Automobile body front structure and automobile

Abstract

The invention relates to the technical field of automobile body structures, in particular to an automobile body front structure and an automobile, the automobile body front structure comprises a front anti-collision beam, a front wheel cover beam, a front longitudinal beam, a first energy absorption box and a second energy absorption box; the two first energy absorption boxes and the two second energy absorption boxes are symmetrically arranged at the two ends of the front anti-collision beam. First connecting ends are symmetrically arranged on the two sides of the front wheel cover beam, the two first connecting ends are connected with the two first energy absorption boxes in a one-to-one correspondence mode, and the first connecting ends coincide with the ends, away from the front anti-collision beam, of the corresponding first energy absorption boxes; second connecting ends are symmetrically arranged on the two sides of the front longitudinal beam, the two second connecting ends are connected with the two second energy absorption boxes in a one-to-one correspondence mode, and the second connecting ends coincide with the ends, away from the front anti-collision beam, of the corresponding second energy absorption boxes. The area of a stress point during collision is increased, overlarge local stress is avoided, and the collision force can be transmitted to the rear part of an engine compartment during collision, so that the safety collision performance of a vehicle body is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle body structures, and in particular relates to a vehicle body front structure and a car. Background Art

[0002] With the development of automobile technology, automobile safety performance has received more and more attention, and research on automobile passive safety has become more and more in-depth. Among them, after the introduction of the concept of collision compatibility, how to improve the collision compatibility level of automobiles has gradually become one of the important directions of automobile safety research.

[0003] Existing automobiles generally have an energy absorption box installed at the front end of the front longitudinal beam at the front of the vehicle body. In the event of a collision, the energy absorption box can disperse the stress received, thereby achieving the purpose of buffering and reducing damage to the vehicle body. However, in actual use, the above structure is limited by the volume of the energy absorption box, resulting in a small area of ​​the force-bearing point in the event of a collision, resulting in excessive stress in the local area. In addition, the collision force received by the energy absorption box is mainly transmitted through the front longitudinal beam, while the front wheel arch beam located on the side of the vehicle body is difficult to effectively transmit the collision force, thereby affecting the overall force transmission efficiency of the front part of the vehicle body, resulting in poor safety collision performance of the vehicle body. Summary of the Invention

[0004] In view of the above problems, the present invention proposes a vehicle body front structure, comprising: A front anti-collision beam is arranged along the width direction of the vehicle body; There are two first energy absorption boxes and two second energy absorption boxes, respectively. The two first energy absorption boxes are symmetrically arranged at both ends of the front anti-collision beam, and the two second energy absorption boxes are also symmetrically arranged at both ends of the front anti-collision beam; A front wheelhouse beam is arranged along the width direction of the vehicle body, and has first connecting ends symmetrically arranged on both sides thereof, the two first connecting ends being connected to the two first energy absorption boxes in a one-to-one correspondence, and the first connecting ends being arranged to overlap with ends of the corresponding first energy absorption boxes away from the front anti-collision beam; The front longitudinal beam is arranged along the width direction of the vehicle body, and has second connecting ends symmetrically arranged on both sides. The two second connecting ends are connected to the two second energy absorption boxes in a one-to-one correspondence, and the second connecting ends are arranged to overlap with the corresponding second energy absorption box at one end away from the front anti-collision beam.

[0005] In some specific embodiments, a mounting plate is provided between the two first connecting ends and the second connecting ends and the corresponding first energy absorbing box and the second energy absorbing box.

[0006] In some specific embodiments, a first buffer cavity is provided in the first energy absorption box; A plurality of second buffer cavities are provided in the second energy absorption box, and the plurality of second buffer cavities are arranged adjacent to each other in sequence.

[0007] In some specific embodiments, the first energy absorption box has a "mouth" - shaped structure, forming a first buffer cavity; The second energy absorption box has a "grid" - shaped structure inside, forming a plurality of second buffer cavities.

[0008] In some specific embodiments, at least two partition plates are arranged inside the second energy absorption box, and the at least two partition plates are evenly spaced along the height direction of the vehicle body, forming the "grid" - shaped structure.

[0009] In some specific embodiments, a bracket is provided at one end of the front longitudinal beam close to the corresponding mounting plate; One end of the bracket is connected to the side surface of the front longitudinal beam, and the other end is connected to the mounting plate, so as to form a triangular structure through the corresponding front longitudinal beam, mounting plate and bracket.

[0010] In some specific embodiments, the two second energy absorption boxes are located between the two first energy absorption boxes, and the volume size of the second energy absorption box is larger than the volume size of the first energy absorption box.

[0011] In some specific embodiments, the front bumper beam is hollow inside, and at least two partition bars are arranged inside the front bumper beam; The at least two partition bars are evenly spaced along the height direction of the vehicle body, and both ends of each partition bar extend along the width direction of the vehicle body to both ends of the front bumper beam.

[0012] In some specific embodiments, the cross - section of the first connection end of the front wheelhouse beam and the cross - section of the second connection end of the front longitudinal beam are both "mouth" - shaped structures.

[0013] A vehicle based on the same concept includes: the front - end body structure as described in any one of the above specific embodiments.

[0014] Compared with the prior art, the front - end body structure of the present invention has at least the following advantages: By the mutual cooperation of the first energy absorption box and the second energy absorption box, the area of the force - receiving points during a collision is increased, thereby avoiding excessive stress on a local area and reducing damage to the vehicle body. Moreover, through the front wheelhouse beam and the first energy absorption box that overlap and align with each other, and the front longitudinal beam and the second energy absorption box that overlap and align with each other, a force transmission path is formed, which can transmit the collision force received during a collision to the rear of the engine compartment to improve the vehicle body's safety collision performance.

[0015] The vehicle of the present invention includes the above - described front - end body structure, so it has the same beneficial effects as the above - described front - end body structure. Therefore, it will not be elaborated here.

[0016] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 A schematic diagram showing a front structure of a vehicle body in an embodiment of the present invention is shown; Figure 2 A schematic top view of the front structure of a vehicle body in an embodiment of the present invention is shown; Figure 3 A schematic diagram showing the connection of the front anti-collision beam in an embodiment of the present invention is shown; Figure 4 A schematic diagram of a first energy absorption box in an embodiment of the present invention is shown; Figure 5 A schematic diagram of a second energy absorption box in an embodiment of the present invention is shown; Figure 6 A schematic diagram of a front longitudinal beam in an embodiment of the present invention is shown; Figure 7 for Figure 6 Schematic diagram of the transverse section; Figure 8 A schematic diagram of a front wheel arch beam according to an embodiment of the present invention is shown; Figure 9 for Figure 8 Schematic diagram of the transverse section.

[0019] In the figure, 100, front anti-collision beam; 110, partition; 200, first energy absorption box; 300, second energy absorption box; 310, partition; 400, front wheel arch beam; 410, wheel arch reinforcement beam; 420, reinforcement beam outer plate; 500, front longitudinal beam; 510, longitudinal beam body; 520, longitudinal beam cover; 600, mounting plate; 700, bracket. DETAILED DESCRIPTION

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0021] Reference Figure 1 and Figure 3 An embodiment of the present invention provides a front vehicle body structure, comprising: a front anti-collision beam 100, a first energy absorbing box 200, a second energy absorbing box 300, a front wheel cover beam 400 and a front longitudinal beam 500. The front anti-collision beam 100 is arranged along the width direction of the vehicle body. Two first energy absorbing boxes 200 and two second energy absorbing boxes 300 are respectively provided. The two first energy absorbing boxes 200 are symmetrically arranged at both ends of the front anti-collision beam 100, and the two second energy absorbing boxes 300 are also symmetrically arranged at both ends of the front anti-collision beam 100. The front wheel cover beam 400 is arranged along the width direction of the vehicle body, and first connecting ends are symmetrically provided on both sides of the front wheel cover. The two first connecting ends are connected to the two first energy absorbing boxes 200 in a one-to-one correspondence, and the first connecting end is arranged to coincide with the end of the corresponding first energy absorbing box 200 away from the front anti-collision beam 100. The front longitudinal beam 500 is arranged along the width direction of the vehicle body, and second connecting ends are symmetrically arranged on both sides of the front longitudinal beam 500. The two second connecting ends are connected to the two second energy absorption boxes 300 one by one, and the second connecting ends are arranged to overlap with the end of the corresponding second energy absorption box 300 away from the front anti-collision beam 100.

[0022] Specifically, the front anti-collision beam 100 is arranged along the width direction of the vehicle body, the front wheel cover beam 400 is arranged along the width direction of the vehicle body, and the front longitudinal beam 500 is also arranged along the width direction of the vehicle body, wherein the front wheel cover beam 400 has first connecting ends on both sides facing the direction close to the front anti-collision beam 100, and the front longitudinal beam 500 has second connecting ends on both sides facing the direction close to the front anti-collision beam 100. Two first energy absorption boxes 200 are provided, and the two first energy absorption boxes 200 are respectively located between the two first connecting ends and the front anti-collision beam 100, and the two first energy absorption boxes 200 are axially symmetrically arranged with the midpoint of the front anti-collision beam 100, so that one end of one of the first energy absorption boxes 200 is connected to a side of one end of the front anti-collision beam 100 close to the front wheel cover beam 400, and the other end of the first energy absorption box 200 is connected to the corresponding first connecting end, and one end of the other first energy absorption box 200 is connected to a side of the other end of the front anti-collision beam 100 close to the front wheel cover beam 400, and the other end of the first energy absorption box 200 is connected to the corresponding first connecting end. Two second energy absorbing boxes 300 are provided. The two second energy absorbing boxes 300 are respectively located between the two second connection ends and the front anti-collision beam 100. The two second energy absorbing boxes 300 are symmetrically arranged with the midpoint of the front anti-collision beam 100 as the axis, so that one end of the second energy absorbing box 300 is connected to the side of one end of the front anti-collision beam 100 close to the front longitudinal beam 500, and the other end of the second energy absorbing box 300 is connected to the corresponding second connection end. One end of the other second energy absorbing box 300 is connected to the side of the other end of the front anti-collision beam 100 close to the front longitudinal beam 500, and the other end of the second energy absorbing box 300 is connected to the corresponding second connection end. By cooperating with the first energy absorbing box 200 and the second energy absorbing box 300, when the front anti-collision beam 100 collides, the first energy absorbing box 200 and the second energy absorbing box 300 can be subjected to force at the same time, thereby increasing the area of ​​the force point when the collision occurs, thereby avoiding the situation where excessive stress is applied to a local area during the collision and reducing damage to the vehicle body.

[0023] Furthermore, the end of the first crash box 200 proximate the wheelhouse beam 400 is aligned with the first connecting end of the corresponding wheelhouse beam 400, thereby transmitting the collision force received by the first crash box 200 along the wheelhouse beam 400 to the rear of the engine compartment as a force transmission path. The end of the second crash box 300 proximate the front longitudinal beam 500 is aligned with the second connecting end of the corresponding front longitudinal beam 500, thereby transmitting the collision force received by the second crash box 300 along the front longitudinal beam 500 to the rear of the engine compartment as another force transmission path. The alignment of the wheelhouse beam 400 with the first crash box 200, and the alignment of the front longitudinal beam 500 with the second crash box 300, form an integrated force transmission path for the front structure of the vehicle body. This allows the collision force received by the first crash box 200 to be evenly and completely transmitted to the rear of the engine compartment in the event of a collision, thereby improving force transmission efficiency and ensuring the safe collision performance of the vehicle body.

[0024] In some specific embodiments of the present invention, referring to Figure 1 and Figure 3 A mounting plate 600 is provided between the two first connection ends and the second connection end and the corresponding first energy absorption box 200 and the second energy absorption box 300 .

[0025] Specifically, two mounting plates 600 are provided. One of the first energy absorption boxes 200 and one of the second energy absorption boxes 300 are located at one end of the front anti-collision beam 100, so that the first energy absorption box 200 and the second energy absorption box 300 are arranged adjacent to each other, one of the first connecting ends is arranged corresponding to the first energy absorption box 200, and one of the second connecting ends is arranged corresponding to the second energy absorption box 300, so that the first connecting end and the second connecting end are arranged adjacent to each other. Another first energy absorption box 200 and another second energy absorption box 300 are located at the other end of the front anti-collision beam 100, so that the first energy absorption box 200 and the second energy absorption box 300 are arranged adjacent to each other, another first connecting end is arranged corresponding to the first energy absorption box 200, and another second connecting end is arranged corresponding to the second energy absorption box 300, so that the first connecting end and the second connecting end are arranged adjacent to each other. The two mounting plates 600 are respectively located between the adjacent first energy absorption boxes 200 and the second energy absorption boxes 300 and the adjacent first connecting ends and the second connecting ends. The ends of the first crash box 200 and the second crash box 300 away from the front impact beam 100 are both connected to the corresponding side of the mounting plate 600, and the first connection end and the second connection end are both connected to the corresponding side of the mounting plate 600 away from the front impact beam 100. The provision of the mounting plate 600 not only facilitates the connection between the first crash box 200 and the first connection end and the second crash box 300 and the second connection end, but also enables the first crash box 200 and the second crash box 300, the first crash box 200 and the second connection end, and the second crash box 300 and the first connection end, all located on the same side, to be indirectly connected via the mounting plate 600, thereby further improving the structural stability during a collision.

[0026] In some specific embodiments of the present invention, referring to Figure 4 and Figure 5 , a first buffer cavity is provided inside the first energy absorption box 200. A plurality of second buffer cavities are provided inside the second energy absorption box 300, and the plurality of second buffer cavities are arranged adjacent to each other in sequence.

[0027] Specifically, the interior of the first energy absorption box 200 is hollow, so that a first buffer cavity is formed by surrounding the inner wall of the first energy absorption box 200. When the first energy absorption box 200 is stressed, it can buffer through the deformation of the first buffer cavity and transmit the collision force to the rear of the engine compartment. The interior of the second energy absorption box 300 is hollow, and moreover, a partition is provided inside the second energy absorption box 300, so that a plurality of second buffer cavities are formed by surrounding the inner wall of the second energy absorption box 300, and the plurality of second buffer cavities are adjacent to each other in sequence. When the second energy absorption box 300 is stressed, it can buffer through the deformation of the plurality of second buffer cavities and transmit the collision force to the rear of the engine compartment. At the same time, because there are a plurality of second buffer cavities, the collision force can be transmitted through the deformation of the plurality of second buffer cavities respectively, further improving the uniformity when transmitting the collision force.

[0028] In some specific embodiments of the present invention, referring to Figure 4 and Figure 5 , the first energy absorption box 200 has a "mouth" - shaped structure to form the first buffer cavity. The interior of the second energy absorption box 300 has an "eye" - shaped structure to form a plurality of second buffer cavities.

[0029] Specifically, the overall exterior of the first energy absorption box 200 is set as a rectangular structure, so that the first buffer cavity surrounded by the inner wall of the first energy absorption box 200 forms a "mouth" - shaped structure to ensure the structural stability and improve the stress - bearing performance of the first energy absorption box 200. The overall exterior of the second energy absorption box 300 is set as a rectangular structure, and the plurality of second buffer cavities are arranged along the height direction of the vehicle body, that is, the body height direction of the second energy absorption box 300, so that the plurality of second buffer cavities surrounded by the inner wall of the second energy absorption box 300 form an "eye" - shaped structure to ensure the structural stability and improve the stress - bearing performance of the second energy absorption box 300.

[0030] In some specific embodiments of the present invention, referring to Figure 5 , at least two partitions 310 are provided inside the second energy absorption box 300, and the at least two partitions 310 are evenly spaced along the height direction of the vehicle body to form an "eye" - shaped structure.

[0031] Specifically, at least two baffles 310 are disposed within the second crash box 300. These baffles 310 are evenly arranged along the height of the vehicle body, i.e., the height of the second crash box 300. Each baffle 310 is disposed horizontally, and both sides of each baffle 310 are fixedly connected to the inner sidewalls of the second crash box 300. The at least two baffles 310 partition the interior of the second crash box 300, so that the inner walls of the second crash box 300, together with the upper and / or lower surfaces of the at least two baffles 310, form a plurality of second buffer cavities. When the second crash box 300 is subjected to force, each baffle 310 within the second crash box 300 disperses and transmits the collision force, ensuring both efficient and uniform force transmission and preventing excessive stress in localized areas.

[0032] In some specific embodiments of the present invention, referring to Figure 2 A bracket 700 is provided at one end of the front longitudinal beam 500 close to the corresponding mounting plate 600. One end of the bracket 700 is connected to the side of the front longitudinal beam 500, and the other end is connected to the mounting plate 600 to form a triangular structure through the corresponding front longitudinal beam 500, the mounting plate 600 and the bracket 700.

[0033] Specifically, the first connecting end and the second connecting end are spaced apart along the width direction of the vehicle body, such that the first connecting end is connected to one side of the mounting plate 600 away from the front anti-collision beam 100, while the second connecting end is connected to the other side of the mounting plate 600 away from the front anti-collision beam 100. One end of the bracket 700 is fixedly connected to the middle portion of the side of the mounting plate 600 away from the front anti-collision beam 100, and the other end of the bracket 700 is fixedly connected to the outer side wall of the second connecting end of the front longitudinal beam 500, thereby forming a triangular structure with the front longitudinal beam 500, the mounting plate 600, and the bracket 700, thereby enhancing the structural stability and the impact resistance of the front longitudinal beam 500.

[0034] Further, refer to Figure 6 and Figure 7The front longitudinal beam 500 includes a longitudinal beam body 510 and a longitudinal beam cover plate 520. Two longitudinal beam bodies 510 and two longitudinal beam cover plates 520 are provided, and the two longitudinal beam bodies 510 and the two longitudinal beam cover plates 520 are provided in a one-to-one correspondence. The longitudinal beam body 510 has an L-shaped cross-section, and the longitudinal beam cover plates 520 also have an L-shaped cross-section. The two longitudinal beam cover plates 520 are each provided to cover the opening of the L-shaped cross-section of the corresponding longitudinal beam body 510, thereby forming a front longitudinal beam 500 with a closed cross-section in the shape of a square. This ensures the stability of the front longitudinal beam 500 and prevents bending. The longitudinal beam body 510 and the corresponding longitudinal beam cover plates 520 are fixedly connected to each other by the flanges of the L-shaped cross-sections of the two sets of corresponding longitudinal beam bodies 510 and longitudinal beam cover plates 520, so that one end of each set of corresponding longitudinal beam bodies 510 and longitudinal beam cover plates 520 forms two second connection ends.

[0035] In some specific embodiments of the present invention, referring to Figure 2 The two second crash boxes 300 are located between the two first crash boxes 200, and the second crash boxes 300 are larger than the first crash boxes 200. Specifically, the larger second crash boxes 300 serve as the primary crash boxes, while the smaller first crash boxes 200 serve as the secondary crash boxes. In the event of a collision, the primary path for collision force transmission is between the second crash boxes 300 and the front longitudinal beam 500, while the secondary path for collision force transmission is between the first crash boxes 200 and the front wheel arch beam 400. This further facilitates the transmission of collision force and reduces damage to the vehicle body.

[0036] In some specific embodiments of the present invention, referring to Figure 2 The front anti-collision beam 100 is hollow inside and is provided with at least two spacers 110. The at least two spacers 110 are evenly spaced along the height direction of the vehicle body, and both ends of each spacer 110 extend to both ends of the front anti-collision beam 100 along the width direction of the vehicle body.

[0037] Specifically, the interior of the front bumper beam 100 is hollow and is provided with at least two spacers 110. The at least two spacers 110 are evenly arranged along the height direction of the vehicle body, i.e., the height direction of the front bumper beam 100. Each spacer 110 is arranged horizontally, and both ends of each spacer 110 extend along the width direction of the vehicle body, i.e., the length direction of the front bumper beam 100, to both ends of the front bumper beam 100. The at least two spacers 110 partition the interior of the front bumper beam 100, so that the inner wall of the front bumper beam 100, together with the upper and / or lower surfaces of the at least two spacers 110, respectively, form a plurality of chambers. When the front bumper beam 100 is subjected to force, each spacer 110 within the front bumper beam 100 is able to disperse and transmit the collision force, thereby ensuring not only the efficiency but also the uniformity of the collision force transmission and preventing excessive stress in local areas.

[0038] In some specific embodiments of the present invention, referring to Figure 8 and Figure 9 The cross section of the first connecting end of the front wheel cover beam 400 and the cross section of the second connecting end of the front longitudinal beam 500 are both "mouth" shaped structures.

[0039] Specifically, the front wheel arch beam 400 includes: a wheel arch reinforcement beam 410 and a reinforcement beam outer plate 420. The wheel arch reinforcement beam 410 includes: a reinforcement beam front portion and a reinforcement beam rear portion. The reinforcement beam outer plate 420 includes: an outer plate front portion and an outer plate middle portion. The cross-section of the wheel arch reinforcement beam 410 is an "L"-shaped structure, and the cross-section of the reinforcement beam outer plate 420 is also an "L"-shaped structure. The two reinforcement beam outer plates 420 are both covered at the opening of the cross-section of the "L"-shaped structure of the corresponding wheel arch reinforcement beam 410 to form a front wheel arch beam 400 with a closed cross-section of a "mouth"-shaped structure. The wheel arch reinforcement beam 410 and the corresponding reinforcement beam outer plate 420 are fixedly connected to each other through the flanges of the "L"-shaped cross-sections of the two groups, so that one end of the two sets of corresponding wheel arch reinforcement beams 410 and reinforcement beam outer plates 420 respectively form two second connection ends. Among them, the opening of the "mouth"-shaped structure surrounded by the wheel cover reinforcement beam 410 and the reinforcement beam outer plate 420 is sealed by setting a reinforcement beam plate to form a cavity structure in the front wheel cover beam 400 to enhance the impact resistance.

[0040] The present invention also provides an automobile, comprising: a front vehicle body structure as described in any of the above-mentioned specific embodiments. Because it includes the above-mentioned front vehicle body structure, it has the same beneficial effects as the above-mentioned front vehicle body structure, and therefore, it is not described in detail here.

[0041] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle body front structure, characterized in that: Comprising: A front bumper beam (100) which is arranged along the width direction of the vehicle body; A first energy-absorbing box (200) and a second energy-absorbing box (300), with two of each respectively. The two first energy-absorbing boxes (200) are symmetrically arranged at both ends of the front bumper beam (100), and the two second energy-absorbing boxes (300) are also symmetrically arranged at both ends of the front bumper beam (100); A front wheelhouse beam (400) which is arranged along the width direction of the vehicle body, and two first connection ends are symmetrically arranged on both sides thereof. The two first connection ends are respectively connected to the two first energy-absorbing boxes (200) in a one-to-one correspondence, and the first connection end coincides with the end of the corresponding first energy-absorbing box (200) far from the front bumper beam (100); A front longitudinal beam (500) which is arranged along the width direction of the vehicle body, and two second connection ends are symmetrically arranged on both sides thereof. The two second connection ends are respectively connected to the two second energy-absorbing boxes (300) in a one-to-one correspondence, and the second connection end coincides with the end of the corresponding second energy-absorbing box (300) far from the front bumper beam (100).

2. The vehicle body front structure according to claim 1, characterized in that: Mounting plates (600) are arranged between the two first connection ends and the second connection ends and the corresponding first energy-absorbing boxes (200) and second energy-absorbing boxes (300).

3. The vehicle body front structure according to claim 1, characterized in that: A first buffer cavity is arranged inside the first energy-absorbing box (200); A plurality of second buffer cavities are arranged inside the second energy-absorbing box (300), and the plurality of second buffer cavities are arranged adjacent to each other in sequence.

4. The vehicle body front structure according to claim 3, characterized in that: The first energy-absorbing box (200) has a "mouth" - shaped structure to form the first buffer cavity; The inside of the second energy-absorbing box (300) has an "eye" - shaped structure to form a plurality of second buffer cavities.

5. The vehicle body front structure according to claim 4, characterized in that: At least two partition plates (310) are arranged inside the second energy-absorbing box (300), and the at least two partition plates (310) are evenly spaced along the height direction of the vehicle body to form the "eye" - shaped structure.

6. The vehicle body front structure according to claim 2, characterized in that: A bracket (700) is arranged at one end of the front longitudinal beam (500) close to the corresponding mounting plate (600); One end of the bracket (700) is connected to the side surface of the front longitudinal beam (500), and the other end is connected to the mounting plate (600), so as to form a triangular structure through the corresponding front longitudinal beam (500), mounting plate (600) and bracket (700).

7. The vehicle body front structure according to claim 1, wherein: The two second energy-absorbing boxes (300) are located between the two first energy-absorbing boxes ( 8. The vehicle body front structure according to claim 1, characterized in that: ​ ​ 9. The vehicle body front structure according to claim 1, characterized in that: ​ 10. An automobile, characterized in that: ​ ​

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