolled under the vehicle, thereby further protecting pedestrians.

[0101] According to an example of the present application, as shown in Figures 1 to 3, the middle bracket 10 includes: a main frame 11 and support legs 12. The main frame 11 extends left and right (for example, the left and right direction shown in Figure 1), and the main frame 11 includes a vertical section 111 and a rear extension section 112 connected in the vertical direction (for example, the up and down direction shown in Figure 2), the vertical section 111 is vertically arranged, and the rear extension section 112 is connected to the upper end of the vertical section 111 and extends backward (for example, the front and back direction shown in Figure 1); the support legs 12 are vertically arranged, and the upper ends of the support legs 12 are connected to the rear extension section 112 and the vertical section 111. The support legs 12 cooperate with the main frame 11 to define a buffer space between the main frame 11 and the support legs 12.

[0102] This embodiment is provided with a main frame 11 and support legs 12. A buffer space is formed between the main frame 11 and the support legs 12 of the middle frame 10 through the cooperation of the main frame 11 and the support legs 12. This makes the middle frame 10 have a larger buffer space after being subjected to an impact load during a collision. The middle frame 10 continuously collapses backward to absorb the impact energy, thereby reducing the damage to the pedestrian's legs. At the same time, when a pedestrian collides with the vehicle 1000, the contact part between the pedestrian's legs and the vehicle 1000 will move backward as the middle frame 10 collapses and deforms backward. The pedestrian's body will rotate toward the vehicle 1000 with the feet as the fulcrum, thereby driving the pedestrian to fall toward the vehicle 1000, avoiding the situation where the pedestrian directly collides with the vehicle 1000 and is dragged under the vehicle, reducing the damage to the pedestrian by the vehicle 1000, protecting the pedestrian, and significantly improving the protection effect of the pedestrian when the vehicle 1000 collides with the pedestrian.

[0103] According to one example of the present application, as shown in Figures 1 and 2 , the end of the rear extension 112 of the center support 10 connected to the vertical section 111 can be extended upwardly and tilted in the front-to-back direction. This allows the rear extension 112 of the center support 10 to better fit the structure of the front bumper 50, facilitating installation while also increasing the contact area between the center support 10 and the front bumper 50, providing a more secure support and fixation for the front bumper. Furthermore, the upward extension of the rear extension 112 further increases the buffer space below. For example, the front end of the rear extension 112 is a forward-convex curved plate.

[0104] According to an example of the present application, as shown in Figures 1 and 2, in the direction from front to rear, the rear extension section 112 can first extend upward and then extend downward, so as to facilitate the installation of the middle bracket 10 on the vehicle body. At the same time, the rear extension section 112 first extends downward and then backward, forming a fold angle, and a stress concentration area is formed at the fold angle, making the middle bracket 10 more susceptible to impact force and crushing and deformation, thereby better absorbing impact energy and protecting pedestrians.

[0105] Furthermore, the rear extension section 112 of the middle bracket 10 may include a first plate portion 1121, a second plate portion 1122, and a plurality of connecting arms 1123. The first plate portion 1121 and the second plate portion 1122 are spaced apart from each other in the front and rear directions, with the first plate portion 1121 located in front of the second plate portion 1122. The plurality of connecting arms 1123 are spaced apart from each other in the left and right directions, and the connecting arms 1123 are connected between the first plate portion 1121 and the second plate portion 1122. In this way, the rear extension section 112 of the middle bracket 10 is connected between the first plate portion 1121 and the second plate portion 1122 using the spaced connecting arms 1123. The spaced arrangement of the connecting arms 1123 reduces the structural strength of the rear extension section 112, and a stress concentration area is formed at the connection position between the connecting arms 1123 and the first plate portion 1121 and the second plate portion 1122. When the middle bracket 10 is subjected to an impact force, the rear extension section 112 is more likely to be crushed and deformed, thereby better absorbing the impact energy and protecting pedestrians. For example, there may be six, eight, ten or more connecting arms 1123 spaced apart from each other on the first plate portion 1121 and the second plate portion 1122 .

[0106] According to an example of the present application, as shown in Figures 1 and 2, in the front-to-back direction, the connecting arm 1123 extends downwardly at an angle relative to the rear end of the first plate portion 1121. This allows for good coordination with the connection between the first plate portion 1121 and the second plate portion 1122 when the first plate portion 1121 is higher than the second plate portion 1122. At the same time, the connecting arm 1123 extends downwardly at an angle, forming a kink at the connection between the first plate portion 1121 and the second plate portion 1122. This creates a stress concentration area at the kink, making it easier for the middle bracket 10 to be crushed and deformed by an impact force at the kink, thereby better absorbing impact energy and protecting pedestrians.

[0107] Furthermore, the first plate portion 1121 may be provided with a plurality of weakening holes 101, and each connecting arm 1123 may be provided with at least one such weakening hole 101. Optionally, the plurality of weakening holes 101 may correspond one-to-one to the plurality of connecting arms 1123. Each connecting arm 1123 may be provided with at least one such weakening hole 101, and the weakening holes 101 may be arranged adjacent to the corresponding connecting arm 1123 and facing each other front to back. By providing the weakening holes 101 in front of the connecting arm 1123, the strength of the portion where the first plate portion 1121 is connected to the connecting arm 1123 is further weakened. In the event of a collision, the middle bracket 10 may be easily crushed and failed at the connecting arm 1123, thereby absorbing the impact energy. For example, the first plate portion 1121 may be provided with a weakening hole 101 at a position facing each other front to back with the connecting arm 1123, and each connecting arm 1123 may have two, three, or more weakening holes 101 on the front side.

[0108] According to one example of the present application, as shown in Figures 1 and 2, the support leg 12 may include a vertically extending side panel 121. The front end of the side panel 121 is connected to the vertical section 111, and the rear end of the side panel 121 is connected to the rear extension. A portion of the side panel 121 is bent in the front-to-back direction to form a side panel weakened area 1211. Thus, on the one hand, the support leg 12 cooperates with the main frame 11, and the side panel 121, vertical section 111, and rear extension 112 enclose a large buffer space, thereby significantly improving the crushing energy absorption capacity of the center support 10, reducing pedestrian damage in the event of a collision, and effectively protecting pedestrians. On the other hand, a portion of the side panel 121 is bent in the front-to-back direction to form the side panel weakened area 1211, making the side panel more susceptible to impact and deformation at the bend, thereby better absorbing impact energy and protecting pedestrians. For example, the portion where the side panel 121 connects to the vertical section 111 may be cut into an angle.

[0109] According to one example of the present application, as shown in Figures 1 and 2, the support leg 12 may further include a clamping portion 122 formed at the lower end of the support leg 12, and the clamping portion 122 is clamped to the support bracket 20. The support leg 12 is connected to the support bracket 20 of the front bumper through the clamping connection, facilitating the installation and separation of the middle bracket 10 from the support bracket 20. When the middle bracket 10 is subjected to an impact force, the middle bracket 10 is more likely to slide and deform backward at the clamping position, reducing the strength of the front bumper's support for pedestrians outside the vehicle, thereby better absorbing impact energy and protecting pedestrians. For example, the clamping portion 122 may be provided with a limiting protrusion to limit the clamping connection with the support bracket 20.

[0110] Furthermore, the engaging portion 122 can be formed as a tongue 1221 extending forward and backward, and the tongue 1221 is adapted to be plugged into the support bracket 20 in the forward and backward direction, which simplifies the structure and facilitates assembly. For example, the tongue 1221 can be plugged into the support bracket 20 from front to back.

[0111] According to one example of the present application, as shown in Figures 1 and 2, the main frame 11 may be provided with a first connection hole 103 for connecting to the front protective skin 50. The first connection hole 103 may include multiple holes, with some of the multiple first connection holes 103 being provided in the vertical section 111 and others being provided in the rear extension section 112. The main frame 11 is provided with multiple first connection holes 103 and connected to the front protective skin 50 via fasteners, providing a more secure installation and facilitating disassembly. The first connection holes 103 are provided in both the vertical section 111 and the rear extension section 112, thereby increasing the surface area for connecting the main frame 11 to the front protective skin 50 and further enhancing the installation reliability of the main frame 11. For example, four, six, or eight or more first connection holes 103 may be evenly spaced near the lower end of the vertical section 111, and four, six, or eight or more first connection holes 103 may be evenly spaced near the rear end of the first plate portion 1121 of the rear extension section 112.

[0112] Furthermore, the rear end of the rear extension 112 can be provided with a second connection hole 102 for connecting to the water tank cross beam 100. In this way, the main frame 11 and the water tank cross beam 100 are connected via fasteners, ensuring a secure connection and facilitating disassembly of the main frame 11. For example, four, six, or eight or more second connection holes 102 can be evenly spaced near the rear end of the second plate portion 1122.

[0113] According to an example of the present application, as shown in FIG2 , the center bracket 10 is a single piece. Thus, the single piece structure facilitates the installation and fixation of the center bracket 10, eliminates assembly errors caused by the combined installation of multiple components, reduces assembly difficulty, and facilitates the lightweight design of the center bracket 10. When subjected to impact force, the energy can be transferred more quickly and better to the stress concentration area and the weakened locations such as the weakening hole 101, thereby better crushing and absorbing energy, thereby effectively protecting pedestrians.

[0114] A middle bracket 10 according to a specific embodiment of the present application will be described below with reference to Figures 1-3.

[0115] When the vehicle 1000 collides with a pedestrian from the front, the impact force on the front protective skin 50 is transmitted to the middle bracket 10. Since the middle bracket 10 is an integrated structure, and the main frame 11 of the middle bracket 10 and the support leg 12 cooperate to form a buffer space, after the middle bracket 10 is subjected to the impact load, the vertical section 111 and the rear extension section 112 of the middle bracket 10 will first be crushed and deformed or even destroyed and fail at the weakening hole 101 and the connecting arm 1123. The structure of the vertical section 111 and the rear extension section 112 will move toward the buffer space, and the tongue 1221 of the support leg 12 will also slide backward, so that the middle bracket 10 as a whole will continue to be crushed and deformed backward and downward to absorb the impact energy. As the middle bracket 10 is crushed and deformed backward and downward, on the one hand, the impact force on the pedestrian's legs is buffered and reduced, thereby reducing the damage to the pedestrian during the collision; on the other hand, when the pedestrian collides with the vehicle 1000, the collision point between the pedestrian and the vehicle 1000 will move backward and downward as the middle bracket 10 is deformed backward and downward. The pedestrian will turn toward the vehicle 1000 with his feet as the fulcrum, and then fall toward the direction of the vehicle 1000, avoiding the situation where the pedestrian directly collides with the vehicle 1000 and is dragged under the vehicle, reducing the damage to the pedestrian caused by the vehicle 1000, protecting the pedestrian, and significantly improving the protection effect on pedestrians when the vehicle 1000 collides with pedestrians.

[0116] According to one example of the present application, as shown in Figures 4 to 9 , the support bracket 20 includes a fixing frame 21 and a support body 22. Specifically, the fixing frame 21 is provided with a fixing hole 2111 for connecting to the anti-collision beam 200; the support body 22 is provided on the fixing frame 21 and extends forward toward the front bumper.

[0117] The support bracket 20 of this embodiment is set on the anti-collision beam 200, and the support body 22 is set on the fixing frame 21 of the support bracket 20 and extends forward toward the front bumper. The support bracket 20 is located at the lower end of the front bumper of the vehicle 1000, and fills the space between the front bumper skin 50 of the vehicle 1000 and the anti-collision beam 200. When the vehicle 1000 collides with the pedestrian from the front, the pedestrian's legs will hit the front bumper skin 50 at this position. Since the structural strength of the front bumper skin 50 is relatively weak, it will be deformed and concave inwardly due to the impact force. At this time, the support body 22 will support the front bumper skin 50, hindering the front bumper skin 50 from concave inward, thereby preventing the pedestrian's legs from being overly stretched as the front bumper skin 50 concave into the vehicle 1000, thereby achieving effective support for the pedestrian's legs. In this way, the pedestrian's upper body is more likely to fall toward the front end cover of the vehicle 1000, reducing the situation of the pedestrian leaning backward and being rolled under the vehicle, thereby protecting the pedestrian.

[0118] According to an example of the present application, as shown in Figures 5 to 9, the support body 22 can be located on the upper side of the fixing hole 2111. In this way, the support body 22 can be located in a suitable position on the front side of the anti-collision beam 200 to achieve the required support effect and meet the assembly requirements.

[0119] According to one example of the present application, as shown in Figures 5 and 6 , there may be at least three fixing holes 2111, with the centers of the at least three fixing holes 2111 not collinear. Providing multiple fixing holes 2111 that are not collinear allows the support bracket 20 to be more securely mounted on the anti-collision beam 200. For example, there may be four, five, six, or more fixing holes 2111.

[0120] According to an example of the present application, as shown in Figures 5 to 9, the fixing bracket 21 may include a fixing plate 211 and an anti-folding plate 212. The fixing plate 211 is vertically arranged and extends left and right. The anti-folding plate 212 is connected to the rear surface of the fixing plate 211 and extends rearward. A receiving notch is defined between the fixing plate 211 and the anti-folding plate 212, and a portion of the front bumper is located within the receiving notch. In this way, when the vehicle 1000 collides with a pedestrian from the front, under the continuous impact of the collision, the impact force is transmitted from the support body 22 to the entire support bracket 20, and the upper portion of the support bracket 20 bends backward. The fixing plate 211 and the front bumper are squeezed at the notch. When the upper portion of the support bracket 20 bends to a certain extent, the anti-folding plate 212 and the front bumper are squeezed at the notch, thereby reducing the risk of the support bracket 20 breaking and ensuring that the support bracket 20 effectively supports the pedestrian's legs. For example, the fixing plate 211 may be a vertical plate, the anti-folding plate 212 may be a flat plate, and the angle between the fixing plate 211 and the anti-folding plate 212 matches the anti-collision beam 200 .

[0121] According to one example of the present application, as shown in Figures 6-9 , the support bracket 20 may further include a first reinforcement plate 213 connected between the rear surface of the fixing plate 211 and the upper surface of the anti-folding plate 212. This improves the structural strength of the fixing plate 211 and the anti-folding plate 212, reduces the risk of breakage at the connection between the fixing plate 211 and the anti-folding plate 212, and thus ensures that the support bracket 20 effectively supports the pedestrian's legs. For example, the first reinforcement plate 213 may be a right-angled triangular plate.

[0122] According to one example of the present application, as shown in Figures 5-9 , the support bracket 20 may further include a second reinforcement plate 214 connected between the front surface of the fixing frame 21 and the support body 22. This improves the structural strength between the support body 22 and the fixing frame 21, reduces the risk of breakage at the connection between the support body 22 and the fixing plate 211, and thus ensures that the support bracket 20 effectively supports the pedestrian's legs. For example, the second reinforcement plate 214 may be a right-angled trapezoidal plate.

[0123] According to an example of the present application, as shown in Figures 5 to 9, the support bracket 20 may further include a clamping portion 23, the clamping portion 23 being connected to the fixing frame 21 and / or the support body 22, and the clamping portion 23 being clamped to the middle bracket 10. In other words, the clamping portion 23 may be connected to the fixing frame 21, or to the support body 22, or to the clamping portion 23 and the support body 22. By clamping the clamping portion 23 to the middle bracket 10 of the front bumper, assembly is facilitated, and when the vehicle 1000 collides with a pedestrian, the middle bracket 10 of the front bumper is easily slipped and deformed. For example, the clamping portion 23 may be an annular clamping sleeve.

[0124] According to an example of the present application, as shown in Figures 5-9, the support body 22 can be arranged horizontally, and the clamping portion 23 is connected to the upper surface of the support body 22. The clamping portion 23 includes a first arm 231 and a second arm 232. The first arm 231 includes two first arms 231 spaced apart from each other. The lower ends of the two first arms 231 are connected to the support body 22, and the second arm 232 is connected between the upper ends of the two first arms 231. The first arm 231 and the second arm 232 cooperate to define a clamping hole suitable for clamping with the center bracket 10. Therefore, the clamping portion 23 is arranged on the upper side of the support body 22, so that the support bracket 20 can play a certain supporting role while clamping and fixing the front bumper, making the support for the center bracket 10 more stable. For example, the upper surface of the support body 22 can be flat.

[0125] According to one example of the present application, as shown in Figures 6 and 7 , the clamping portion 23 may further include a pressing tongue 233, one end of which is connected to the second arm 232 and the other end of which extends toward the support body 22. This allows the clamping portion 23 to more securely clamp and secure the center bracket 10 of the front bumper. For example, the pressing tongue 233 may be a curved spring.

[0126] According to an example of the present application, as shown in Figures 6 and 7, the lower end of the pressing tongue 233 can be bent backward. Bending backward can increase the pressure on the clamping and fixing of the middle bracket 10 of the front bumper during clamping, making the clamping and fixing more secure.

[0127] According to one example of the present application, as shown in FIG7 , at least a portion of the first arm 231 can be formed as a weakened area 2311. By forming the weakened area 2311 in the first arm 231, the center bracket 10 of the front bumper can more easily slip and deform from the retaining portion 23 when the vehicle 1000 encounters a frontal collision with a pedestrian. This allows the center bracket 10 to absorb more collision energy, thereby reducing damage to the pedestrian's legs. For example, a weakened groove can be provided in the first arm 231, or the first arm 231 can be partially thinned.

[0128] The support bracket 20 according to a specific embodiment of the present application will be described below with reference to FIG. 4 to FIG. 9 .

[0129] When installing the support bracket 20, fasten the support bracket 20 to the anti-collision beam 200 through the fasteners passing through the fixing holes 2111. The support bracket 20 is clamped to the middle bracket 10 at the clamping portion 23, and the clamping portion of the middle bracket 10 is pressed with the pressing tongue 233. When the vehicle 1000 collides with a pedestrian from the front, since the support body 22 at the front end of the support bracket 20 is relatively closer to the front and close to the front protective skin 50, the support body 22 will first receive the collision impact brought by the pedestrian and effectively support the upward position of the pedestrian's knee at an early stage; under the continuous impact of the collision energy, the support body 22 will transfer the collision energy to the entire support bracket 20; since the support body 22 is located on the upper side of the fixing hole 2111 on the fixing plate 211, the support body 22 is connected to the fixing plate 211 to form a force arm, and the support bracket 20 is The upper area of ​​the support bracket 20 will bend backward, and the rear surface of the fixing plate 211 will be squeezed with the front edge area of ​​the upper end of the anti-collision beam 200. When the upper end area of ​​the support bracket 20 is bent to a certain extent, the anti-folding plate 212 will be squeezed with the upper end surface of the anti-collision beam 200. At the same time, under the action of the second reinforcing plate 214, the risk of the support bracket 20 of the front bumper breaking in the upper end area will be greatly reduced, ensuring that this area effectively supports the legs of pedestrians in the front, avoiding excessive stretching of pedestrians' legs and being rolled under the vehicle during a collision, thereby protecting pedestrians.

[0130] The following describes a front vehicle body structure according to an embodiment of the second aspect of the present application with reference to Figures 1-22. The front vehicle body structure of this embodiment serves as the front component of vehicle 1000, is used to mount other components of vehicle 1000, and cushions the impact of a frontal collision, thereby reducing injuries to personnel and ensuring driving safety.

[0131] As shown in Figures 1 to 22, the front vehicle body structure according to this embodiment includes: a headlight assembly 300 and a front bumper assembly according to the first embodiment of the present application, and the headlight assembly 300 is connected to the front bumper assembly.

[0132] According to the front vehicle body structure of the embodiment of the present application, by providing the headlight assembly 300 and the front bumper assembly, the damage to pedestrians in the event of a collision with pedestrians is reduced, thereby effectively protecting pedestrians.

[0133] According to one example of the present application, as shown in FIG13 , a headlight assembly 300 includes a headlight and a bracket assembly 30. The bracket assembly 30 includes a support frame 31. Specifically, the support frame 31 may include a headlight connection portion 311, a vehicle body connection portion 312, and a support rod 313. The headlight connection portion 311 is connected to the headlight 60. Furthermore, the support rod 313 extends vertically, with the upper end of the support rod 313 connected to the headlight connection portion 311 and the lower end of the support rod 313 connected to the vehicle body connection portion 312. Furthermore, a portion of the support rod 313 in the vertical direction (e.g., the vertical direction shown in FIG13 ) forms a crumple zone 3132.

[0134] The headlight connection portion 311 is used to connect the headlight 60, and the body connection portion 312 secures the support frame 31 to the body of the vehicle 1000. The crumple zone 3132 on the support rod 313 is designed to absorb the energy generated by the collision by deforming when the vehicle 1000 is in a collision and the force is transmitted to the support rod 313. For example, the crumple zone 3132 can be formed by thinning a portion of the support rod 313, or by providing a crumple groove or waist-shaped hole in the support rod 313.

[0135] In this embodiment, a crumple zone 3132 is provided on the support rod 313. The crumple zone 3132 weakens the local strength of the support rod 313. When the vehicle 1000 collides with a pedestrian, the pedestrian's legs impact the headlight 60, and the force is transmitted to the bracket assembly 30, generating an impact force in the x-direction (for example, the front-to-back direction shown in FIG13 ) on the bracket assembly 30. Since the body connection part 312 supports and fixes the lower end of the support rod 313, and the headlight connection part 311 is at the upper end of the bracket assembly 30, the headlight connection part 311 is first affected by the impact force, which will apply an x-direction force to the support rod 313, causing the support rod 313 to break and fail in the crumple zone 3132. At this time, the headlight connection part 311 will move in the x-direction and z-direction to offset the impact force of the pedestrian in the x-direction and z-direction during the collision. In this way, the impact force of the vehicle 1000 on the pedestrian in the x-direction and z-direction during the collision is reduced, thereby improving the vehicle 1000's ability to protect the pedestrian's legs. At the same time, since the bracket assembly 30 crushes and absorbs energy in the z-direction, the pedestrian's upper body is less likely to move toward the vehicle 1000 and the ground when impacted by the vehicle 1000, thereby protecting the head.

[0136] According to the bracket assembly 30 of the headlight 60 of the present application, by setting a crush zone 3132 on the support rod 313 extending up and down, the support frame 31 can achieve crushing energy absorption in the z direction, on the one hand, improving the protection ability of the vehicle 1000 for the legs of pedestrians, and on the other hand, reducing the movement amplitude of the pedestrian's upper body toward the vehicle 1000 and the ground when impacted by the vehicle 1000, thereby protecting the head. At the same time, it reduces the impact force on the headlight 60 during a collision, avoiding damage to the headlight 60. In this way, the headlight assembly 300 can be repaired by simply replacing the bracket assembly 30, thereby reducing the maintenance cost of the headlight assembly 300 and the maintenance cost of the vehicle 1000.

[0137] According to one example of the present application, referring to FIG13 , a portion of the support rod 313 can be bent in the vertical direction to form a crush zone 3132. The vertical bending of the support rod 313 creates a larger stress point at the bend, making the support rod 313 more susceptible to fracture under stress, thereby improving the crushing ability of the support rod 313. For example, a portion of the support rod 313 can be convex forward along the front-to-back direction.

[0138] According to one example of the present application, as shown in FIG13 , a support rod 313 may include at least two sequentially connected rod segments 3131. Each rod segment 3131 extends in a straight line, and the angle between at least one rod segment 3131 and the horizontal plane is different from the angles between the remaining rod segments 3131 and the horizontal plane. The connection between two adjacent rod segments 3131 forms a collapse zone 3132. The bend creates a large stress point, making the support rod 313 more susceptible to stress fracture, thereby improving the collapse capability of the support rod 313. For example, the support rod 313 may be provided with two, three, four, five, or more rod segments 3131.

[0139] According to one example of the present application, as shown in FIG13 , the headlight connection portion 311 and the body connection portion 312 both extend horizontally. This increases the stability of the connection between the headlight connection portion 311 and the body connection portion 312 at the junction of the headlight 60 and the vehicle body, making the headlight 60 more securely attached to the vehicle body. Furthermore, the headlight connection portion 311 supports and secures the headlight 60 in the z-direction, preventing the headlight 60 from sinking. For example, the headlight connection portion 311 can be a horizontal plate, and the body connection portion 312 can be a horizontally placed rectangular frame. Furthermore, the bottom surface of the rectangular frame can be a closed plane.

[0140] According to an example of the present application, as shown in FIG13 , the support frame 31 may further include: a leg 314, the leg 314 being connected between the headlight connection portion 311 and the vehicle body connection portion 312, the leg 314 being spaced apart from the support rod 313 in the front-to-back direction (e.g., the front-to-back direction shown in FIG13 ), the leg 314 being used to support and secure the headlight connection portion 311 and the vehicle body connection portion 312, the leg 314 being spaced apart from the support rod 313 in the front-to-back direction, thereby increasing support strength and, on the other hand, making it easier for the support frame 31 to fail and fracture in the front-to-back direction when subjected to a front-to-back collision, thereby better absorbing the impact energy of the collision. For example, the leg 314 and the support rod 313 are spaced apart in the front-to-back direction, wherein the leg 314 includes two legs spaced apart and arranged parallel to each other on the left and right sides, and the support rod 313 also includes two legs spaced apart and arranged parallel to each other on the left and right sides.

[0141] According to an example of the present application, as shown in Figure 10, the bracket assembly 30 may also include: a first bracket 32, the first bracket 32 ​​is arranged on the upper side of the support frame 31 and is connected between the headlight connecting part 311 and the headlight 60, and is used to fix the headlight 60 to the support frame 31 for easy installation and fixation.

[0142] According to an example of the present application, as shown in FIG15 , the first bracket 32 ​​may include a base 321, which is disposed on the upper side of the headlight connecting portion 311 and is snap-connected to the headlight connecting portion 311. Thus, the snap-connection of the base 321 and the headlight connecting portion 311 not only secures the first bracket 32 ​​to the support frame 31 for easy installation, but also facilitates the base 321 to disengage from the headlight connecting portion 311 and shift backward when the headlight 60 is subjected to an impact force, thereby providing a certain buffer space for the headlight 60 and thus protecting the headlight 60.

[0143] According to one example of the present application, as shown in Figures 13 and 15 , one of the base 321 and the headlight connector 311 can be provided with a positioning protrusion 3111 and the other with a positioning groove 3211. The positioning protrusion 3111 engages within the positioning groove 3211 to secure the base 321 to the headlight connector 311. The base 321 and the headlight connector 311 are connected in a position-limiting manner by the positioning protrusion 3111 and the positioning groove 3211. This provides a simple structure, good position-limiting and fixing effects, and facilitates assembly. For example, the positioning groove 3211 can be provided on the lower surface of the base 321 and the positioning protrusion 3111 can be provided on the upper surface of the headlight connector 311, or the positioning protrusion 3111 can be provided on the lower surface of the base 321 and the positioning groove 3211 can be provided on the upper surface of the headlight connector 311.

[0144] According to one example of the present application, as shown in FIG13 , a positioning protrusion 3111 can be formed on the upper surface of the headlight connection portion 311 , and the front surface of the positioning protrusion 3111 is formed as a guide slope 301. The guide slope 301 extends upward in an upward slant from the front to the rear. In this embodiment, the provision of the guide slope 301 makes it easier for the base 321 to slide rearward along the guide slope 301 and disengage from the headlight connection portion 311 when the headlight 60 is impacted, making it easier for the headlight 60 to slide rearward after the impact.

[0145] In another embodiment of the present application, a positioning protrusion 3111 is formed on the underside surface of the base 321. The rear surface of the positioning protrusion 3111 is formed into a guide slope 301. The guide slope 301 extends upward in the front-to-back direction. As a result, when the headlight 60 is impacted, the base 321 can easily slide backward along the guide slope 301 and disengage from the headlight connection portion 311, making it easier for the headlight 60 to slide backward after the impact.

[0146] According to an example of the present application, as shown in FIG13 , the support frame 31 may further include a pressure rod 315, which is an upwardly protruding U-shaped rod. Both ends of the pressure rod 315 are connected to the vehicle body connection portion 312. The rear end of the base 321 passes through the pressure rod 315 from front to back, and the upper and lower surfaces of the base 321 respectively abut the headlight connection portion 311 and the pressure rod 315. In this embodiment, by abutting the pressure rod 315 against the base 321, the stability of the clamping fixation between the base 321 and the support rod 313 can be increased.

[0147] For example, as shown in FIG13 , the compression rod 315 may include a first rod, a second rod, and a third rod. The first rod and the second rod extend vertically and are spaced apart in the left-right direction. The third rod is arranged horizontally, with both ends of the third rod connected to the top ends of the first rod and the second rod, respectively, and perpendicular to the first rod and the second rod. Furthermore, the first rod and the second rod may be partially thinned. Thus, when the first bracket 32 ​​moves backward under the action of an impact, the first bracket 32 ​​exerts a backward force on the compression rod 315. At this time, the compression rod 315 fails and fractures at the thinned locations of the first and second rods, thereby better absorbing the impact energy and cushioning the impact force on the headlight 60 during a collision, preventing damage to the headlight 60. Thus, the headlight assembly 300 can be repaired by simply replacing the bracket assembly 30, thereby reducing the maintenance costs of the headlight assembly 300 and the vehicle 1000.

[0148] According to an example of the present application, as shown in FIG13 , the pressure rod 315 may be provided with a downwardly protruding pressing piece 3151, the lower end of which abuts against the upper surface of the base 321 to compress and fix the base 321. For example, the pressing piece 3151 may be a downwardly protruding arc-shaped spring piece.

[0149] According to an example of the present application, as shown in FIG15 , the first bracket 32 ​​may include a connecting plate 322 connected to the base 321 and located above the base 321. The connecting plate 322 is provided with a first headlight connection hole 3221. The connecting plate 322 is connected to the headlight 60 via a first fastener passing through the first headlight connection hole 3221. This allows the first bracket 32 ​​to be connected and fixed to the headlight 60, and facilitates assembly, disassembly, and replacement.

[0150] According to an example of the present application, as shown in FIG15 , the first headlight connection holes 3221 may include a plurality of holes, which are arranged at intervals, thereby making the first bracket 32 ​​more securely connected to the headlight 60. For example, two first headlight connection holes 3221 may be provided on the connecting plate 322.

[0151] According to one example of the present application, as shown in FIG10 , the bracket assembly 30 may further include a second bracket 33 connected between the headlight 60 and the vehicle body. The second bracket 33 has a vertically extending first weakened portion 331 with a first weakened hole 332 formed in the first weakened portion 331. In this embodiment, the provision of the second bracket 33 for securing the headlight 60 improves the stability of the bracket assembly 30 in securing the headlight. Furthermore, the provision of the first weakened hole 332 in the vertically extending first weakened portion 331 allows the second bracket 33 connected to the headlight 60 to fail and fracture in the z-direction when the headlight 60 is impacted. This not only absorbs the impact energy but also facilitates overall movement of the headlight 60 in the x- and z-directions under impact, thereby protecting the headlight 60 from damage. This allows the headlight assembly 300 to be repaired by simply replacing the bracket assembly 30, thereby reducing the maintenance costs of the headlight assembly 300 and the vehicle 1000.

[0152] According to one example of the present application, as shown in FIG16 , the first weakened hole 332 may include multiple holes. This can further reduce the strength of the first weakened portion 331, allowing the second bracket 33 to quickly break when the headlight assembly 300 is impacted, thereby absorbing the impact energy and further protecting the headlight 60 from damage. This allows the headlight assembly 300 to be repaired by simply replacing the bracket assembly 30, thereby reducing the maintenance costs of the headlight assembly 300 and the vehicle 1000. For example, the first weakened hole 332 may include two, three, four, five, or more holes.

[0153] According to an example of the present application, the second bracket 33 can be connected to the headlight 60 and the body respectively through fasteners; connecting the headlight 60 and the body through fasteners can make the connection between the headlight 60 and the body more secure, and facilitate the loading, unloading and replacement of the second bracket 33.

[0154] Furthermore, a first vehicle body connection hole 333 may be provided on the second bracket 33 , and the second bracket 33 is connected to the vehicle body through a fastener passing through the first vehicle body connection hole 333 , thereby achieving a simple structure and convenient installation.

[0155] According to one example of the present application, as shown in FIG10 , the bracket assembly 30 may further include a third bracket 34 connected between the headlight 60 and the vehicle body. The third bracket 34 has a second weakened portion 341 extending vertically, with a second weakened hole 342 formed in the second weakened portion 341. In this embodiment, the provision of the third bracket 34 for securing the headlight 60 improves the stability of the bracket assembly 30 in securing the headlight 60. Furthermore, the provision of the second weakened hole 342 in the second weakened portion 341 extending vertically allows the third bracket 34 connected to the headlight 60 to fail and fracture in the z-direction when the headlight 60 is impacted. This not only absorbs the impact energy but also facilitates overall movement of the headlight 60 in the x- and z-directions under impact, thereby protecting the headlight 60 from damage. This allows the headlight assembly 300 to be repaired by simply replacing the bracket assembly 30, thereby reducing the maintenance costs of the headlight assembly 300 and the vehicle 1000.

[0156] According to one example of the present application, as shown in FIG17 , the second weakened hole 342 may include multiple holes. This can further reduce the strength of the second weakened portion 341, allowing the third bracket 34 to quickly break when the headlight assembly 300 is impacted, thereby absorbing the impact energy while further protecting the headlight 60 from damage. This allows the headlight assembly 300 to be repaired by simply replacing the bracket assembly 30, thereby reducing the maintenance costs of the headlight assembly 300 and the vehicle 1000. For example, the second weakened hole 342 may include two, three, four, five, or more holes.

[0157] According to an example of the present application, the third bracket 34 can be connected to the headlight 60 and the body respectively through fasteners. Connecting the headlight 60 and the body through fasteners can make the connection between the headlight 60 and the body more secure, and facilitate the loading, unloading and replacement of the third bracket 34.

[0158] According to an example of the present application, a second body connection hole 343 may be provided on the third bracket 34, and the third bracket 34 is connected to the body through a fastener passing through the second body connection hole 343, thereby having a simple structure and easy installation.

[0159] A bracket assembly 30 according to a specific embodiment of the present application will be described below with reference to FIG. 10 to FIG. 17 .

[0160] As shown in Figures 10 and 13, the support frame 31 includes a headlight connection portion 311, a vehicle body connection portion 312, a support rod 313, a leg 314, and a pressure rod 315. The headlight connection portion 311 and the vehicle body connection portion 312 are horizontally arranged connecting plates 322. A positioning protrusion 3111 is provided on the upper surface of the headlight connection portion 311. The front surface of the positioning protrusion 3111 is formed into a guide slope 301 that extends upward in a front-to-rear direction. The vehicle body connection portion 312 has a connection hole at the bottom, which is secured to the vehicle body via fasteners.

[0161] The support rod 313 comprises three straight sections 3131. The upper and lower sections 3131 are parallel to each other, with the upper section 3131 positioned forward of the lower section 3131. A crumple zone 3132 forms where the middle section 3131 joins the upper and lower sections 3131. The compression rod 315 is an upwardly protruding U-shaped rod. Both ends of the compression rod 315 are fixedly connected to the vehicle body connection portion 312, and a downwardly protruding compression tab 3151 is provided on its upper portion.

[0162] When the vehicle 1000 of this embodiment collides with a pedestrian, the headlight 60 is subjected to an x-direction impact load. On one hand, the force is transmitted to the second bracket 33 and the third bracket 34 , and on the other hand, the force is transmitted to the first bracket 32 ​​and the support frame 31 .

[0163] Since the structure of the headlight 60 is relatively strong and not easy to be damaged, the second bracket 33 and the third bracket 34 are provided with vertically arranged weakened holes. Under the action of the impact force, the second bracket 33 and the third bracket 34 will fail and fracture in the weakened hole area, thereby absorbing the collision impact energy in the x-direction and z-direction; at the same time, the first bracket 32 ​​will also be subjected to the backward and downward impact force brought by the headlight 60. Since the first bracket 32 ​​is connected to the headlight 60, the first bracket 32 ​​moves backward and downward under the drive of the headlight 60, and the base 321 on the first bracket 32 ​​slides backward along the headlight connecting portion 311, and the positioning groove 3211 disengages from the positioning protrusion 3111 along the guide slope 301, and at the same time applies a force backward and downward to the headlight connecting portion 311. Since the support rod 313 is provided with The crush zone 3132 is crushed in the z direction after being subjected to force, and fails and fractures before the support leg 314. Under the continuous impact force, the pressure rod 315 and the support leg 314 will also fail and fracture. The headlight 60 continues to move backward and downward with the first bracket 32, the second bracket 33 and the third bracket 34, thereby continuously absorbing the impact energy, reducing the degree of injury to the pedestrian's legs, and reducing the movement range of the pedestrian's upper body, protecting the human head. At the same time, since the support frame 31 crushes and absorbs energy during the collision, the impact force on the headlight 60 during the collision is reduced, avoiding damage to the headlight 60. In this way, only the bracket assembly 30 needs to be replaced to achieve maintenance of the headlight assembly 300, thereby reducing the maintenance cost of the headlight assembly 300 and the maintenance cost of the vehicle 1000.

[0164] According to an example of the present application, as shown in Figures 18 to 22, the headlight assembly 300 includes a headlight 60 and a headlight bracket 40 connected to the headlight. The front side of the headlight bracket 40 is provided with a forward-protruding anti-collision portion 41. The anti-collision portion 41 is located on the periphery of the headlight 60, and the front end of the anti-collision portion 41 extends forward beyond the front end surface of the headlight 60.

[0165] In this embodiment, a forward-projecting anti-collision portion 41 is provided on the front side of the headlight bracket 40. The front end of the anti-collision portion 41 extends forward beyond the front end of the headlight 60. Therefore, in the event of a frontal collision of the vehicle 1000, the front end of the anti-collision portion 41 of the headlight bracket 40 forms a direct impact surface at the front end of the headlight 60, preventing damage to the headlight 60 from the direct impact. When repairing the vehicle 1000, there is no need to repair or replace the headlight 60, significantly reducing repair costs. Furthermore, the anti-collision portion 41 of the headlight bracket 40 is located around the periphery of the headlight 60. Thus, the anti-collision portion 41 is disposed around the periphery of the headlight 60, positioning the entire headlight 60 behind the front end of the anti-collision portion 41, providing enhanced protection.

[0166] According to one example of the present application, as shown in FIG22 , the headlight bracket 40 may further include a support portion 42, a first support rod 43, and a second support rod 44. The first support rod 43, the second support rod 44, and the anti-collision portion 41 are all connected to the support portion 42. The first support rod 43, the second support rod 44, and the anti-collision portion 41 are spaced apart to define a space for accommodating the headlight 60. The first support rod 43 and the second support rod 44 are each adapted to be connected to the vehicle body. The first support rod 43, the second support rod 44, and the anti-collision portion 41 are all connected to the support portion 42, thereby connecting the headlight bracket 40 as a single unit, making installation and removal of the headlight bracket 40 more convenient. Furthermore, the first support rod 43, the second support rod 44, and the anti-collision portion 41 are spaced apart to define a space for accommodating the headlight 60. Thus, the first support rod 43, the second support rod 44, and the anti-collision portion 41 form a frame-like support and fixation for the headlight 60, providing enhanced protection. Furthermore, the first support rod 43 and the second support rod 44 are both suitable for being connected to the vehicle body, thereby improving the stability of the headlight bracket 40 being fixed to the vehicle body.

[0167] For example, as shown in Figure 21, the first support rod 43 extends forward and backward, the front end of the first support rod 43 is connected to the support portion 42, the rear end of the first support rod 43 extends in the left-right direction toward the inner side of the vehicle body, and extends upward in the up-down direction, the second support rod 44 extends forward and backward, the second support rod 44 is located on the side of the first support rod 43 facing the outside of the vehicle body in the left-right direction, the front end of the second support rod 44 is connected to the support portion 42, the rear end of the second support rod 44 extends in the left-right direction toward the outer side of the vehicle body, and the rear end of the second support rod 44 first extends downward and then extends upward in the up-down direction.

[0168] According to one example of the present application, as shown in FIG22 , a third vehicle body connection hole 432 may be provided at one end of the first support rod 43 away from the support portion 42. Thus, the first support rod 43 is connected to the vehicle body via the third vehicle body connection hole 432, resulting in a simple structure and easy disassembly and installation. For example, the first support rod 43 is secured to the vehicle body via a fastener passing through the third vehicle body connection hole 432.

[0169] Furthermore, the end of the first support rod 43 away from the support portion 42 may be provided with a crush structure. Thus, during a collision, the first support rod 43 is more likely to crush and fracture at the crush structure, thereby absorbing collision energy through compression and cushioning the impact force. In particular, when the vehicle 1000 collides with a pedestrian, the first support rod 43 crushes and absorbs energy in the crush region, reducing damage to the pedestrian's legs. Furthermore, the crushing and fracture of the first support rod 43 at the crush structure maintains the structural integrity of other locations on the first support rod 43, preventing significant deformation of the first support rod 43 that could squeeze the headlight 60, thereby better protecting the headlight 60. For example, the end of the first support rod 43 away from the support portion 42 may be thinned, or a waist-shaped hole may be provided to form the crush region.

[0170] Furthermore, the collapse structure of the first support rod 43 can be a first collapse hole 431. Therefore, when the vehicle 1000 collides with a pedestrian, the first support rod 43 collapses at the first collapse hole 431 to absorb energy, thereby reducing damage to the pedestrian's legs.

[0171] Furthermore, the first collapse hole 431 can be one or multiple first collapse holes 431 spaced apart. Thus, the number, location, and size of the first collapse holes 431 can be appropriately set based on actual needs. Furthermore, by spacing out multiple first collapse holes 431, the strength of the collapse structure can be further reduced, making it more likely that the first support rod 43 will fail and fracture at the collapse structure, thereby better absorbing impact energy. For example, the number of first collapse holes 431 spaced apart can be two, three, four, or more.

[0172] According to one example of the present application, as shown in FIG22 , a fourth vehicle body connection hole 442 may be provided at one end of the second support rod 44 away from the support portion 42. Thus, the second support rod 44 is connected to the vehicle body via the fourth vehicle body connection hole 442, resulting in a simple structure and easy disassembly and installation. For example, the second support rod 44 is secured to the vehicle body via a fastener passing through the fourth vehicle body connection hole 442.

[0173] Furthermore, the end of the second support rod 44 away from the support portion 42 may be provided with a crush structure. Thus, during a collision, on the one hand, the second support rod 44 is more likely to crush and fracture at the crush structure, thereby absorbing collision energy through compression and cushioning the impact force during the collision. In particular, when the vehicle 1000 collides with a pedestrian, the second support rod 44 crushes and absorbs energy in the crush area, reducing damage to the pedestrian's legs. On the other hand, the crushing and fracture of the second support rod 44 at the crush structure maintains the structural integrity of other parts of the second support rod 44, preventing the second support rod 44 from significantly deforming and squeezing the headlight 60, thereby better protecting the headlight 60. For example, the end of the second support rod 44 away from the support portion 42 may be thinned, or a waist-shaped hole may be provided to form the crush area.

[0174] Furthermore, the collapse structure of the second support rod 44 can be a second collapse hole 441. Therefore, when the vehicle 1000 collides with a pedestrian, the second support rod 44 collapses at the second collapse hole 441 to absorb energy, thereby reducing damage to the pedestrian's legs.

[0175] Furthermore, the second collapse hole 441 can be one or multiple, spaced apart. This allows the number, location, and size of the second collapse holes 441 to be appropriately configured based on actual needs. Furthermore, by spacing out multiple second collapse holes 441, the strength of the collapse structure can be further reduced, making it more likely that the second support rod 44 will fail and fracture at the collapse structure, thereby better absorbing impact energy. For example, the number of second collapse holes 441 can be two, three, four, or more, spaced apart.

[0176] According to one example of the present application, as shown in FIG22 , the headlight bracket 40 may further include a connecting limb 45 . The connecting limb 45 is connected to the support portion 42 and extends downward. The lower end of the connecting limb 45 is adapted to be connected to the vehicle body. Thus, the connecting limb 45 is connected to the support portion 42 and forms a single unit with the headlight bracket 40 , facilitating installation. Furthermore, the lower end of the connecting limb 45 is connected to the vehicle body, enhancing the mounting strength of the headlight bracket 40 and the stability of its support for the headlight 60 .

[0177] According to one example of the present application, as shown in FIG22 , the connecting limb 45 may be provided with a third collapse hole 451. The third collapse hole 451 may be one or multiple, spaced apart. Multiple, spaced apart third collapse holes 451 can further reduce the local strength of the connecting limb 45, thereby making the connecting limb 45 more susceptible to failure and fracture in the weakened hole area, thereby better absorbing impact energy. For example, the number of third collapse holes 451 can be two, three, four, or more, spaced apart.

[0178] According to one example of the present application, as shown in FIG22 , the support portion 42 may be provided with a limiting structure 421. The limiting structure 421 is configured to cooperate with the headlight 60 to limit movement of the headlight 60 relative to the headlight bracket 40. Thus, the limiting structure 421 provided on the support portion 42 limits and secures the headlight 60, improving the stability of the headlight bracket 40 in supporting and securing the headlight 60 and facilitating positioning and assembly. For example, the limiting structure 421 may be a limiting pin, a limiting block, a limiting slot, a limiting hole, or the like.

[0179] According to one example of the present application, as shown in FIG22 , the support portion 42 may further include a snap-fit ​​structure 422 for snapping onto the front bumper. This facilitates installation of the headlight 60. For example, the snap-fit ​​structure 422 on the support portion 42 may be formed as a snap-fit ​​hole, a snap-fit ​​slot, or a snap-fit ​​hook.

[0180] According to one example of the present application, as shown in Figure 22 , the headlight bracket 40 can be an integrated bracket. This makes the headlight bracket 40 easy to install and remove, making it easier to replace, while also avoiding errors that can occur when multiple brackets are installed together, improving installation accuracy. Furthermore, the headlight bracket 40 provides integrated support and fixation for the headlight 60, providing a more stable and secure support and better protection for the headlight 60. Furthermore, the integrated design of the headlight bracket 40 allows it to collapse and absorb energy when impacted, moving backwards with the headlight 60 as a whole, protecting it.

[0181] According to an example of the present application, as shown in Figures 18-21, the headlight bracket 40 and the headlight 60 can be connected by fasteners. This ensures a secure connection between the headlight bracket 40 and the headlight 60, while also facilitating assembly and disassembly of the headlight bracket 40 and the headlight 60. For example, the headlight bracket 40 and the headlight 60 can be screwed together.

[0182] According to one example of the present application, as shown in Figures 18 and 21, the headlight assembly 300 may further include a lower bracket 70, which is connected to the lower side of the headlight bracket 40 and is suitable for connecting to the anti-collision beam 200 via fasteners. Thus, by providing the lower bracket 70 and connecting it between the connecting limb 45 of the headlight bracket 40 and the anti-collision beam 200, the installation gap between the headlight assembly 300 and the anti-collision beam 200 can be effectively filled, thereby facilitating the installation of the headlight assembly 300.

[0183] According to one example of the present application, as shown in FIG21 , the headlight assembly 300 may further include a connecting bracket 80 , one end of which is connected to the headlight bracket 40 and the other end of which is adapted to be connected to the longitudinal beam 400 of the vehicle body via a fastener. Thus, by providing the connecting bracket 80 and connecting it between the first support rod 43 of the headlight bracket 40 and the longitudinal beam 400 of the vehicle body, the gap between the headlight assembly 300 and the longitudinal beam 400 during installation can be effectively filled, thereby facilitating installation of the headlight assembly 300.

[0184] As shown in FIG4 , the second support rod 44 of the headlight bracket 40 is adapted to be connected to the vehicle body's side rail 500 via fasteners. This provides a secure connection between the second support rod 44 and the vehicle body's side rail 500 and facilitates assembly and disassembly of the second support rod 44 and the side rail 500. For example, the second support rod 44 and the side rail 500 may be screwed together.

[0185] A headlight bracket 40 according to a specific embodiment of the present application will be described below with reference to FIG. 18 to FIG. 22 .

[0186] The headlight 60 is matched with the headlight bracket 40 in advance during installation. Since it is connected to the vehicle body through fasteners, the assembly efficiency of the headlight 60 is improved. When the vehicle 1000 collides from the front, the headlight 60 is firmly installed on the headlight bracket 40 and is surrounded by the headlight bracket 40. Since the front end surface of the collision part of the headlight bracket 40 exceeds the front end surface of the headlight 60, the anti-collision part 41 of the headlight bracket 40 will be directly impacted by the collision while the headlight 60 will not be hit. Therefore, the headlight bracket 40 plays a good protective role for the headlight 60. As the collision progresses, since the headlight bracket 40 is an integrated bracket, the collision impact force received by the anti-collision part 41 of the headlight bracket 40 is transmitted to the support part 42, and then transmitted to the first support rod 43, the second support rod 44 and the connecting limb 45 of the headlight bracket 40.

[0187] Under the impact, the first support rod 43 fails and fractures in the region of the first collapse hole 431, absorbing the impact energy and disconnecting from the connecting bracket 80. Under the impact, the second support rod 44 fails and fractures in the region of the second collapse hole 441, absorbing the impact energy and disconnecting from the vehicle body. Under the impact, the connecting limb 45 fails and fractures in the region of the third collapse hole 451, absorbing the impact energy and disconnecting from the lower bracket 70. This completely separates the headlight bracket 40 from the vehicle body. Because the fracture occurs only in the weakened region, the headlight bracket 40 maintains superior structural strength, allowing it to move backward with the headlight 60, further buffering the impact energy. This reduces injuries to pedestrians' legs in the event of a collision and protects the headlight 60 from damage during movement. Consequently, when repairing the vehicle 1000, only the headlight bracket 40 needs to be separated from the headlight 60 and replaced with a new one, eliminating the need to repair or replace the headlight 60. This significantly reduces the cost of repairing the vehicle 1000. The following describes a vehicle 1000 according to an embodiment of the third aspect of the present application with reference to Figures 1 to 22.

[0188] As shown in Figures 1 to 22, a vehicle 1000 according to an embodiment of the third aspect of the present application includes a front vehicle body structure according to an embodiment of the second aspect of the present application.

[0189] The other structures and operations of the vehicle 1000 according to the embodiment of the third aspect of the present application are known to ordinary technicians in this field and will not be described in detail here.

[0190] According to the vehicle 1000 of the third embodiment of the present application, a front vehicle body structure according to the second embodiment of the present application is provided, which can realize the crushing of the headlight assembly 300 in the z direction, so that the upper body of the pedestrian is less likely to move toward the vehicle 1000 and the ground when impacted by the vehicle 1000, thereby protecting the head. A forward-protruding anti-collision portion 41 is provided on the front side of the headlight bracket 40, and the front end of the anti-collision portion 41 extends forward beyond the front end of the headlight 60, protecting the headlight 60 from being damaged by the impact when the vehicle 1000 has a front collision, reducing the cost of replacing the headlight 60 when repairing the vehicle 1000, and reducing the repair cost of the vehicle 1000.

[0191] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0192] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0193] In this application, unless otherwise expressly specified or limited, terms such as "installed," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0194] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0195] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A front bumper assembly, characterized in that: include: a middle bracket, the middle bracket extending left and right, the rear side of the middle bracket defining a buffer space; The supporting bracket includes two supporting brackets, and the two supporting brackets are respectively connected to the left and right ends of the middle bracket.

2. The front bumper assembly according to claim 1, characterized in that: The middle bracket includes: A main frame body, the main frame body extending left and right and including a vertical section and a rear extension section connected in the vertical direction, the vertical section being vertically arranged, the rear extension section being connected to the upper end of the vertical section and extending rearward; The supporting leg is vertically arranged, the upper end of the supporting leg is connected to the rear extension section and the vertical section, and the supporting leg cooperates with the main frame to define a buffer space between the main frame and the supporting leg.

3. The front bumper assembly according to claim 2, characterized in that: In the direction from front to rear, the front end of the rear extension section extends obliquely upward.

4. The front bumper assembly according to claim 2 or 3, characterized in that: The rear extension section includes a first plate portion, a second plate portion and a plurality of connecting arms. The first plate portion and the second plate portion are arranged at intervals in front and back. The first plate portion is located on the front side of the second plate portion. The plurality of connecting arms are arranged at intervals in the left and right and connected between the first plate portion and the second plate portion.

5. The front bumper assembly according to claim 4, characterized in that: In a front-to-rear direction, the connecting arm extends in a downwardly inclined manner relative to a rear end of the first plate portion.

6. The front bumper assembly according to claim 5, characterized in that: The first plate portion is provided with a plurality of weakening holes, the plurality of weakening holes correspond one-to-one to the plurality of connecting arms, and the weakening holes and the corresponding connecting arms are arranged adjacent to each other and face each other front to back.

7. The front bumper assembly according to any one of claims 2 to 6, characterized in that: The supporting leg includes a vertically extending side panel portion, the front end of the side panel portion is connected to the vertical section, and the rear end of the side panel portion is connected to the rear extension portion, wherein a portion of the side panel portion in the front-to-back direction is bent to form a side panel weakened area.

8. The front bumper assembly according to any one of claims 2 to 7, characterized in that: The support leg further includes a clamping portion formed at the lower end of the support leg, and the clamping portion is clamped with the support bracket.

9. The front bumper assembly according to claim 8, characterized in that: The clamping portion is formed as a clamping tongue extending in the front-back direction, and the clamping tongue is suitable for being plugged into the supporting bracket in the front-back direction.

10. The front bumper assembly according to any one of claims 2 to 9, characterized in that: The main frame is provided with a first connection hole for connecting the front protective skin, and the first connection holes include a plurality of holes, a portion of which is provided in the vertical section and another portion is provided in the rear extension section; The rear end of the extended section is provided with a second connecting hole for connecting to the water tank cross beam.

11. The front bumper assembly according to any one of claims 2 to 10, characterized in that: The middle bracket is an integral part.

12. The front bumper assembly according to any one of claims 1 to 11, characterized in that: The support bracket comprises: A fixing frame, wherein the fixing frame is provided with a fixing hole for connecting the anti-collision beam; A support body is provided on the fixing frame and extends forward toward the front bumper.

13. The front bumper assembly according to claim 12, characterized in that: The supporting body is located on the upper side of the fixing hole.

14. The front bumper assembly according to claim 13, characterized in that: The fixing holes include at least three, and centers of the at least three fixing holes are not collinear.

15. The front bumper assembly according to claim 13 or 14, characterized in that: The fixing frame includes a fixing plate and an anti-folding plate. The fixing plate is vertically arranged and extends left and right. The anti-folding plate is connected to the rear side surface of the fixing plate and extends backward. An accommodating gap is defined between the fixing plate and the anti-folding plate, and a portion of the front bumper is located in the accommodating gap.

16. The front bumper assembly according to claim 15, characterized in that: The supporting bracket further includes a first reinforcing plate connected between the rear side surface of the fixing plate and the upper surface of the anti-folding plate.

17. The front bumper assembly according to any one of claims 12 to 16, characterized in that: The support bracket further includes a second reinforcing plate connected between the front side surface of the fixing frame and the supporting body.

18. The front bumper assembly according to any one of claims 12 to 17, characterized in that: The supporting bracket further includes a clamping portion, which is connected to the fixing frame and / or the supporting body, and is clamped with the middle bracket.

19. The front bumper assembly according to claim 18, characterized in that: The support body is arranged horizontally, and the clamping part is connected to the upper surface of the support body. The clamping part includes a first arm and a second arm. The first arm includes two first arms arranged at intervals on the left and right. The lower ends of the two first arms are connected to the support body, and the second arm is connected between the upper ends of the two first arms. The first arm and the second arm cooperate to define a clamping hole suitable for clamping with the middle bracket.

20. The front bumper assembly according to claim 19, characterized in that: The clamping portion further includes a pressing tongue, one end of which is connected to the second arm and the other end of which extends toward the supporting body.

21. The front bumper assembly according to claim 20, characterized in that: The lower end of the tongue pressing member is bent backward.

22. The front bumper assembly according to any one of claims 19 to 21, characterized in that: At least a portion of the first arm is formed as a weakened area.

23. A front vehicle body structure, characterized in that: include: A headlight assembly and a front bumper assembly, wherein the front bumper assembly is the front bumper assembly according to any one of claims 1 to 22, and the headlight assembly is connected to the front bumper assembly.

24. The front vehicle body structure according to claim 23, characterized in that: The headlight assembly includes a headlight and a bracket assembly, and the bracket assembly includes: a support frame, the support frame includes a headlight connecting portion, a vehicle body connecting portion and a support rod, the headlight connecting portion is connected to the headlight, the support rod extends up and down, the upper end of the support rod is connected to the headlight connecting portion, and the lower end of the support rod is connected to the vehicle body connecting portion, and the portion of the support rod in the up and down direction forms a crush zone.

25. The front vehicle body structure according to claim 24, characterized in that: A portion of the support rod is bent in the up-down direction to form the crush zone.

26. The front vehicle body structure according to claim 25, characterized in that: The support rod includes at least two rod segments connected in sequence, each of the rod segments extends along a straight line, and the angle between at least one of the rod segments and the horizontal plane is different from the angles between the remaining rod segments and the horizontal plane, and the connection position of two adjacent rod segments forms the collapse zone.

27. The front vehicle body structure according to any one of claims 24 to 26, characterized in that: The headlight connection portion and the vehicle body connection portion both extend horizontally, and the support frame further includes a support leg connected between the headlight connection portion and the vehicle body connection portion, and the support leg and the support rod are spaced apart in a front-to-rear direction.

28. The front vehicle body structure according to any one of claims 24 to 27, characterized in that: The bracket assembly further includes a first bracket, which is arranged on the upper side of the support frame and connected between the headlight connecting portion and the headlight.

29. The front vehicle body structure according to claim 28, characterized in that: The first bracket includes a base, which is arranged on the upper side of the headlight connecting portion and is clamped and connected to the headlight connecting portion.

30. The front vehicle body structure according to claim 29, wherein: One of the base and the headlight connecting portion is provided with a positioning protrusion and the other is provided with a positioning groove, and the positioning protrusion is matched in the positioning groove to fix the base to the headlight connecting portion.

31. The front vehicle body structure according to claim 30, characterized in that: The positioning protrusion is formed on the upper surface of the headlight connecting portion, and the front surface of the positioning protrusion is formed as a guiding slope, and the guiding slope extends upward in a front-to-rear direction; or The positioning protrusion is formed on the lower side surface of the base, and the rear side surface of the positioning protrusion is formed as a guiding slope. In the direction from front to rear, the guiding slope extends upward.

32. The front vehicle body structure according to any one of claims 29 to 31, characterized in that: The support frame also includes: a pressure rod, which is a U-shaped rod protruding upward, with both ends of the pressure rod connected to the vehicle body connection part, the rear end of the base passes through the pressure rod from front to back, and the upper and lower side surfaces of the base are respectively in contact with the headlight connection part and the pressure rod.

33. The front vehicle body structure according to claim 32, characterized in that: The pressure rod is provided with a downwardly protruding pressing piece, and the lower end of the pressing piece abuts against the upper surface of the base.

34. The front vehicle body structure according to any one of claims 29 to 33, characterized in that: The first bracket includes a connecting plate, which is connected to the base and located above the base. A first headlight connecting hole is provided on the connecting plate, and the connecting plate is connected to the headlight through the first headlight connecting hole via a first fastener.

35. The front vehicle body structure according to any one of claims 24 to 34, characterized in that: The bracket assembly further includes: a second bracket connected between the headlight and the vehicle body, the second bracket having a first weakened portion extending vertically, and a first weakened hole formed in the first weakened portion; A third bracket is connected between the headlight and the vehicle body, wherein the third bracket has a second weakened portion extending vertically, and a second weakened hole is formed in the second weakened portion.

36. The front vehicle body structure according to claim 35, characterized in that: The second bracket is connected to the headlight and the vehicle body respectively through fasteners; and the third bracket is connected to the headlight and the vehicle body respectively through fasteners.

37. The front vehicle body structure according to claim 23, wherein: The headlight assembly includes a headlight and a headlight bracket connected to the headlight. The front side of the headlight bracket is provided with a forward-protruding anti-collision portion. The anti-collision portion is located at the periphery of the headlight, and the front end of the anti-collision portion extends forward beyond the front end surface of the headlight.

38. The front vehicle body structure according to claim 37, characterized in that: The headlight bracket includes a supporting portion, a first support rod and a second support rod, the first support rod, the second support rod and the anti-collision portion are all connected to the supporting portion, and the first support rod, the second support rod and the anti-collision portion are arranged at intervals to cooperate to define a accommodating space for placing the headlight, and the first support rod and the second support rod are both suitable for being connected to the vehicle body.

39. The front vehicle body structure according to claim 38, characterized in that: An end of the first support rod away from the support portion and an end of the second support rod away from the support portion are both provided with a collapse structure.

40. The front vehicle body structure according to claim 39, wherein: The collapsed structure of the first support rod is a first collapsed hole, and the collapsed structure of the second support rod is a second collapsed hole.

41. The front vehicle body structure according to any one of claims 38 to 40, characterized in that: The headlight bracket further includes a connecting limb, which is connected to the supporting portion and extends downward, and the lower end of the connecting limb is suitable for being connected to the vehicle body.

42. The front vehicle body structure according to claim 41, characterized in that: The connecting limb is provided with a third collapse hole, and the third collapse hole is one or a plurality of third collapse holes arranged at intervals.

43. The front vehicle body structure according to any one of claims 37 to 42, characterized in that: The headlight bracket is an integrated bracket.

44. The front vehicle body structure according to any one of claims 37 to 43, characterized in that: The headlight bracket is connected to the headlight via a fastener.

45. The front vehicle body structure according to any one of claims 37 to 44, characterized in that: The headlight assembly further includes a lower bracket connected to the lower side of the headlight bracket, and the lower bracket is suitable for connecting to the anti-collision beam through a fastener.

46. ​​The front vehicle body structure according to any one of claims 37 to 45, characterized in that: The headlight assembly further includes a connecting frame, one end of which is connected to the headlight bracket and the other end of which is suitable for connecting to the longitudinal beam of the vehicle body through a fastener.

47. A vehicle, characterized in that The front vehicle body structure comprises the front vehicle body structure according to any one of claims 23-46.

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