Vehicle body front collision force transmission structure and vehicle

Abstract

The invention provides a vehicle body front collision force transmission structure and a vehicle. The vehicle body front collision force transmission structure comprises a front auxiliary frame and a front frame. Front shock absorption towers are arranged on front auxiliary frame longitudinal beams on the left side and the right side in the front auxiliary frame respectively, and a front auxiliary frame anti-collision beam is arranged at the front end of the front auxiliary frame. The front frame comprises frame longitudinal beams arranged on the left side and the right side respectively and front anti-collision beams connected with the front ends of the frame longitudinal beams on the two sides, the rear ends of the frame longitudinal beams on the same sides are connected to the front auxiliary frame longitudinal beams on the same sides, and the front anti-collision beams and the front auxiliary frame anti-collision beams are vertically arranged in the vertical direction of the whole vehicle. Through the arrangement of a double-layer collision force transmission structure of the front auxiliary frame and the front frame, the collapse energy absorption and transmission effect on collision force can be improved, and the collision safety of the whole vehicle can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle body front collision force transmission structure. The present invention also relates to a vehicle provided with the vehicle body front collision force transmission structure. Background Art

[0002] In a traditional load-bearing body-on-frame collision condition, the collision force of the front part of the body is mainly transmitted rearward through the front engine compartment longitudinal beam and the front engine compartment side beam, and behind the front engine compartment longitudinal beam, it is generally also transmitted to the side panel sill beam through the torsion box and the front panel lower structure, while the collision force of the front engine compartment side beam is mainly transmitted to the side panel A-pillar.

[0003] Although the existing collision force transmission structure can achieve the transmission of head-on collision force, the collision transmission channel is mainly concentrated in the upper front cabin longitudinal beam and front cabin side beam, while the collision force transmission channel at the bottom is relatively lacking and a relatively complete force transmission path is not formed. Therefore, in the event of a collision, the front cabin longitudinal beam and front cabin side beam will squeeze the upper body, which is not conducive to protecting the occupants in the passenger compartment, and will limit the improvement of the collision safety of the entire vehicle. Summary of the invention

[0004] In view of this, the present invention aims to provide a vehicle body front collision force transmission structure to help improve the collision safety of the entire vehicle.

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

[0006] A vehicle body front collision force transmission structure, comprising a front subframe and a front frame;

[0007] Front shock towers are respectively arranged on the front sub-frame longitudinal beams on the left and right sides of the front sub-frame, and a front sub-frame anti-collision beam is arranged at the front end of the front sub-frame;

[0008] The front frame includes frame longitudinal beams arranged on the left and right sides, and front anti-collision beams connected to the front ends of the frame longitudinal beams on both sides, the rear ends of the frame longitudinal beams on each side are connected to the front sub-frame longitudinal beams on the same side, and the front anti-collision beam and the front sub-frame anti-collision beam are arranged up and down in the up and down direction of the whole vehicle.

[0009] Furthermore, the front ends of the front subframe longitudinal beams on both sides are connected to the rear side of the front subframe front cross beam, and the front subframe anti-collision beam is connected to the front side of the front subframe front cross beam through the front subframe energy absorption boxes arranged on the left and right sides.

[0010] Furthermore, the front subframe longitudinal beams on both sides have an upper longitudinal beam and a lower longitudinal beam arranged up and down;

[0011] The front ends of the upper longitudinal beam and the lower longitudinal beam on each side are connected to the front cross beam of the front sub-frame, and form a herringbone-shaped collision force transmission channel with the energy absorption box of the front sub-frame on the same side;

[0012] The front shock absorbing towers on each side are arranged on the upper longitudinal beam on the same side.

[0013] Furthermore, the front sections of the upper longitudinal beam and the lower longitudinal beam each have a crushing section, which can bend and deform when the front subframe longitudinal beam is subjected to a head-on collision force not less than a preset threshold, and guide the front sections of the upper longitudinal beam and the lower longitudinal beam to crush.

[0014] Furthermore, the crush sections each include a front portion of the crush section and a rear portion of the crush section connected along the front-rear direction of the entire vehicle, and the yield strength of the front portion of the crush section is greater than the yield strength of the rear portion of the crush section.

[0015] Furthermore, the middle parts of the upper longitudinal beams on both sides are arched upward along the vertical direction of the vehicle, and the top of the arched position of the upper longitudinal beams on each side is a straight structure arranged along the front-rear direction of the vehicle;

[0016] The front shock tower on each side is arranged at the top of the arched position of the upper longitudinal beam on the same side, and from the front and rear direction of the whole vehicle, the frame longitudinal beam on each side and the top of the arched position of the upper longitudinal beam on the same side are on the same straight line.

[0017] Further, a support beam is connected between the upper longitudinal beam and the lower longitudinal beam on each side, and a connection point between the support beam and the upper longitudinal beam on each side is located below the front shock tower on the same side; and / or,

[0018] A connecting crossbeam is connected between the front shock absorbing towers on both sides.

[0019] Furthermore, the front cross beam of the front subframe is provided with support members respectively supported under the frame longitudinal beams on each side; and / or,

[0020] A frame crossbeam is connected between one end of the frame longitudinal beams on both sides close to the front auxiliary frame longitudinal beam, and the frame longitudinal beams are respectively connected to the front shock towers on both sides.

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

[0022] The front collision force transmission structure of the vehicle body described in the present invention can form a double-layer collision force transmission structure at the bottom position of the front part of the vehicle body through the front subframe anti-collision beam located at the front end of the front subframe and the front anti-collision beam connected to the front ends of the frame longitudinal beams on both sides in the front frame. This can not only improve the crushing energy absorption and transmission effect of the collision force, but also make the collision force mainly transmitted along the force transmission path at the bottom, reduce the squeezing of the upper part of the passenger compartment, and help to improve the collision safety of the whole vehicle.

[0023] At the same time, by integrating the front shock tower on the front subframe longitudinal beam in the front subframe, the front cabin longitudinal beam and the front cabin side beam in the front cabin of the vehicle body can be simplified or even omitted, which can help simplify the body structure, reduce the body weight and cost, and contribute to the lightweight design and styling design of the body.

[0024] In addition, the front end of the front subframe longitudinal beam is connected to the rear side of the front subframe front cross beam, and the front subframe anti-collision beam is connected to the front side of the front subframe front cross beam through the front subframe energy absorption box, which is conducive to the arrangement of the front subframe anti-collision beam at the front end of the front subframe, and can also increase the crush energy absorption effect of the front subframe during a collision. The front subframe longitudinal beam is composed of an upper longitudinal beam and a lower longitudinal beam arranged up and down, and the double force transmission channels formed by the upper and lower longitudinal beams can be used to increase the transmission capacity of the collision force.

[0025] By arranging the crush sections on the upper and lower longitudinal beams respectively, the crush energy absorption of the crush sections can be utilized to increase the absorption effect of the collision impact force. The crush section includes two connected front and rear parts, and the yield strength of the front part of the crush section is greater than that of the rear part of the crush section, which can ensure the crush energy absorption effect of the crush section during a collision. The middle part of the upper longitudinal beam is arched upward, and the top of the arched position is a straight structure, which can facilitate the arrangement of the front shock tower on the upper longitudinal beam, and the frame longitudinal beams on each side and the top of the arched position of the upper longitudinal beam on the same side are on the same straight line, which also ensures the continuity of the force transmission channel formed between the frame longitudinal beam and the upper longitudinal beam, which is conducive to the transmission of the collision force at the frame longitudinal beam to the upper longitudinal beam, and can provide a collision force transmission effect.

[0026] In addition, a support beam is set between the upper and lower longitudinal beams and located below the front shock absorber tower to support the upper longitudinal beam and the front shock absorber tower, thereby improving the dynamic stiffness of the front shock absorber tower. A connecting crossbeam is set between the front shock absorber towers on both sides to provide lateral support between the front shock absorber towers on both sides, thereby further increasing the structural strength of each front shock absorber tower, and also forming a lateral force transmission channel between the front shock absorber towers on both sides to improve the collision force transmission and dispersion effect.

[0027] A frame crossbeam is arranged between the frame longitudinal beams on both sides, and the frame longitudinal beams are connected to the front shock towers respectively, which can increase the overall rigidity of the front frame and the reliability of the connection with the front subframe, and also form a lateral force transmission channel to improve the transmission and dispersion effect of the collision force. A support member for supporting the frame longitudinal beams on each side is arranged on the front crossbeam of the front subframe, which can prevent the front frame from becoming a single cantilever structure and improve the stability of the front frame setting.

[0028] Another object of the present invention is to provide a vehicle, wherein the vehicle is provided with the vehicle body front collision force transmission structure as described above.

[0029] Furthermore, the vehicle is provided with a rear subframe, and a connecting longitudinal beam connected between the front subframe and the rear subframe;

[0030] Rear shock towers are respectively provided on the rear subframe longitudinal beams on the left and right sides of the rear subframe, and the connecting longitudinal beams are two respectively provided on the left and right sides. The front subframe, the rear subframe, and the connecting longitudinal beams on both sides jointly define a battery pack installation space.

[0031] The vehicle described in the present invention can improve the crush energy absorption and transmission effect of the collision force by providing the above-mentioned front collision force transmission structure of the vehicle body, which helps to improve the collision safety of the entire vehicle.

[0032] Secondly, by integrating the rear shock tower on the front subframe longitudinal beam, the rear floor longitudinal beam at the rear floor position of the vehicle body can be simplified or even omitted, which can also help simplify the body structure, reduce the body weight, and contribute to the lightweight design and styling design of the body.

[0033] By setting connecting longitudinal beams on both sides, the front and rear subframes are connected into an integrated ring structure through the connecting longitudinal beams on both sides, and at the same time, the battery pack installation space is defined in the ring structure. The battery pack ring frame structure can also be formed with the help of the connection setting of the connecting longitudinal beams. When the vehicle collides, the battery pack can move with the ring frame structure, which can reduce the collision impact on the battery pack, thereby increasing the collision safety of the battery pack and helping to improve the safety quality of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0035] Figure 1 It is a schematic diagram of the vehicle body front collision force transmission structure in the whole vehicle according to an embodiment of the present invention;

[0036] Figure 2 for Figure 1 Schematic diagram of the structure of the middle part;

[0037] Figure 3 for Figure 2 Schematic diagram of the structure of the middle part;

[0038] Figure 4 It is a structural schematic diagram of the front subframe according to an embodiment of the present invention;

[0039] Figure 5 A schematic diagram of a collapse section according to an embodiment of the present invention;

[0040] Figure 6 It is a schematic diagram of the structure of the collapse section according to an embodiment of the present invention;

[0041] Figure 7 It is a structural schematic diagram of the front shock tower according to an embodiment of the present invention;

[0042] Figure 8 This is a schematic diagram of the structure of the connecting beam according to an embodiment of the present invention;

[0043] Fig. 9 This is a schematic structural diagram of a reinforcing crossbeam according to an embodiment of the present invention;

[0044] Fig.10 It is a structural schematic diagram of the front frame according to an embodiment of the present invention;

[0045] Fig.11 A schematic diagram of a chassis structure according to an embodiment of the present invention;

[0046] Fig.12 It is a structural schematic diagram of the rear subframe according to an embodiment of the present invention;

[0047] Fig.13 A schematic diagram of the cooperation between the chassis structure and the vehicle body according to an embodiment of the present invention;

[0048] Description of reference numerals:

[0049] 100, chassis structure; 200, body frame; 300, front frame;

[0050] 1. Front subframe; 2. Rear subframe; 3. Frame longitudinal beam; 4. Front anti-collision beam; 5. Frame crossbeam; 6. Support member; 7. Connecting crossbeam; 8. Connecting longitudinal beam; 9. Battery pack; 10. Vehicle body

[0051] 101, front subframe longitudinal beam; 102, front subframe front cross beam; 103, front subframe middle cross beam; 104, rear cross beam; 105, front subframe anti-collision beam; 106, front subframe energy absorption box; 107, front shock tower; 108, support beam; 201, rear subframe longitudinal beam; 202, rear subframe front cross beam; 203, rear subframe rear cross beam; 204, front cross beam; 205, rear subframe anti-collision beam; 206, rear subframe energy absorption box; 207, rear shock tower; 7a, reinforcement cross beam; 8a, connecting section;

[0052] 101a, crush section; 101b, front part of crush section; 101c, rear part of crush section; 1011, upper longitudinal beam; 1012, lower longitudinal beam; 107a, boss; 107b, reinforcing flange; 2011, inner longitudinal beam; 2012, outer longitudinal beam. DETAILED DESCRIPTION

[0053] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0054] In the description of the present invention, it should be noted that if there are terms indicating orientation or positional relationship such as "upper", "lower", "inner", "outer", etc., they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, if there are terms such as "first", "second", etc., they are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0055] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installed", "connected", "connection" and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0056] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0057] Embodiment 1

[0058] The present embodiment relates to a vehicle body front collision force transmission structure, which helps to improve the collision safety of the entire vehicle.

[0059] In terms of overall structure, combined Figures 1 to 3 As shown in , the vehicle body front collision force transmission structure of this embodiment includes a front subframe 1 and a front frame 300 .

[0060] Among them, front shock towers 107 are respectively arranged on the front sub-frame longitudinal beams 101 on the left and right sides of the front sub-frame 1, and a front sub-frame anti-collision beam 105 is arranged at the front end of the front sub-frame 1. The front frame 300 includes frame longitudinal beams 3 arranged on the left and right sides, and front anti-collision beams 4 connected to the front ends of the frame longitudinal beams 3 on both sides. The rear end of each side frame longitudinal beam 3 is connected to the front sub-frame longitudinal beam 101 on the same side, and the front anti-collision beam 4 is also arranged up and down with the front sub-frame anti-collision beam 105 along the up and down direction of the whole vehicle.

[0061] At this time, as set above, through the front subframe anti-collision beam 105 located at the front end of the front subframe 1, and the front anti-collision beam 4 connected to the front ends of the frame longitudinal beams 3 on both sides in the front frame 300, this embodiment can form a double-layer collision force transmission structure at the bottom position of the front part of the vehicle body to improve the crushing energy absorption and transmission effect of the collision force, so that the collision force is mainly transmitted along the force transmission path at the bottom, reducing the squeezing of the upper part of the passenger compartment, and helping to improve the collision safety of the whole vehicle.

[0062] At the same time, by integrating the front shock tower 107 on the front subframe longitudinal beam 101 in the front subframe 1, the present embodiment can simplify or even eliminate the front cabin longitudinal beam and the front cabin side beam in the front cabin of the vehicle body, which can help simplify the vehicle body structure, reduce the weight and cost of the vehicle body, and thus also contribute to the lightweight design and styling design of the vehicle body.

[0063] Based on the above overall introduction, specifically, it should be noted that, in this embodiment, the front subframe 1 is a part of the chassis structure 100 in the vehicle body, and the chassis structure 100 is connected to the bottom of the vehicle body frame 200 to form the skeleton structure of the entire vehicle together with the vehicle body frame 200.

[0064] During specific implementation, the front panel, side panel and body floor etc. in the body frame 200 in this embodiment may refer to the relevant structures in the existing vehicles, and will not be described in detail here.

[0065] Continue to combine Figures 6 to 8 As shown in FIG. 1 , the front subframe 1 of the present embodiment may adopt a conventional subframe structure in an existing vehicle, but as a preferred embodiment, the front subframe 1 of the present embodiment may adopt a conventional subframe structure in an existing vehicle, Figures 4 to 6 As shown in FIG. 1 , the front subframe longitudinal beams 101 on both sides of the front subframe 1 of the present embodiment each have an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged vertically.

[0066] At this time, the front sub-frame longitudinal beam 101 is composed of an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged up and down, and the double force transmission channels formed by the upper and lower longitudinal beams can be used to increase the transmission capacity of the collision force. Moreover, in terms of specific structure, the upper longitudinal beam 1011 and the lower longitudinal beam 1012 constituting the front sub-frame longitudinal beam 101 are extended along the front and rear direction of the vehicle, and the front shock tower 107 on each side is specifically arranged on the upper longitudinal beam 1011 on the same side, and the above-mentioned side frame longitudinal beams 3 are also connected to the upper longitudinal beam 1011 on the same side.

[0067] In this embodiment, based on the fact that the front subframe longitudinal beam 1 in the front subframe 1 has an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged up and down, as a preferred exemplary structure, the front end of the front subframe longitudinal beam 101 on each side is connected to the front subframe front cross beam 102, that is, the front end of the front subframe longitudinal beam 101 on both sides is connected to the rear side of the front subframe front cross beam 102, and at the same time, the above-mentioned front subframe anti-collision beam 105 is also connected to the front side of the front subframe front cross beam 102 through the front subframe energy absorption boxes 106 arranged on the left and right sides.

[0068] At this time, by connecting the front end of the front sub-frame longitudinal beam 101 to the rear side of the front sub-frame front cross beam 102, the front sub-frame anti-collision beam 105 is connected to the front side of the front sub-frame front cross beam 102 through the front sub-frame energy absorption box 106, which can facilitate the arrangement of the front sub-frame anti-collision beam 105 at the front end of the front sub-frame 1, and can also increase the crush energy absorption effect of the front sub-frame 1 during a collision.

[0069] In this embodiment, on the basis that the front sub-frame longitudinal beam 1 in each side front sub-frame 1 has an upper longitudinal beam 1011 and a lower longitudinal beam 1012 arranged up and down, the rear ends of the upper longitudinal beam 1011 and the lower longitudinal beam 1012 on each side are connected to the rear cross beam 104 located at the rear of the front sub-frame 1. In addition, similar to the front sub-frame 1 arranged in the existing vehicle, in addition to the front sub-frame front cross beam 102, this embodiment also has a front sub-frame middle cross beam 103 arranged between the front sub-frame longitudinal beams 101 on both sides. The front sub-frame middle cross beam 103 is located between the middle parts of the front sub-frame longitudinal beams 101 on both sides, and is specifically connected between the lower longitudinal beams 1012 on both sides.

[0070] It should be noted that, as a preferred implementation form, in this embodiment, the above-mentioned rear cross beam 104 can be, for example, a part of the front sub-frame 1, and specifically a front sub-frame rear cross beam located at the rear end of the front sub-frame 1. However, in addition to being a front sub-frame rear cross beam, of course, the rear cross beam 104 of this embodiment can also be a beam structure that is arranged at the rear of the front sub-frame 1 and is arranged independently of the front sub-frame 1, and in this case, the rear cross beam 104 can, for example, be connected between the two side connecting longitudinal beams 8 described below to meet its arrangement requirements.

[0071] It should be noted that, in specific implementation, when the rear cross beam 104 is independently provided from the front sub-frame 1, the connection between the rear cross beam 104 and the front sub-frame 1 is generally connected to the rear ends of the front sub-frame longitudinal beams 101 on both sides. Moreover, when the rear cross beam 104 is independently provided from the front sub-frame 1, the front sub-frame rear cross beam in the front sub-frame 1 can be selectively provided as required.

[0072] As a preferred implementation form, based on the fact that the front ends of the upper and lower longitudinal beams on each side are connected to the front cross beam 102 of the front sub-frame, this embodiment also makes the front ends of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side intersect together, and the front sections of the upper longitudinal beams 1011 and the lower longitudinal beams 1012 on each side, and the front sub-frame energy absorption box 106 located on the front side of the front cross beam 102 of the front sub-frame together form a herringbone structure.

[0073] In this embodiment, as a preferred implementation form, the middle parts of the upper longitudinal beams 1011 on both sides are arched upward along the vertical direction of the whole vehicle, and the front shock absorber towers 107 on each side are also specifically arranged at the top of the arched position of the upper longitudinal beam 1011 on the same side. In addition, front shock absorber mounting structures are also respectively arranged on the front shock absorber towers 107 on each side for installing the front shock absorbers. It can be understood that by making the middle part of the upper longitudinal beam 1011 arch upward and setting the front shock absorber towers 107 at the arched position, it not only helps to improve the crushing energy absorption effect of the upper longitudinal beam 1011 when the vehicle collides, especially when it is a head-on collision, but also helps to meet the height requirements of the front shock absorber towers 107 in the whole vehicle.

[0074] On the basis of integrating the front shock tower 107 on the upper longitudinal beam 1011, in the specific embodiment, as a preferred implementation form, Figure 4 and Figure 5 As shown, in this embodiment, the portion where the upper longitudinal beam 1011 and the front shock tower 107 are connected can be a straight structure arranged along the front-rear direction of the vehicle. In this way, the portion where the upper longitudinal beam 1011 and the front shock tower 107 are connected can be set as a straight structure, which can facilitate the integrated arrangement of the front shock tower 107 and also help improve the collision force transmission capability of the upper longitudinal beam 101.

[0075] Continue as Figure 7 As shown in , in a specific implementation, the front shock absorber mounting structure located on the front shock absorber tower 107 may be, for example, a front shock absorber mounting hole disposed at the top of the front shock absorber tower 107, and a through hole for accommodating the top of the front shock absorber. At the same time, in order to increase the rigidity of the front shock absorber mounting position, preferably, in this embodiment, a convex boss 107a may be formed at the top of the front shock absorber tower 107, and the mounting hole for the front shock absorber and the through hole for accommodating the top of the front shock absorber are both located on the boss 107a.

[0076] In addition to providing the above-mentioned boss 107a, as a preferred implementation form, this embodiment can also be as follows Figure 4 and Figure 7 As shown in the figure, reinforcing flanges 107b are provided on both the front and rear sides of the front shock absorber tower 107, and the bottoms of the reinforcing flanges 107b on the front and rear sides are connected to the upper longitudinal beam 1011, and the tops of the reinforcing flanges 107b on the front and rear sides are connected to the top of the front shock absorber tower 107.

[0077] Through the reinforced flanges 107b set on the front and rear sides of the front shock absorber tower 107, it can be understood that it can increase the overall structural strength of the front shock absorber tower 107, improve the reliability of the front shock absorber installation, and also increase the stability of the connection between the front shock absorber tower 107 and the upper longitudinal beam 1011.

[0078] In this embodiment, continue to refer to Figure 4 As shown, as a preferred implementation form, a support beam 108 can also be set between each side lower longitudinal beam 1012 and the upper longitudinal beam 1011, and the bottom end of each side support beam 108 is connected to the lower longitudinal beam 1012, and the connection point between each side support beam 108 and the upper longitudinal beam 1011 is specifically located below the front shock tower 107 on the same side.

[0079] At this time, by arranging the support beam 108 below the front shock tower 107 between the upper and lower longitudinal beams on each side, the upper longitudinal beam 1011 and the front shock tower 107 can be supported to improve the dynamic stiffness of the front shock tower 107. In specific implementation, the top of the support beam 108 and the upper longitudinal beam 1011 can generally be connected through a screw connection structure, and at the same time, the connection portion of the support beam 108 and the lower longitudinal beam 1012 can be set corresponding to the cross beam 103 in the front subframe to increase the support capacity of the support beam 108.

[0080] As a preferred implementation form, this embodiment further, still as Figure 5 As shown, a crushing section 101a is also provided at the front section of each side upper longitudinal beam 1011 and lower longitudinal beam 1012. The crushing section 101a can be bent and deformed when the front sub-frame longitudinal beam 101 is subjected to a positive impact force not less than a preset threshold, thereby guiding the front section of the upper longitudinal beam 1011 and the front section of the lower longitudinal beam 1012 to collapse.

[0081] At this time, by providing the crush segments 101 a on the upper and lower longitudinal beams respectively, the crush energy absorption of the crush segments 101 a can be utilized to increase the effect of absorbing the collision impact force.

[0082] In the specific implementation, Figure 6 As shown in the figure, the crushed section 101a in the front section of the upper longitudinal beam 1011 and the front section of the lower longitudinal beam 1012 on each side may include a crushed section front portion 101b and a crushed section rear portion 101c connected along the front-to-rear direction of the vehicle, and the yield strength of the crushed section front portion 101b is greater than the yield strength of the crushed section rear portion 101c.

[0083] In this way, by making the crush segment 101a on each side include two connected front and rear parts, and making the yield strength of the front part 101b of the crush segment greater than that of the rear part 101c of the crush segment, it is possible that when the vehicles collide head-on, the rear part 101c of the crush segment in the upper and lower longitudinal beams can be crushed and deformed, and due to the collapse of the rear part 101c of the crush segment, the front part 101b of the crush segment in the upper and lower longitudinal beams moves into the space between the upper and lower longitudinal beams due to the collapse of the rear part 101c of the crush segment, and finally the crush segment 101a in the upper and lower longitudinal beams can bend, thereby ensuring the crush energy absorption effect of the crush segment 101a on the upper and lower longitudinal beams during collision.

[0084] Among them, in order to make the yield strength of the front part 101b of the crush section greater than that of the rear part 101c of the crush section, in the specific implementation, for example, the material, thickness, etc. of the front part 101b and the rear part 101c of the crush section can be designed so that there is a difference in the material, thickness, etc. of the two, or a structural reinforcement structure can be added to the front part 101b of the crush section, or a crush structure can be added to the rear part 101c of the crush section, so as to meet the yield strength design requirements of the front and rear parts of the crush section.

[0085] Still see Figure 6 As shown in , based on the yield strength of the above-mentioned crushing section front part 101b being greater than the yield strength of the crushing section rear part 101c, in specific implementation, as a feasible implementation form, this embodiment can, for example, make the crushing section front part 101b and the crushing section rear part 101c both tubular, and also insert the front end of the crushing section rear part 101c into the rear end of the crushing section front part 101b. In this way, by designing the crushing section front part 101b and the crushing section rear part 101c to be tubular, and inserting the crushing section rear part 101c into the crushing section front part 101b, the structure of the crushing section 101a can be made simpler, which is convenient for realizing the molding preparation of the crushing section 101a, and at the same time, the crushing energy absorption effect of the crushing section 101a can be ensured.

[0086] Of course, in addition to designing the front and rear parts of the crush segment as a plug-connected tubular structure, this embodiment can also adopt other settings to achieve the connection between the front part 101b of the crush segment and the rear part 101c of the crush segment, and make the crush segment 101a bend and deform when the vehicle is in a head-on collision. For example, a first mounting portion can be set at the rear end of the front part 101b of the crush segment, and correspondingly, a second mounting portion can be set at the front end of the rear part 101c of the crush segment, and the first mounting portion and the second mounting portion are butt-jointed together, and the first mounting portion and the second mounting portion can generally adopt plates that can be butt-jointed together, and can be fixedly connected by welding or screwing.

[0087] Still Figure 2 and Figure 3 As shown in , as a preferred implementation form, this embodiment further provides a connecting crossbeam 7 between the left and right front shock absorber towers 107. At this time, by providing the connecting crossbeam 7 between the front shock absorber towers 107 on both sides, lateral support can be provided between the front shock absorber towers 107 on both sides, so as to further increase the structural strength of each front shock absorber tower 107, and the provision of the connecting crossbeam 7 can also form a lateral (i.e., left and right direction of the whole vehicle) force transmission channel between the front shock absorber towers 107 on both sides, thereby improving the collision force transmission and dispersion effect.

[0088] In a specific implementation, preferably, the connecting beam 7 can also be connected between the tops of the front shock towers 107 on both sides, so that the connecting beam 7 is connected between the tops of the front shock towers 107 on both sides, which can also facilitate the arrangement of the connecting beam 7.

[0089] In addition, if Figure 8 As shown, in a specific implementation, the connecting cross beam 7 can be, for example, a stamped sheet metal beam structure, and its two ends can also be connected to the front shock tower 107 by a screw connection structure, and continue as shown in FIG. Fig. 9 As shown, as a preferred implementation form, this embodiment can further provide a reinforcing beam 7a extending in the left-right direction of the vehicle in the middle of the connecting beam 7, and the reinforcing beam 7a is buckled and connected with the connecting beam 7.

[0090] At this time, the reinforcing crossbeam 7a can also be made of a stamped sheet metal part, and by arranging the reinforcing crossbeam 7a in the middle of the connecting crossbeam 7, it is obvious that it can further improve the supporting strength and collision force transmission performance of the connecting crossbeam 7.

[0091] In this embodiment, Figures 1 to 3 , and continue to combine Fig.10 As shown, in the front frame 300, the rear end of each side frame longitudinal beam 3 is located in front of the same side front shock tower 107. Moreover, based on the aforementioned straight structure in each side upper longitudinal beam 1011, preferably, in this embodiment, when viewed from the front and rear direction of the vehicle, each side frame longitudinal beam 3 and the straight structure in the same side upper longitudinal beam 1011 are on the same straight line, so that the collision force from the frame longitudinal beam 3 can be better transmitted to the upper longitudinal beam 1011 to improve the collision transmission effect.

[0092] In addition, as a preferred implementation form, a frame crossbeam 5 is connected between the ends of the frame longitudinal beams 3 on both sides close to the upper longitudinal beam 1011, and the frame crossbeam 5 is also connected to the front shock towers 107 on both sides respectively.

[0093] In this way, by setting the frame cross beam 10 between the frame longitudinal beams 3 on both sides and connecting the frame longitudinal beam 10 to the front shock towers 107 on each side, the overall rigidity of the front frame 300 and the reliability of the connection with the front subframe 1 can be increased, and a lateral force transmission channel can also be formed to enhance the collision force transmission and dispersion effect.

[0094] In this embodiment, the front anti-collision beam 4 connected to the front ends of the frame longitudinal beams 3 on both sides is equivalent to the front anti-collision beam assembly structure in the traditional vehicle body, and preferably, the front ends of the frame longitudinal beams 3 on both sides can also be connected to energy absorption boxes not shown in the figure, thereby making the frame longitudinal beams 3 on both sides connected to the front anti-collision beam 4 through the energy absorption boxes.

[0095] At this time, the frame longitudinal beam 3 is connected to the front anti-collision beam 4 through the energy absorption box, which can improve the crush energy absorption capacity of the front frame 300 during a collision. In addition, in the specific implementation, in this embodiment, the frame longitudinal beams 3 on both sides and the frame cross beam 5 can all adopt a tubular structure. In this way, the frame longitudinal beams 3 and the frame cross beams 5 are made of tubular beams, which can facilitate their preparation and also ensure the structural strength of the frame longitudinal beams 3 and the frame cross beams 5.

[0096] In this embodiment, based on the above-mentioned arrangement of the front sub-frame 1 and the front frame 300, as a preferred implementation form, a support member 6 is also arranged on the front sub-frame front cross beam 102 to support the lower side frame longitudinal beams 3. The support members 6 on each side can be a conventional box-shaped sheet metal structure or an extruded profile, etc., and by arranging the support members 6 for supporting the side frame longitudinal beams 3 on the front sub-frame front cross beam 102, it can prevent the front frame 300 from becoming a single cantilever structure, and can improve the stability of the arrangement of the front frame 300.

[0097] The front collision force transmission structure of the vehicle body of this embodiment, through the front subframe anti-collision beam 105 located at the front end of the front subframe 1, and the front anti-collision beam 4 connected to the front ends of the frame longitudinal beams 3 on both sides in the front frame 300, can form a double-layer collision force transmission structure at the bottom position of the front part of the vehicle body in this embodiment to improve the crushing energy absorption and transmission effect of the collision force, so that the collision force is mainly transmitted along the force transmission path at the bottom, reducing the squeezing of the upper part of the passenger compartment, and helping to improve the collision safety of the whole vehicle.

[0098] Of course, by integrating the front shock tower 107 on the front subframe longitudinal beam 101 in the front subframe 1, the present embodiment can also simplify or even eliminate the front cabin longitudinal beam and the front cabin side beam in the front cabin of the vehicle body, which can help simplify the vehicle body structure and reduce the weight and cost of the vehicle body. Therefore, it contributes to the lightweight design and styling design of the vehicle body and has good practicality.

[0099] Embodiment 2

[0100] This embodiment relates to a vehicle, in which the vehicle body front collision force transmission structure in the first embodiment is provided.

[0101] In addition, it should be pointed out that the vehicle provided with the above-mentioned vehicle body front collision force transmission structure in this embodiment can still be a traditional fuel vehicle, however, Fig.11 As shown in the figure, as a preferred implementation form, the vehicle of this embodiment can be, for example, a new energy vehicle, and in particular a pure electric vehicle, and a rear subframe 2 and a connecting longitudinal beam 8 connected between the front subframe 1 and the rear subframe 2 are also provided in the vehicle.

[0102] The connecting longitudinal beams 8 are two beams disposed on the left and right sides, and the front subframe 1, the rear subframe 2, and the connecting longitudinal beams 8 on both sides also define the battery pack installation space. At the same time, the rear subframe 2 and the front subframe 1, and the connecting longitudinal beams 3 connecting the two together together constitute the chassis structure 100 in this embodiment.

[0103] At this time, by setting the connecting longitudinal beams 8 on both sides, the front and rear subframes are connected into an integrated annular structure through the connecting longitudinal beams 8 on both sides, and at the same time, the battery pack installation space is defined in the annular structure. The connecting setting of the connecting longitudinal beams 8 can also be used to form a battery pack annular frame structure. When the vehicle collides, the battery pack 9 can move with the annular frame structure, which can reduce the collision impact on the battery pack 9, thereby increasing the collision safety of the battery pack 9 and helping to improve the safety quality of the entire vehicle.

[0104] Specifically, in this embodiment, as a preferred implementation form, the embodiment can also be such that the rear sub-frame longitudinal beams 201 on the left and right sides of the rear sub-frame 2 are respectively provided with rear shock absorber towers 207. At the same time, based on the rear shock absorber towers 207 also being provided on the rear sub-frame longitudinal beams 201 on each side, as an exemplary structure, Fig.12 As shown in the figure, for the rear subframe 2, the rear subframe longitudinal beams 201 on both sides include inner longitudinal beams 2011, and outer longitudinal beams 2012 are respectively arranged on the side of the inner longitudinal beams 2011 facing the outside of the vehicle along the left-right direction of the whole vehicle, and the rear shock towers 207 on each side are arranged on the outer longitudinal beams 2012 on the same side.

[0105] In addition, similar to the rear subframe 2 currently provided in the vehicle, the rear subframe 2 of the present embodiment also has a rear subframe cross beam connected between the rear subframe longitudinal beams 201 on both sides, and the rear subframe cross beam includes a rear subframe front cross beam 202 provided near the front end of the rear subframe longitudinal beam 201, and a rear subframe rear cross beam 203 provided near the rear end of the rear subframe longitudinal beam 201.

[0106] At the same time, as a preferred implementation form, in this embodiment, the outer longitudinal beams 2012 on both sides extend along the front-rear direction of the whole vehicle, and the outer longitudinal beams 2012 on each side are connected between the front and rear ends of the same-side rear sub-frame longitudinal beam 201. In this way, the outer longitudinal beams 2012 are connected between the front and rear ends of the rear sub-frame longitudinal beam 201, so that the outer longitudinal beams 2012 can better participate in the collision force transmission, and can further improve the collision force transmission effect of the rear sub-frame 2.

[0107] As one of the differences from the existing rear subframe structure, in this embodiment, as a preferred implementation form, a front cross beam 204 is also arranged between the front ends of the rear subframe longitudinal beams 201 on both sides, and based on the arrangement of the front cross beam 204, the front cross beam 204, the rear subframe cross beam, and the rear subframe longitudinal beams 201 and the outer longitudinal beams 2012 on each side are connected to form a plurality of ring structures.

[0108] At this point, it can be understood that, by setting the above-mentioned front cross beam 204, the structural strength and rigidity of the front part of the rear sub-frame 2 can be increased, and at the same time, the front cross beam 204, the rear sub-frame cross beam, and the inner longitudinal beams 2011 and the outer longitudinal beams 2012 on each side are connected to form a plurality of ring structures, which can utilize the high strength of the ring structure to ensure the overall structural strength and rigidity of the rear sub-frame 2, which is beneficial to the improvement of the torsional rigidity of the rear part of the whole vehicle.

[0109] In addition, by setting the front cross beam 204, the battery pack installation space of the present embodiment is specifically formed between the front cross beam 204, the rear cross beam 104 and the connecting longitudinal beams 8 on both sides, so that the annular frame structure used to define the battery pack installation space becomes a rigid embracing structure adapted to the shape of the battery pack 9, and can better improve the collision safety of the battery pack 9.

[0110] In this embodiment, still refer to Fig.12 As shown, as another difference from the existing rear sub-frame structure, a rear sub-frame anti-collision beam 205 is provided at the rear end of the rear sub-frame 2, and the rear ends of the rear sub-frame longitudinal beams 201 on both sides are also connected with rear sub-frame energy absorbing boxes 206. The above-mentioned rear sub-frame anti-collision beam 205 is connected to the rear sub-frame energy absorbing boxes 206 on both sides to realize the setting at the rear end of the rear sub-frame 2.

[0111] The above-mentioned rear subframe anti-collision beam 205 and each rear subframe energy absorption box 206 can all adopt the conventional anti-collision beam and energy absorption box structure used in the existing vehicle body. In addition, by arranging the rear subframe anti-collision beam 205 at the rear end of the rear subframe 2, it can be understood that, on the one hand, it can improve the rear collision force transmission performance of the rear subframe 2, so that the collision force is better transmitted forward along the rear subframe longitudinal beam 201 and the outer longitudinal beam 2012, avoiding single-position force, collision force is difficult to disperse, and causes excessive deformation. On the other hand, the above-mentioned rear subframe anti-collision beam 205 can also be used as a pedestrian anti-rolling beam at the rear of the vehicle, which can improve the safety during the reversing process.

[0112] By connecting the rear subframe anti-collision beam 205 to the rear subframe longitudinal beam 201 through the rear subframe energy absorption box 206, the present embodiment can perform crushing energy absorption through the rear subframe energy absorption box 206, which helps to further improve the safety of the vehicle during rear-end collision.

[0113] In this embodiment, Fig.12 As shown in , as a preferred implementation form, the middle parts of the outer longitudinal beams 2012 on both sides are arched upward along the vertical direction of the whole vehicle, and the tops of the arched parts of the outer longitudinal beams 2012 on both sides can be set as straight sections arranged along the front-rear direction of the whole vehicle. In this way, the middle parts of the outer longitudinal beams 2012 on both sides are arched upward, which helps to increase the crushing energy absorption performance of the outer longitudinal beams 2012 during collision. The top of the arched part of the outer longitudinal beam 2012 is a straight section, and at this time, the rear shock tower 207 on each side is connected to the top of the straight section on the same side, and the rear shock spring mounting seat can also be connected to the bottom of the straight section on each side, so as to facilitate the arrangement of the rear shock spring.

[0114] In this embodiment, Fig.11 As shown, in the left-right direction of the vehicle, based on the connection of the front and rear sub-frames by the connecting longitudinal beams 8 on both sides, as a preferred implementation form, the connecting longitudinal beams 8 on each side are also located on the side of the front sub-frame longitudinal beam 101 and the rear sub-frame longitudinal beam 201 on the same side close to the outside of the vehicle.

[0115] At this time, make the longitudinal beams 8 on each side connected as Fig.11 As shown in the figure, the front sub-frame longitudinal beam 101 and the rear sub-frame longitudinal beam 201 are located on the same side close to the outside of the vehicle. This embodiment helps to achieve Y-direction cross-sectional changes such as the front and rear parts of the load-bearing body, and can meet the matching design requirements between the chassis structure 100 and the body frame 200 in the load-bearing body.

[0116] In the specific implementation, based on the rear cross beam 104 being provided at the rear of the front sub-frame 1, the front ends of the connecting longitudinal beams 8 on both sides are respectively connected to the ends of the extended sections on the left and right sides of the rear cross beam 104, and at the same time, the rear ends of the connecting longitudinal beams 8 on both sides are specifically connected to the front ends of the rear sub-frame longitudinal beams 201 on both sides.

[0117] Moreover, this embodiment is based on the outward extension sections on both sides of the rear cross beam 104, and by combining Fig.12 As shown, by connecting the connecting longitudinal beams 8 on each side to the rear sub-frame longitudinal beam 201 through the inclined connecting sections 8a, the connecting longitudinal beams 8 are located on the side of the front sub-frame longitudinal beam 101 and the rear sub-frame longitudinal beam 201 close to the outside of the vehicle, so as to meet the Y-direction (the left and right direction of the whole vehicle) cross-sectional variation of the front and rear parts of the load-bearing body. Of course, the above-mentioned Y-direction cross-sectional variation also means that the connecting longitudinal beams 8 on each side and the front sub-frame longitudinal beam 101 and the rear sub-frame longitudinal beam 201 are not in a straight line, but are bent at the connection position between the two, thereby reducing the Y-direction cross-sectional dimension of the vehicle body at the front sub-frame 1 and the rear sub-frame 2.

[0118] The above-mentioned change in the Y-direction cross-section of the front part of the vehicle body is obviously fundamentally different from the Y-direction cross-section of the frame beam in the non-load-bearing body that is basically consistent front and rear. In addition, the present embodiment meets the matching design requirements between the chassis and the body frame in the load-bearing body through the size change of the above-mentioned Y-direction cross-section of the front part of the vehicle body.

[0119] In this embodiment, in the specific implementation, the connecting longitudinal beams 8 on both sides can be, for example, an integrally formed beam structure, and specifically an integral closed structure. In this case, the connecting longitudinal beams 8 can also be connected to the rear cross beams 104 in the front and rear sub-frames and the rear sub-frame longitudinal beams 201 by welding. In this way, it can be understood that by using a closed cross section, it can take advantage of the high strength of the cavity structure to ensure the structural strength of the connecting longitudinal beams 8 themselves.

[0120] Of course, in addition to being an integrated structure, the connecting longitudinal beam 8 of this embodiment may also adopt other structures, and for example, it may adopt a steel profile welding structure, an aluminum alloy profile extrusion structure, etc.

[0121] The vehicle of this embodiment is provided with the front collision force transmission structure of the vehicle body in the first embodiment, which helps to improve the collision safety of the entire vehicle.

[0122] At the same time, by setting the connecting longitudinal beams 8 on both sides, the front and rear subframes are connected, and the battery pack installation space is defined by the rear cross beam 104, the front cross beam 204 and the connecting longitudinal beams 8 on both sides. In this embodiment, the battery pack annular frame structure can be formed by the connection setting of the connecting longitudinal beams 8. In the event of a collision, the battery pack 9 can move with the annular frame structure, which can reduce the collision impact on the battery pack 9 and increase the collision safety of the battery pack 9, so as to improve the safety quality of the whole vehicle.

[0123] In addition, it should be noted that in this embodiment, since the front and rear ends of the chassis are still the front and rear subframes, the subframe structure has a smaller Y-direction cross-section than the frame in the non-load-bearing body, and the longitudinal beam at the position of the subframe continues to use a curved longitudinal beam structure, making the chassis structure 100 in this embodiment a structural innovation in the form of a subframe, and significantly different from the conventional non-load-bearing frame beam structure. Specifically, the front and rear subframes in this embodiment are still separate units, which only further add the front and rear connecting longitudinal beams 8 on the basis of the front and rear subframes in the load-bearing body, and are not the integrated beam structure in the non-load-bearing body.

[0124] Of course, in the embodiment in which the connecting longitudinal beam 8 is connected to the front and rear subframes, it is precisely because of the use of the integrated structure of the front and rear subframes connected by the connecting longitudinal beam 8 that this embodiment can not only utilize the characteristics of the load-bearing body structure to reduce the body weight to increase the vehicle endurance, but also form a battery pack annular protection frame to better improve the collision safety of the battery pack 9. Therefore, it not only improves the shortcomings of the load-bearing body structure, but also has the advantages of the non-load-bearing body structure, and can well improve the overall quality of the vehicle.

[0125] In addition, during the final assembly of the vehicle of this embodiment, the subframe at the bottom is still assembled to the upper body in the same manner as the existing load-bearing body assembly method, and the upper body frame is the load-bearing body in the vehicle, and the chassis accessories are also assembled to the body relying on the front and rear subframes. When the vehicle collides, the upper body frame, the front and rear subframes in the chassis, and the connecting longitudinal beam 8 participate in the absorption and transmission of the collision force, instead of the frame beam alone transmitting force and absorbing energy as in the non-load-bearing body.

[0126] At the same time, further, based on the front and rear sub-frames respectively integrating the front shock tower 107 and the rear shock tower 207, this embodiment can also make the overall chassis structure into a skateboard chassis. Fig.13 As shown in , this embodiment eliminates the influence of the distribution of shock towers in the load-bearing body on the body structure, thereby eliminating the front cabin longitudinal beam and the front cabin side beam at the front cabin position, and the rear floor longitudinal beam at the rear floor position, thereby retaining only the middle passenger compartment in the body 10, making the body design simpler, achieving the effect of lightweight body and facilitating body styling design.

[0127] When only the middle part of the cockpit is retained, it should be noted that the front and rear sides of the cockpit can be connected to the front and rear subframes through profiles or beam-like parts, and the front cabin and trunk areas at the front and rear of the vehicle can be matched only according to the overall vehicle styling design.

[0128] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle body front collision force transmission structure, characterized in that: It comprises a front sub-frame (1) and a front frame (300); Front shock towers (107) are respectively provided on the front sub-frame longitudinal beams (101) on the left and right sides of the front sub-frame (1), and a front sub-frame anti-collision beam (105) is provided at the front end of the front sub-frame (1); The front frame (300) comprises frame longitudinal beams (3) arranged on the left and right sides, and front anti-collision beams (4) connected to the front ends of the frame longitudinal beams (3) on the two sides, the rear ends of the frame longitudinal beams (3) on each side are connected to the front sub-frame longitudinal beams (101) on the same side, and the front anti-collision beams (4) and the front sub-frame anti-collision beams (105) are arranged vertically along the vertical direction of the whole vehicle.

2. The vehicle body front collision force transmission structure according to claim 1, characterized in that: The front ends of the front sub-frame longitudinal beams (101) on both sides are connected to the rear side of the front sub-frame front cross beam (102), and the front sub-frame anti-collision beam (105) is connected to the front side of the front sub-frame front cross beam (102) through front sub-frame energy absorption boxes (106) arranged on the left and right sides.

3. The vehicle body front collision force transmission structure according to claim 2, characterized in that: The front auxiliary frame longitudinal beams (101) on both sides each have an upper longitudinal beam (1011) and a lower longitudinal beam (1012) arranged up and down; The front ends of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side are connected to the front cross beam (102) of the front sub-frame, and form a herringbone-shaped collision force transmission channel with the energy absorption box (106) of the front sub-frame on the same side; The front shock absorbing tower (107) on each side is arranged on the upper longitudinal beam (1011) on the same side.

4. The vehicle body front collision force transmission structure according to claim 3, characterized in that: The front sections of the upper longitudinal beam (1011) and the lower longitudinal beam (1012) are both provided with a crushing section (101a). When the front sub-frame longitudinal beam (101) is subjected to a head-on collision force not less than a preset threshold, the crushing section (101a) can be bent and deformed, and guide the front section of the upper longitudinal beam (1011) and the front section of the lower longitudinal beam (1012) to crush.

5. The vehicle body front collision force transmission structure according to claim 4, characterized in that: The crush section (101a) comprises a crush section front part (101b) and a crush section rear part (101c) connected along the front-rear direction of the vehicle, and the yield strength of the crush section front part (101b) is greater than the yield strength of the crush section rear part (101c).

6. The vehicle body front collision force transmission structure according to claim 3, characterized in that: The middle parts of the upper longitudinal beams (1011) on both sides are arched upwards along the vertical direction of the whole vehicle, and the top of the arched position of the upper longitudinal beams (1011) on each side is a straight structure arranged along the front-rear direction of the whole vehicle; The front shock tower (107) on each side is arranged at the top of the arched position of the upper longitudinal beam (1011) on the same side, and from the front-rear direction of the whole vehicle, the frame longitudinal beam (3) on each side and the top of the arched position of the upper longitudinal beam (1011) on the same side are on the same straight line.

7. The vehicle body front collision force transmission structure according to claim 3, characterized in that: A support beam (108) is connected between the upper longitudinal beam (1011) and the lower longitudinal beam (1012) on each side, and a connection point between the support beam (108) and the upper longitudinal beam (1011) on each side is located below the front shock tower (107) on the same side; and / or, A connecting crossbeam (7) is connected between the front shock absorbing towers (107) on both sides.

8. The vehicle body front collision force transmission structure according to any one of claims 1 to 7, characterized in that: The front subframe front cross beam (102) is provided with support members (6) respectively supported below the frame longitudinal beams (3) on each side; and / or, A frame crossbeam (5) is connected between one end of the frame longitudinal beams (3) on both sides close to the front auxiliary frame longitudinal beam (101), and the frame longitudinal beam (3) is respectively connected to the front shock towers (107) on both sides.

9. A vehicle, characterized in that: The vehicle is provided with the vehicle body front collision force transmission structure according to any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that: The vehicle is provided with a rear subframe (2) and a connecting longitudinal beam (8) connected between the front subframe (1) and the rear subframe (2); Rear shock towers (207) are respectively provided on the rear subframe longitudinal beams (201) on the left and right sides of the rear subframe (2), and the connecting longitudinal beams (8) are two beams respectively provided on the left and right sides. The front subframe (1), the rear subframe (2), and the connecting longitudinal beams (8) on both sides jointly define a battery pack installation space.

Images