Vehicle body structure and vehicle

Abstract

The invention provides a vehicle body structure and a vehicle. The vehicle body structure comprises a dash panel assembly, a first front longitudinal beam, a second front longitudinal beam, a first front shock absorption tower, a second front shock absorption tower and a first connecting plate. The first front shock absorption tower and the first front longitudinal beam are located on the same side and are supported and connected to the first front longitudinal beam, and the second front shock absorption tower and the second front longitudinal beam are located on the same side and are supported and connected to the second front longitudinal beam. A first connecting plate is located above the first front longitudinal beam, the first connecting plate is provided with a shock absorber connecting end connected with the first front shock absorption tower and a front wall plate connecting end connected with a front wall plate assembly, and the shock absorber connecting end points to the front wall plate connecting end from the shock absorber connecting end to the front wall plate connecting end. And the trend of the first front longitudinal beam is consistent with the direction from the shock absorber connecting end to the dash panel connecting end. According to the scheme, the requirement for the dynamic stiffness of the first front shock absorption tower is met.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and more particularly, to a body structure and a vehicle. Background Art

[0002] With the development of the automotive industry, in order to achieve vehicle body lightweighting, sheet metal parts with water troughs have gradually been removed from the front panel assembly. However, after the sheet metal parts are removed, the installation structure of the front shock tower has also changed accordingly, and the dynamic stiffness requirements of the front shock tower installation points also need to be met. Summary of the Invention

[0003] This application provides a body structure and a vehicle, which can improve the dynamic stiffness requirements of the front shock tower installation points.

[0004] A body structure includes:

[0005] A front panel assembly for separating the front engine compartment and the passenger compartment;

[0006] A first front longitudinal beam and a second front longitudinal beam, one is located at the left front of the front panel assembly, and the other is located at the right front of the front panel assembly;

[0007] A first front shock tower and a second front shock tower, the first front shock tower is on the same side as the first front longitudinal beam and is supported and connected to the first front longitudinal beam, the second front shock tower is on the same side as the second front longitudinal beam and is supported and connected to the second front longitudinal beam; and

[0008] A first connecting plate is located above the first front longitudinal beam. The first connecting plate is provided with a shock absorber connecting end connected to the first front shock tower, and is also provided with a front panel connecting end connected to the front panel assembly. Along the length from the shock absorber connecting end to the front panel connecting end, the direction of the first front longitudinal beam is the same as the direction from the shock absorber connecting end to the front panel connecting end.

[0009] Optionally, the shock absorber connecting end is provided with a plurality of connection structures I, and the first connecting plate is connected to the first front shock tower through the plurality of connection structures I; and / or

[0010] The front panel connecting end is provided with a plurality of connection structures II, and the first connecting plate is connected to the front panel assembly through the plurality of connection structures II.

[0011] Optionally, the first connecting plate further includes a collapsible structure provided between the shock absorber connecting end and the front panel connecting end, and the collapsible structure is configured to be able to collapse when the first connecting plate is subjected to a collision force.

[0012] Optionally, the first connecting plate is provided with a first convex portion and a second convex portion arranged in a direction from the shock absorber connection end towards the front panel connection end. The first convex portion and the second convex portion protrude in the same direction. The collapsible structure includes a concave portion provided between the first convex portion and the second convex portion, and the concave portion is recessed in a direction opposite to the protruding direction of the first convex portion and the second convex portion.

[0013] Optionally, the first connecting plate includes a connected central region and an edge region. The edge region is disposed around the periphery of the central region, and the first convex portion, the second convex portion, and the concave portion are provided in the central region.

[0014] Optionally, the front panel assembly is provided with a steering gear hole for the steering gear to pass through and a brake hole for the brake to pass through. The front panel connection end is connected to the front panel assembly and is located at a position between the steering gear hole and the brake hole.

[0015] Optionally, the front panel assembly includes a base portion and a convex portion protruding forward from the base portion. The convex portion is located between the steering gear hole and the brake hole, and the front panel connection end is connected to a side surface of the convex portion close to the brake hole.

[0016] Optionally, the first front shock tower is provided with a connection surface connected to the shock absorber connection end, and the connection surface is coplanar with the side surface.

[0017] Optionally, along the transverse direction of the front panel assembly, the first connecting plate is farther away from the middle region of the front panel assembly than the first front longitudinal beam; and / or

[0018] The first connecting plate is detachably connected to the front panel assembly and to the first front shock tower.

[0019] Optionally, the mounting structure further includes a second connecting plate that connects the front panel assembly and the second front shock tower, and the second connecting plate is located above the second front longitudinal beam.

[0020] Optionally, the second connecting plate is provided with a front connection end connected to the second front shock tower and a rear connection end connected to the front panel assembly. Along the length from the front connection end to the rear connection end, the direction of the second front longitudinal beam is consistent with the direction from the front connection end to the rear connection end.

[0021] Optionally, the second connecting plate further includes a collapsible portion provided between the front connection end and the rear connection end, and the collapsible portion is configured to collapse when subjected to a force from the front connection end to the rear connection end.

[0022] A vehicle includes the body structure described in any one of the above.

[0023] This application provides a body structure and a vehicle. Among them, the first connecting plate connects the front bulkhead assembly and the first front shock tower, increasing the number of connection points between the first front shock tower and adjacent components, meeting the requirements of the dynamic stiffness of the first front shock tower. Moreover, part of the collision force transmitted along the first front longitudinal beam can also be dispersed by the first connecting plate, avoiding the collision force acting too concentratedly on the front bulkhead assembly and reducing the intrusion amount of the front bulkhead assembly during a collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic diagram of the body structure shown in an exemplary embodiment of this application;

[0025] Figure 2 is another schematic diagram of the body structure shown in an exemplary embodiment of this application;

[0026] Figure 3 is Figure 1 a schematic diagram of the body structure shown in ;

[0027] Figure 4 is a schematic diagram of the first connecting plate shown in an exemplary embodiment of this application;

[0028] Figure 5 is an exploded view of the front bulkhead assembly, the first connecting plate, and the first front shock tower;

[0029] Figure 6 is an exploded view of the front bulkhead assembly;

[0030] Figure 7 is a schematic diagram of the second connecting plate shown in an exemplary embodiment of this application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0031] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. On the contrary, they are merely examples of devices and methods consistent with some aspects of this application.

[0032] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. Unless otherwise defined, the technical or scientific terms used in this application should have the ordinary meaning as understood by those of ordinary skill in the field to which this application pertains. The "first", "second" and similar terms used in this application do not denote any order, quantity or importance, but are only used to distinguish different components. Similarly, terms such as "a" or "an" do not denote a quantity limitation, but mean that there is at least one, and will be separately stated if only referring to "one". "Multiple" or "several" means two or more. Unless otherwise indicated, terms such as "front part", "rear part", "lower part" and / or "upper part", "top", "bottom" are for ease of description only and are not limited to one position or a spatial orientation. Terms such as "comprising" or "including" mean that the elements or items appearing before "comprising" or "including" cover the elements or items listed after "comprising" or "including" and their equivalents, and do not exclude other elements or items. Terms such as "connected" or "coupled" are not limited to physical or mechanical connections, and may include electrical connections, whether direct or indirect.

[0033] Please refer to Figure 1 and Figure 2 , Figure 1 is a schematic diagram of a vehicle body structure shown in an exemplary embodiment of this application. Figure 2 is another schematic diagram of a vehicle body structure shown in an exemplary embodiment of this application.

[0034] This application provides a vehicle body structure 100, which is applied to a vehicle, and the vehicle includes but is not limited to a fuel vehicle and a new energy vehicle.

[0035] The vehicle body structure 100 includes a front bulkhead assembly 10, a first front longitudinal beam 20, a second front longitudinal beam 30, a first front shock tower 40 and a second front shock tower 50. The front bulkhead assembly 10 is arranged horizontally and is used to separate the front engine compartment and the passenger compartment. The so-called "horizontally arranged" refers to the installation direction of the front bulkhead assembly 10 on the vehicle. The "horizontal" in this application refers to the direction same as the vehicle width, and the "longitudinal" in this application refers to the direction same as the vehicle length.

[0036] The first front longitudinal beam 20 and the second front longitudinal beam 30 are arranged longitudinally, one is located at the left front of the front bulkhead assembly 10, and the other is located at the right front of the front bulkhead assembly 10. The first front longitudinal beam 20 and the second front longitudinal beam 30 are spaced apart horizontally. In this application, the first front longitudinal beam 20 is taken as the left front longitudinal beam and the second front longitudinal beam 30 is taken as the right front longitudinal beam for illustration.

[0037] The first front shock tower 40 and the first front longitudinal beam 20 are on the same side. The inner end of the first front shock tower 40 is supported and connected to the first front longitudinal beam 20, and the outer end of the first front shock tower 40 is supported and connected to the left A-pillar ( Figure 1 not shown in the figure). The second front shock tower 50 and the second front longitudinal beam 30 are on the same side. The inner end of the second front shock tower 50 is supported and connected to the second front longitudinal beam 30, and the outer end of the second front shock tower 50 is supported and connected to the right A-pillar ( Figure 2 not shown in the figure).

[0038] In Figure 1 and Figure 2 the illustrated embodiment, the lower end of the front bulkhead assembly 10 is also supported and connected to the first front longitudinal beam 20, the second front longitudinal beam 30, and the front bulkhead crossbeam 60 located between the first front longitudinal beam 20 and the second front longitudinal beam 30, and the connection method can all adopt welding.

[0039] Please refer to Figure 1 and Figure 3 , Figure 3 which are schematic diagrams of partial structures of the vehicle body structure 100.

[0040] The vehicle body structure 100 further includes a first connecting plate 70. The first connecting plate 70 can be made of aluminum alloy material to achieve lightweight of the structure, but is not limited thereto. The first connecting plate 70 is located above the first front longitudinal beam 20. The first connecting plate 70 is provided with a shock absorber connection end 71 connected to the first front shock tower 40 and a front bulkhead connection end 72 connected to the front bulkhead assembly 10. Along the length from the shock absorber connection end 71 to the front bulkhead connection end 72, the running direction of the first front longitudinal beam 20 is the same as the direction from the shock absorber connection end 71 to the front bulkhead connection end 72. The first front longitudinal beam 20 includes a front section away from the front bulkhead assembly 10 and a rear section close to the front bulkhead assembly 10. The length from the shock absorber connection end 71 to the front bulkhead connection end 72 corresponds to the rear section of the first front longitudinal beam 20. That is to say, the running direction of the rear section of the first front longitudinal beam 20 is the same as the direction from the shock absorber connection end 71 to the front bulkhead connection end 72.

[0041] According to the above description, by using the first connecting plate 70 to connect the front bulkhead assembly 10 and the first front shock tower 40, the number of connection points between the first front shock tower 40 and adjacent components is increased, meeting the dynamic stiffness requirements of the first front shock tower 40. Moreover, part of the collision force transmitted along the rear section of the first front longitudinal beam 20 can be dispersed by the first connecting plate 70 parallel to the rear section of the first front longitudinal beam 20, avoiding the collision force acting on the front bulkhead assembly 10 too concentratedly and reducing the intrusion amount of the front bulkhead assembly 10 during collision.

[0042] In one embodiment, the shock absorber connection end 71 is provided with a plurality of connection structures I 711, and the first connecting plate 70 is connected to the first front shock tower 40 through the plurality of connection structures I 711. That is to say, at the shock absorber connection end 71, the first connecting plate 70 is connected to the first front shock tower 40 at multiple points, so that the dynamic stiffness of the first front shock tower 40 in the height direction can be increased. Here, the "height direction" refers to the direction that is the same as the vehicle body height. The specific implementation manners of the connection structure I 711 include, but are not limited to, connection holes.

[0043] In one embodiment, the front panel connection end 72 is provided with a plurality of connection structures II 721, and the first connecting plate 70 is connected to the front panel assembly 10 through the plurality of connection structures II 721. In this way, at the front panel connection end 72, the first connecting plate 70 is connected to the front panel assembly 10 at multiple points, so that the dynamic stiffness of the first front shock tower 40 in the height direction can also be increased. The specific implementation manners of the connection structure II 721 include, but are not limited to, connection holes.

[0044] In this embodiment, the shock absorber connection end 71 is provided with two connection structures I 711, and the front panel connection end 72 is provided with two connection structures II 721. The first connecting plate 70 realizes multi-point connection with the first front shock tower 40 through the two connection structures I 711, and realizes multi-point connection with the front panel assembly 10 through the two connection structures II 721. The connection structure is stable and reliable.

[0045] Please continue to refer to Figure 3 , in one embodiment, the first connecting plate 70 further includes a collapsible structure 73 disposed between the shock absorber connection end 71 and the front panel connection end 72. The collapsible structure 73 is configured to be collapsible when the first connecting plate 70 is subjected to a collision force, and the collapsing manner can be deformation or fracture, thereby realizing energy absorption and further reducing the intrusion amount of the front panel assembly 10 under the collision force.

[0046] Please refer to Figure 4 , Figure 4 is a schematic diagram of the first connecting plate 70 shown in an exemplary embodiment of the present application.

[0047] In one embodiment, the first connecting plate 70 is provided with a first convex portion 703 and a second convex portion 704 arranged in a direction from the shock absorber connecting end 71 towards the front panel connecting end 72. The first convex portion 703 and the second convex portion 704 protrude in the same direction. The collapsible structure 73 includes a concave portion provided between the first convex portion 703 and the second convex portion 704, and the concave portion is recessed in a direction opposite to the protruding direction of the first convex portion 703 and the second convex portion 704. In this way, the first convex portion 703 and the second convex portion 704 can appropriately increase the stiffness of the first connecting plate 70, thereby improving the dynamic stiffness of the first shock tower 40. In addition, the strength at the concave portion is relatively lower than that of other parts. When subjected to a collision force, stress concentration can be formed at the concave portion, causing the first connecting plate 70 to be crushed and deformed at the concave portion to achieve energy absorption. Of course, the collapsible structure 73 is not limited to Figure 4 the concave portion shown, and can also be a hollow structure with a strength less than that of other parts, etc.

[0048] In Figure 4 the embodiment shown, the first connecting plate 70 further includes a central region 701 and an edge region 702 that are connected to each other. The edge region 702 is disposed around the periphery of the central region 701, and the first convex portion 703, the second convex portion 704, and the concave portion are disposed in the central region 701. In this embodiment, by providing the edge region 702, the stiffness of the first connecting plate 70 can be appropriately increased to prevent the first connecting plate 70 from collapsing under a relatively small collision force.

[0049] In Figure 4 the embodiment shown, the connecting structure I 71 and the connecting structure II 721 are both provided in the edge region 702, and the connecting structure I 71 and the connecting structure II 721 are both provided as connecting holes.

[0050] Please refer to Figure 5 , Figure 5 which is an exploded view of the front panel assembly 10, the first connecting plate 70, and the first front shock tower 40.

[0051] In one embodiment, the first connecting plate 70 is detachably connected to the front wall panel assembly 10 and the first front shock absorber tower 40. In a specific embodiment, the front wall panel assembly 10 is provided with a plurality of first projection welding nuts 11, and a plurality of connecting structures II 721 are all arranged as connecting holes. The plurality of first projection welding nuts 11 and the plurality of connecting structures II 721 are arranged in one-to-one correspondence. The threaded connecting piece passes through the connecting hole and is threadedly connected to the first projection welding nut 11, thereby maintaining the relative fixation of the front wall panel connecting end 72 and the front wall panel assembly 10. The first front shock absorber tower 40 is provided with a plurality of second projection welding nuts 41, and a plurality of connecting structures I 711 are all arranged as connecting holes. The plurality of second projection welding nuts 41 and the plurality of connecting structures I 711 are arranged in one-to-one correspondence. The threaded connecting piece passes through the connecting hole and is threadedly connected to the second projection welding nut 41, thereby maintaining the relative fixation of the shock absorber connecting end 71 and the first front shock absorber tower 40. The detachable connection structure is adopted, which is convenient for the disassembly, installation and replacement of the first connecting plate 70.

[0052] In one embodiment, the front wall panel assembly 10 is further provided with a steering gear hole 12 for the steering gear to pass through and a brake hole 13 for the brake to pass through. The front wall panel connecting end 72 is connected to the front wall panel assembly 10 at a position between the steering gear hole 12 and the brake hole 13. The distance between this position and the first shock absorber tower 40 is relatively small, which is beneficial to realizing the miniaturized design of the first connecting plate 70 and has a good lightweight effect.

[0053] In one embodiment, in order to strengthen the connection strength between the front wall panel connecting end 72 and the front wall panel assembly 10, the front wall panel assembly 10 is formed with a base portion 101 and a convex portion 102 protruding from the base portion 101 towards the first shock absorber tower 40. The convex portion 102 can be formed by stamping. The convex portion 102 is located between the steering gear hole 12 and the brake hole 13, and the front wall panel connecting end 72 is connected to the side surface 103 of the convex portion 102 protruding from the base portion 101 and close to the brake hole 13. With such a setting, the side surface 103 of the convex portion 102 can provide an installation surface for the first connecting plate 70, realizing the reliable connection between the first connecting plate 70 and the front wall panel assembly 10.

[0054] In one embodiment, the first front shock absorber tower 40 is further provided with a connection surface 42 connected to the shock absorber connecting end 71, and the connection surface 42 is set to be coplanar with the side surface 103. With such a setting, the plane where the shock absorber connecting end 71 is located and the plane where the front wall panel connecting end 72 is located are coplanar, which can simplify the structure of the first connecting plate 70 and has better processing manufacturability. It should be noted that the plane where the side surface 103 and the connection surface 42 are located is substantially parallel to the running direction of the rear section of the first front longitudinal beam 20.

[0055] Please refer to again Figure 1, in one embodiment, along the transverse direction of the front bulkhead assembly 10, the first connecting plate 70 is farther from the middle area of the front bulkhead assembly 10 than the first front longitudinal beam 20. That is to say, in the embodiment where the first front longitudinal beam 20 is the left front longitudinal beam, the first connecting plate 70 is closer to the left side than the first front longitudinal beam 20, so that the reasonable utilization of the space on the left front side of the front bulkhead assembly 10 can be realized and interference can be avoided.

[0056] Please refer to Figure 6 , Figure 6 is an exploded view of the front bulkhead assembly 10 shown in an exemplary embodiment of the present application.

[0057] In one embodiment, the front bulkhead assembly 10 includes a front bulkhead 104 and a reinforcing plate 105. The reinforcing plate 105 is connected to the front surface of the front bulkhead 104 and is located at the brake hole 13 for strengthening the strength around the brake hole 13. The reinforcing plate 105 can be welded to the front bulkhead 104. Among them, the first connecting plate 70 is connected to the reinforcing plate 105, and the reinforcing plate 105 is also welded and fixed to the first front longitudinal beam 20 and the front cross beam 60. The reinforcing plate 105 can be formed by a stamping process, and a convex portion 102 is formed on the reinforcing plate 105.

[0058] Please combine Figure 1 and Figure 7 , Figure 7 is a schematic diagram of the second connecting plate 80 shown in an exemplary embodiment of the present application.

[0059] The vehicle body structure 100 further includes a second connecting plate 80. The second connecting plate 80 connects the front bulkhead assembly 10 and the second front shock tower 50, and the second connecting plate 80 is located above the second front longitudinal beam 30. By providing the second connecting plate 80, the number of connection points between the second shock tower 50 and adjacent components can be increased, thereby improving the dynamic stiffness of the second shock tower 50. The second connecting plate 80 can be made of an aluminum alloy material to achieve a balance between performance and lightweight. The second connecting plate 80 can also be detachably connected to the front bulkhead assembly 10 and the second shock tower 50.

[0060] In one embodiment, as Figure 7 shown, the second connecting plate 80 is provided with a front connection end 81 connected to the second shock tower 50 and a rear connection end 82 connected to the front bulkhead assembly 10. Along the length from the front connection end 81 to the rear connection end 82, the direction of the second front longitudinal beam 30 is the same as the direction from the front connection end 81 to the rear connection end 82. With such a setting, part of the collision force transmitted along the second front longitudinal beam 30 can be dispersed by the second connecting plate 80, avoiding the collision force acting on the front bulkhead assembly 10 too concentratedly and reducing the intrusion amount of the front bulkhead assembly 10 during a collision.

[0061] The second connecting plate 80 may further include a collapsible portion 83 disposed between the front connecting end 81 and the rear connecting end 82. The collapsible portion 83 is configured to collapse when a force directed from the front connecting end 81 to the rear connecting end 82 is applied, and the collapsing manner may be deformation or fracture. The specific implementation of the collapsible portion 83 is not limited, and reference may be made to the collapsible structure 73 described above, which will not be elaborated here.

[0062] In one embodiment, along the transverse direction of the front panel assembly 10, the second connecting plate 80 is farther from the middle region of the front panel assembly 10 than the second front longitudinal beam 30. That is to say, in an embodiment where the second front longitudinal beam 30 is the right front longitudinal beam, the second connecting plate 80 is closer to the right side than the second front longitudinal beam 30, so that the reasonable utilization of the space on the right front side of the front panel assembly 10 can be achieved and interference can be avoided.

[0063] The present application also provides a vehicle, which includes the body structure 100 described above.

[0064] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included within the scope of protection of the present application.

Claims

1. A vehicle body structure, characterized in that, Comprising: A front bulkhead assembly for separating the front engine compartment and the passenger compartment; A first front longitudinal beam and a second front longitudinal beam, one located at the left front of the front bulkhead assembly and the other located at the right front of the front bulkhead assembly; A first front shock tower and a second front shock tower, the first front shock tower being on the same side as the first front longitudinal beam and supported and connected to the first front longitudinal beam, the second front shock tower being on the same side as the second front longitudinal beam and supported and connected to the second front longitudinal beam; and A first connecting plate located above the first front longitudinal beam. The first connecting plate is provided with a shock absorber connecting end connected to the first front shock tower and a front bulkhead connecting end connected to the front bulkhead assembly. Along the length from the shock absorber connecting end to the front bulkhead connecting end, the direction of the first front longitudinal beam is consistent with the direction from the shock absorber connecting end to the front bulkhead connecting end.

2. The vehicle body structure according to claim 1, wherein The shock absorber connecting end is provided with a plurality of connecting structures I, and the first connecting plate is connected to the first front shock tower through the plurality of connecting structures I; and / or The front bulkhead connecting end is provided with a plurality of connecting structures II, and the first connecting plate is connected to the front bulkhead assembly through the plurality of connecting structures II.

3. The vehicle body structure according to claim 1, wherein The first connecting plate further includes a collapsible structure provided between the shock absorber connecting end and the front bulkhead connecting end, and the collapsible structure is configured to be able to collapse when the first connecting plate is subjected to a collision force.

4. The vehicle body structure according to claim 3, characterized in that, The first connecting plate is provided with a first convex portion and a second convex portion arranged in the direction from the shock absorber connecting end to the front bulkhead connecting end. The first convex portion and the second convex portion protrude in the same direction. The collapsible structure includes a concave portion provided between the first convex portion and the second convex portion, and the concave portion is recessed in the direction opposite to the protruding direction of the first convex portion and the second convex portion.

5. The vehicle body structure according to claim 4, characterized in that, The first connecting plate includes a connected central region and an edge region. The edge region is disposed around the periphery of the central region, and the first convex portion, the second convex portion, and the concave portion are provided in the central region.

6. The vehicle body structure according to any one of claims 1 to 5, characterized in that, The front bulkhead assembly is provided with a steering gear hole for the steering gear to pass through and a brake hole for the brake to pass through. The front bulkhead connecting end is connected to the front bulkhead assembly and is located at a position between the steering gear hole and the brake hole.

7. The vehicle body structure according to claim 6, wherein The front bulkhead assembly includes a base portion and a convex portion protruding forward from the base portion. The convex portion is located between the steering gear hole and the brake hole, and the front bulkhead connecting end is connected to the side surface of the convex portion close to the brake hole.

8. The vehicle body structure according to claim 7, characterized in that, The first front shock tower is provided with a connecting surface connected to the shock absorber connecting end, and the connecting surface is coplanar with the side surface.

9. The vehicle body structure according to any one of claims 1 to 5, characterized in that, Along the transverse direction of the front bulkhead assembly, the first connecting plate is farther from the middle region of the front bulkhead assembly than the first front longitudinal beam; and / or The first connecting plate is detachably connected to the front bulkhead assembly and the first front shock tower.

10. A vehicle, characterized in that, A vehicle body structure according to any one of claims 1 to 9.

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