Vehicle body front structure and vehicle

Abstract

The invention provides a vehicle body front structure and a vehicle, the vehicle body front structure comprises a cabin longitudinal beam assembly, a cabin edge beam assembly, a cabin longitudinal beam outer extension plate assembly and an edge beam and longitudinal beam connecting piece, one end of the cabin longitudinal beam outer extension plate assembly is connected with the cabin longitudinal beam assembly, and the other end of the cabin longitudinal beam outer extension plate assembly is connected with the edge beam and longitudinal beam connecting piece; the front end of the engine room edge beam assembly is connected to the engine room longitudinal beam outer extension plate assembly, the edge beam longitudinal beam connecting piece and the engine room edge beam assembly are arranged close to the front end of the engine room longitudinal beam assembly, and the two ends of the edge beam longitudinal beam connecting piece are connected with the engine room longitudinal beam assembly and the engine room edge beam assembly respectively. According to the vehicle body front structure, the cabin longitudinal beam outer extending plate assembly and the side beam longitudinal beam connecting piece are arranged at the same time, an annular force bearing structure can be formed, and when a vehicle is subjected to impact force, the impact force can be transmitted to the two force transmission structures of the cabin longitudinal beam assembly and the cabin side beam assembly at the same time; and the formed annular force bearing structure can better decompose the impact force, so that the impact resistance of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle parts, in particular to a front body structure of a vehicle. BACKGROUND

[0002] In the prior art, the rear of the front anti-collision beam assembly is connected with the engine compartment longitudinal beam assembly, and the impact force received by the vehicle is transmitted to the engine compartment longitudinal beam assembly through the front anti-collision beam assembly. The front anti-collision beam assembly and the engine compartment longitudinal beam assembly are the main parts of the front engine compartment longitudinal beam force transmission structure, and are important structures for energy absorption and transmission during vehicle collision. The main function is to reduce the damage of the front body of the vehicle during low-speed collision, reduce the collision injury of the passengers, and reduce the maintenance cost of the vehicle.

[0003] At present, the front engine compartment longitudinal beam force transmission structure mainly includes the front anti-collision beam assembly and the engine compartment longitudinal beam assembly. Due to the design of the front engine compartment longitudinal beam structure, the impact force received by the vehicle is mainly absorbed by the engine compartment longitudinal beam assembly. When the vehicle is subjected to a side collision, the collision energy is mainly applied to the engine compartment longitudinal beam assembly, which can cause serious damage to the engine compartment longitudinal beam, and the safety performance of the vehicle is low, which can cause serious safety hazards. SUMMARY

[0004] Therefore, the present application aims to provide a front body structure with good impact resistance, especially side impact resistance.

[0005] To achieve the above-mentioned purposes, the technical scheme of the present application is as follows:

[0006] A front body structure includes an engine compartment longitudinal beam assembly, an engine compartment side beam assembly, an engine compartment longitudinal beam outer extension plate assembly, and a side beam longitudinal beam connecting piece.

[0007] The engine compartment longitudinal beam outer extension plate assembly is arranged close to the front end of the engine compartment longitudinal beam assembly. One end of the engine compartment longitudinal beam outer extension plate assembly is connected with the engine compartment longitudinal beam assembly. The front end of the engine compartment side beam assembly is connected to the engine compartment longitudinal beam outer extension plate assembly.

[0008] The side beam longitudinal beam connecting piece is arranged close to the front end of the engine compartment longitudinal beam assembly. The two ends of the side beam longitudinal beam connecting piece are respectively connected with the engine compartment longitudinal beam assembly and the engine compartment side beam assembly.

[0009] Further, the outer side of the engine compartment longitudinal beam assembly gradually inclines inward from front to back.

[0010] The engine compartment longitudinal beam outer extension plate assembly is connected to the outer side of the engine compartment longitudinal beam assembly and extends outward from the engine compartment longitudinal beam assembly.

[0011] The front end of the cabin side beam assembly is connected to the upper side of the cabin longitudinal beam outer extension plate assembly.

[0012] Further, one end of the side beam longitudinal beam connector is detachably connected with the longitudinal beam front end plate of the cabin longitudinal beam assembly, and the other end of the side beam longitudinal beam connector is detachably connected with the cabin side beam of the cabin side beam assembly; and / or,

[0013] The side beam longitudinal beam connector is arc-shaped, and gradually inclines upward from front to back from the cabin longitudinal beam assembly to the cabin side beam assembly.

[0014] Further, the cabin side beam is internally provided with a first cavity, and the length direction of the first cavity is consistent with the extension direction of the cabin side beam.

[0015] The cabin side beam is internally provided with a cabin side beam outer extension reinforcing plate, and the cabin side beam outer extension reinforcing plate is arranged at the position corresponding to the part connected with the side beam longitudinal beam connector.

[0016] Further, the front part of the vehicle body structure further comprises a front anti-collision beam assembly, a fender assembly and an anti-collision beam-fender connector.

[0017] One end of the anti-collision beam-fender connector is connected with the front anti-collision beam of the front anti-collision beam assembly, and the other end of the anti-collision beam-fender connector is connected with the fender connecting support of the fender assembly.

[0018] Further, one end of the anti-collision beam-fender connector is detachably connected with the front anti-collision beam, and the other end of the anti-collision beam-fender connector is detachably connected with the fender connecting support.

[0019] Further, the cabin longitudinal beam outer extension plate assembly comprises a cabin longitudinal beam outer extension plate and a cabin longitudinal beam outer extension plug plate, the cabin longitudinal beam outer extension plate and the cabin longitudinal beam outer extension plug plate are detachably connected to form a second cavity, and the second cavity extends along the left-right direction of the vehicle.

[0020] Further, the cabin longitudinal beam outer extension plate assembly further comprises a cabin longitudinal beam outer extension reinforcing plate, and both ends of the cabin longitudinal beam outer extension reinforcing plate are respectively connected with the cabin longitudinal beam outer plate and the cabin longitudinal beam outer extension plug plate.

[0021] The cabin longitudinal beam of the cabin longitudinal beam assembly is internally provided with a third cavity, and the third cavity is internally provided with a longitudinal beam outer plate reinforcing plate, and the longitudinal beam outer plate reinforcing plate is arranged at the position corresponding to the cabin longitudinal beam outer extension reinforcing plate on the cabin longitudinal beam outer plate.

[0022] Further, the front body structure further comprises a front end frame, the front anti-collision beam mounting plate of the front anti-collision beam assembly, the front end frame, the front end plate of the longitudinal beam, the front end second reinforcing plate of the cabin longitudinal beam assembly and the cabin longitudinal beam outer extension plate are arranged in sequence and overlapped.

[0023] Compared with the prior art, the present application has the following advantages:

[0024] The front body structure of the present application can form a ring-shaped force bearing structure by simultaneously arranging the cabin longitudinal beam outer extension plate assembly and the side beam longitudinal beam connecting piece, and both are connected with the cabin longitudinal beam assembly and the cabin side beam assembly, respectively. When the vehicle is impacted, the impact force can be transmitted to the cabin longitudinal beam assembly and the cabin side beam assembly, which are two force transmission structures, and the ring-shaped force bearing structure can better decompose the impact force, better prevent collision deformation, has the dual effects of energy absorption and force bearing, thereby improving the impact resistance of the vehicle and the safety performance of the vehicle, effectively improving the problem of serious damage to the cabin longitudinal beam caused by offset collision, thereby better protecting the safety of passengers in the vehicle, and reducing the vehicle maintenance cost.

[0025] In addition, due to the arrangement of the anti-collision beam fender connecting piece, the ring-shaped weakening structure formed by the energy absorption box, the cabin longitudinal beam outer extension plate assembly and the like can better absorb the collision energy when the vehicle is impacted, especially in offset collision. The ring-shaped weakening structure in combination with the ring-shaped force bearing structure makes the front body structure have better energy absorption effect and better force bearing structure, which can better improve the safety performance of the vehicle, especially the offset collision resistance.

[0026] In offset collision, the ring-shaped weakening structure in combination with the ring-shaped force bearing structure makes the front body structure of the present embodiment locally collapse and release energy while effectively resisting collision energy, improving force transmission smoothness, and effectively protecting the life safety of passengers in the vehicle, having good practicality.

[0027] Another object of the present application is to provide a vehicle, wherein the vehicle body is provided with the front body structure as described above.

[0028] The vehicle of the present application has the same advantages as the aforementioned front body structure relative to the prior art, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0029] The accompanying drawings, which form a part of the present application, are included to provide a further understanding of the application, and are incorporated herein for purposes of illustrating the illustrative embodiments of the present application and the explanations provided herein. In the drawings:

[0030] Figure 1 Structure diagram of the front body structure according to the first embodiment of the present application;

[0031] Figure 2 for Figure 1 an enlarged view of part A of Fig. 1;

[0032] Figure 3 a structure schematic view of the front body structure of the embodiment one from another perspective;

[0033] Figure 4 a structure schematic view of the front body structure of the embodiment one from still another perspective;

[0034] Figure 5 a sectional view along the line B-B in Fig. 1; Figure 4

[0035] Figure 6 a sectional view along the line C-C in Fig. 1; Figure 4

[0036] Figure 7 a structure schematic view of the front body structure of the embodiment one; Figure 1

[0037] Figure 8 a structure schematic view of the nacelle longeron outer extension plate assembly of the embodiment one;

[0038] Figure 9 a sectional view along the line D-D in Fig. 1; Figure 7

[0039] Figure 10 a structure schematic view from another perspective; Figure 8

[0040] Figure 11 a structure schematic view from below; Figure 10

[0041] Figure 12 an enlarged view of part E of Fig. 1; Figure 11

[0042] Figure 13 a structure schematic view from another perspective; Figure 8

[0043] Figure 14 a structure schematic view from below of the nacelle longeron and the crash beam fender connection;

[0044] Figure 15 a structure schematic view from below of the nacelle longeron.

[0045] BRIEF DESCRIPTION OF THE DRAWINGS

[0046] ​​​​​​​​1, cabin longitudinal beam assembly; 2, cabin side beam assembly; 3, cabin longitudinal beam outer extension plate assembly; 4, side beam longitudinal beam connecting piece; 5, front anti-collision beam assembly; 6, fender assembly; 7, anti-collision beam fender connecting piece; 8, front shock tower assembly; 9, front end frame; 10, first connecting piece; 11, second connecting piece; 12, third connecting piece; 13, fourth connecting piece; 14, connecting beam; 16, fifth connecting piece;

[0047] 101, cabin longitudinal beam; 1011, cabin longitudinal beam outer plate; 1012, cabin longitudinal beam inner plate; 1013, third cavity; 102, longitudinal beam inner plate reinforcing plate; 103, longitudinal beam front end plate; 1031, folded plate; 104, longitudinal beam front end first reinforcing plate; 105, longitudinal beam front end second reinforcing plate; 106, longitudinal beam outer plate reinforcing plate; 107, longitudinal beam front end third reinforcing plate; 108, longitudinal beam front end fourth reinforcing plate; 109, longitudinal beam front end fifth reinforcing plate;

[0048] 201, cabin side beam; 2011, cabin side beam upper plate; 2012, cabin side beam lower plate; 2013, first cavity; 202, cabin side beam outer extension reinforcing plate;

[0049] 301, cabin longitudinal beam outer extension plate; 302, cabin longitudinal beam outer extension plug plate; 303, second cavity; 304, cabin longitudinal beam outer extension reinforcing plate;

[0050] 401, first weight-reducing hole; 402, first flange;

[0051] 501, front anti-collision beam; 502, energy-absorbing box; 5021, fourth cavity; 503, front anti-collision beam mounting plate; 504, energy-absorbing box rear end reinforcing plate;

[0052] 601, fender; 602, fender connecting bracket;

[0053] 701, second weight-reducing hole; 702, accommodation portion. DETAILED DESCRIPTION

[0054] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0055] In the description of the present application, it should be noted that the positions or position relationships indicated by the terms "upper", "lower" and the like are based on the positions or position relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular position, be constructed and operated in a particular position, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0056] In addition, in the description of the present application, unless specifically defined otherwise, the terms "mounting", "connected", "connection", "connecting member" should be interpreted broadly. For example, it can be fixedly connected, or detachably connected, or integrally connected; it can be mechanically connected, or electrically connected; it can be directly connected, or indirectly connected through an intermediate medium, or it can be the communication between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood in conjunction with the specific circumstances.

[0057] In the description of the present application, the front-rear direction is the front-rear direction of the vehicle, usually referring to the length direction of the vehicle, the left-right direction is the left-right direction of the vehicle, usually referring to the width direction of the vehicle, and the up-down direction is the height direction of the vehicle. In the drawings: the front arrow points to the head of the vehicle, the rear arrow points to the tail of the vehicle, the upper arrow points to the top of the vehicle, and the lower arrow points to the bottom of the vehicle. Sitting in the driving position facing the front of the vehicle, the side where the left hand is located is the left side, and the side where the right hand is located is the right side. In the drawings, the left arrow points to the left side of the vehicle, and the right arrow points to the right side of the vehicle. The terms "inner" and "outer" are relative, where "inner" refers to the interior space of the vehicle, and "outer" refers to the exterior of the vehicle, i.e., a position away from the interior space of the vehicle.

[0058] The present application will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0059] Embodiment One

[0060] This embodiment relates to a vehicle body front structure to enhance the structural strength of the vehicle body front structure and improve the crashworthiness of the vehicle, thereby improving the safety performance of the vehicle and better protecting the passengers inside the vehicle.

[0061] Based on the above design idea, an exemplary structure of the vehicle body front structure of the present embodiment is shown in Figures 1 to 4 and Figure 7 The vehicle body front structure mainly includes a cabin longitudinal beam assembly 1, a cabin side beam assembly 2, a cabin longitudinal beam outer extension plate assembly 3, and a side beam longitudinal beam connecting member 4. One end of the cabin longitudinal beam outer extension plate assembly 3 is connected to the cabin longitudinal beam assembly 1, the front end of the cabin side beam assembly 2 is connected to the cabin longitudinal beam outer extension plate assembly 3, the side beam longitudinal beam connecting member 4 and the cabin longitudinal beam outer extension plate assembly 3 are arranged close to the front end of the cabin longitudinal beam assembly 2, and the two ends of the side beam longitudinal beam connecting member 4 are respectively connected to the cabin longitudinal beam assembly 1 and the cabin side beam assembly 2.

[0062] In the vehicle body front structure of the embodiment, the cabin longitudinal beam outer extension plate assembly 3 is connected between the cabin longitudinal beam assembly 1 and the cabin side beam assembly 2, and the side beam longitudinal beam connecting member 4 is also connected between the cabin longitudinal beam assembly 1 and the cabin side beam assembly 2. The cabin longitudinal beam assembly 1, the cabin side beam assembly 2, the cabin longitudinal beam outer extension plate assembly 3, and the side beam longitudinal beam connecting member 4 can form a ring-shaped load-bearing structure, and the ring-shaped load-bearing structure is arranged at the front of the cabin longitudinal beam assembly 1 and also arranged at the front of the cabin side beam assembly 2.

[0063] When the front part of the vehicle is subjected to an impact force, especially an offset impact, the impact force can be transmitted from the front crash beam assembly 5 to the cabin longitudinal beam assembly 1, and the impact force can also be transmitted from the cabin longitudinal beam assembly 1 to the cabin side beam assembly 2 through the ring-shaped load-bearing structure. Thus, the impact force can be finally transmitted to the cabin longitudinal beam assembly 1 and the cabin side beam assembly 2, and the ring-shaped load-bearing structure can better decompose and absorb the impact force, thereby improving the impact resistance of the vehicle and the safety performance of the vehicle, especially the offset impact resistance, and further protecting the safety of the passengers in the vehicle.

[0064] In order to better understand the vehicle body front structure of the embodiment, it should be noted that the vehicle body front structure is symmetrical about the center line in the width direction of the vehicle, and therefore, the left structure of the vehicle body front structure will be described below, and the right structure of the vehicle body front structure will not be described in detail. However, it should be understood that, according to the actual arrangement in the vehicle, only the left structure of the vehicle body front structure can adopt the structure of the embodiment, or only the right structure of the vehicle body front structure can adopt the structure of the embodiment.

[0065] As a preferred embodiment, in the embodiment, the cabin longitudinal beam outer extension plate assembly 3 is connected to the outer side of the cabin longitudinal beam assembly 1, and the cabin longitudinal beam outer extension plate assembly 3 extends from the cabin longitudinal beam assembly 1 to the outer side of the vehicle, and the front end of the cabin side beam assembly 2 is connected to the upper side of the cabin longitudinal beam outer extension plate assembly 3.

[0066] In order to better understand the vehicle body front structure of the embodiment, the structure of the cabin longitudinal beam assembly 1 will be briefly described first. The cabin longitudinal beam assembly 1 mainly includes a cabin longitudinal beam 101, a longitudinal beam inner plate reinforcing plate 102, a longitudinal beam front end plate 103, a longitudinal beam front end first reinforcing plate 104, a longitudinal beam front end second reinforcing plate 105, a longitudinal beam outer plate reinforcing plate 106, a longitudinal beam front end third reinforcing plate 107, a longitudinal beam front end fourth reinforcing plate 108, and a longitudinal beam front end fifth reinforcing plate 109.

[0067] As a preferred embodiment, as shown in FIG. 1, the cabin longitudinal beam outer extension plate assembly 3 is connected to the outer side of the cabin longitudinal beam assembly 1, and the cabin longitudinal beam outer extension plate assembly 3 extends from the cabin longitudinal beam assembly 1 to the outer side of the vehicle. Figure 7 , Figure 8 , Figure 10 and Figure 13As shown, the cabin longitudinal beam 101 comprises a cabin longitudinal beam outer plate 1011 and a cabin longitudinal beam inner plate 1012, the cabin longitudinal beam outer plate 1011 and the cabin longitudinal beam inner plate 1012 are connected to form a third cavity 1013, the third cavity 1013 extends along the front-rear direction of the vehicle, and the outer side of the cabin longitudinal beam inner plate 1012 gradually inclines inward from front to back. More specifically, the cabin longitudinal beam outer plate 1011 and the cabin longitudinal beam inner plate 1012 are connected in the left-right direction of the vehicle, the cabin longitudinal beam outer plate 1011 is located on the side of the cabin longitudinal beam 101 facing outward, the cabin longitudinal beam inner plate 1012 is located on the side of the cabin longitudinal beam 101 facing inward, and the two are connected by welding.

[0068] It should be pointed out here that the above structure of the cabin longitudinal beam 101 mentioned in the embodiment is only a preferred exemplary structure, and in addition to this, the structure of the cabin longitudinal beam 101 is also feasible with reference to the existing structure.

[0069] Among them, the longitudinal beam front end plate 103 is a plate body used to block the front end opening of the cabin longitudinal beam 101 cavity, which is arranged perpendicular to the front-rear direction of the vehicle, and is connected by welding with the cabin longitudinal beam outer plate 1011 and the cabin longitudinal beam inner plate 1012. As shown in Figure 10 As shown, the four peripheral boundaries of the longitudinal beam front end plate 103 are all larger than the area surrounded by the cabin longitudinal beam outer plate 1011 and the cabin longitudinal beam inner plate 1012, so as to facilitate the arrangement of the fifth connecting piece 16.

[0070] Referring to Figure 5 As shown, in order to improve the connection reliability of the longitudinal beam front end plate 103 and the cabin longitudinal beam 101, a longitudinal beam front end first reinforcing plate 104 and a longitudinal beam front end fifth reinforcing plate 109 are arranged on the outer side of the cabin longitudinal beam 101, the longitudinal beam front end first reinforcing plate 104 is connected to the upper side of the cabin longitudinal beam 101, the longitudinal beam front end fifth reinforcing plate 109 is connected to the lower side of the cabin longitudinal beam 101, and the cross section of the longitudinal beam front end first reinforcing plate 104 is L-shaped, one folded edge connects the outer surface of the cabin longitudinal beam 101, and the other folded edge connects the longitudinal beam front end plate 103.

[0071] The cross section of the longitudinal beam front end fifth reinforcing plate 109 is a shape, which has high structural strength itself, the plate body in the middle of the longitudinal beam front end fifth reinforcing plate 109 is connected by welding with the longitudinal beam front end plate 103, the plate body on the lower side is connected by welding with the rearwardly folded flange of the longitudinal beam front end plate 103, and the longitudinal beam front end fifth reinforcing plate 109 also provides the fifth connecting piece 16 to pass through, so as to better improve the connection reliability of the front end of the cabin longitudinal beam 101.

[0072] Meanwhile, the third cavity 1013 of the cabin longitudinal beam 101 is provided with a longitudinal beam front end third reinforcing plate 107 and a longitudinal beam front end fourth reinforcing plate 108, the longitudinal beam front end third reinforcing plate 107 is located on the upper side of the third cavity 1013, the longitudinal beam front end fourth reinforcing plate 108 is located on the lower side of the third cavity 1013, and the cross sections of the longitudinal beam front end third reinforcing plate 107 and the longitudinal beam front end fourth reinforcing plate 108 are both L-shaped, one folded edge connects the inner surface of the cabin longitudinal beam 101, and the other folded edge connects the longitudinal beam front end plate 103.

[0073] As a preferred embodiment, as shown in Figure 5 , the third cavity 1013 is further provided with a longitudinal beam inner plate reinforcing plate 102, the longitudinal beam front end plate 103 and the cabin longitudinal beam inner plate 1012 reinforcing plate are arranged in the front-rear direction of the vehicle, and the distance between the two should not be too large, so that the longitudinal beam inner plate reinforcing plate 102 can better strengthen the structural strength of the front part of the cabin longitudinal beam 101. Preferably, the upper and lower sides of the longitudinal beam inner plate reinforcing plate 102 are both provided with a flange to facilitate welding connection with the upper and lower sides of the cabin longitudinal beam inner plate 1012, respectively.

[0074] As a preferred embodiment, the outer side of the cabin longitudinal beam 101 gradually inclines inward from front to back, as shown in Figure 14 and Figure 15 , the outer side of the cabin longitudinal beam outer plate 1011 gradually inclines inward from front to back, that is, in the left-right direction of the vehicle, the size of the cabin longitudinal beam outer plate 1011 gradually decreases from front to back, so that a gradually changing stress surface can be formed, which meets the lap joint requirement of the cabin longitudinal beam extension reinforcing plate 304, and the main role of the gradually changing design is to enhance the bearing capacity. While transmitting the impact force, this gradually changing structure can decompose the backward impact force into a continuous backward impact force and an impact force along the left-right direction of the vehicle, so that the impact force continuously transmitted backward gradually decreases, and the force transmission performance of the cabin longitudinal beam 101 can be improved.

[0075] As a preferred embodiment, as shown in Figure 1 , Figures 3 to 7 , one end of the side beam longitudinal beam connector 4 is detachably connected with the longitudinal beam front end plate 103 of the cabin longitudinal beam assembly 1, and the other end of the side beam longitudinal beam connector 4 is detachably connected with the upper surface of the cabin side beam 201 of the cabin side beam assembly 2.

[0076] Specifically, as shown in Figure 4 and Figure 5As shown, the upper side of the front end plate 103 of the longitudinal beam has a rearwardly bent flange 1031, and the longitudinal beam side beam connecting member 4 comprises a longitudinal beam side beam connecting plate, and two groups of holes are correspondingly arranged at the front part of the flange 1031 and the longitudinal beam side beam connecting plate, the two groups of holes are arranged in reverse direction on the left and right of the vehicle, the axes of the two groups of holes are in the up-down direction of the vehicle, and the flange 1031 and the longitudinal beam side beam connecting plate are connected by two groups of first connecting members 10 respectively penetrating the two groups of holes. In this embodiment, the first connecting member 10 preferably adopts the existing bolt pair.

[0077] Here, the two groups of holes are arranged in reverse direction on the left and right of the vehicle, which facilitates the stable connection of the first connecting member 10 and the flange 1031 and the longitudinal beam side beam connecting plate. In addition, the number of groups of holes can of course be other values, and it is appropriate to stably and firmly connect the flange 1031 and the longitudinal beam side beam connecting plate.

[0078] The first connecting member 10 can adopt a bolt pair, so that the flange 1031 and the longitudinal beam side beam connecting plate can be detachably connected. The main reason is that the flange 1031 and the longitudinal beam side beam connecting plate are key components for force transmission, and the connection part of the flange 1031 and the longitudinal beam side beam connecting plate is the key part of the force in the force transmission process. If the vehicle is impacted and the longitudinal beam front end plate 103 or the longitudinal beam side beam connecting plate is damaged, it is more convenient to assemble, disassemble and maintain.

[0079] However, it can be understood that the flange 1031 and the longitudinal beam side beam connecting plate can be connected in a detachable manner, or in a non-detachable manner, such as the first connecting member 10 not adopting a bolt pair, but a rivet, the flange 1031 and the longitudinal beam side beam connecting plate are riveted together, or the flange 1031 and the longitudinal beam side beam connecting plate are directly connected together by welding process.

[0080] It should be noted that in this embodiment, the longitudinal beam side beam connecting member 4 is connected with the longitudinal beam front end plate 103, mainly considering that the longitudinal beam side beam connecting member 4 is connected to the front end of the cabin longitudinal beam 101 as much as possible, so that the impact force transmitted from the front anti-collision beam assembly 5 can be better received, thereby better improving the impact resistance of the front structure of the vehicle body.

[0081] In addition, the longitudinal beam side beam connecting member 4 can of course be connected with the cabin longitudinal beam 101, for example, one end of the longitudinal beam side beam connecting member 4 abuts on the upper surface of the cabin longitudinal beam 101 to be connected with the cabin longitudinal beam 101, but in the preferred embodiment, the longitudinal beam side beam connecting member 4 is preferably connected with the part of the cabin longitudinal beam 101 close to the longitudinal beam front end plate 103, so as to have better force receiving effect.

[0082] As a preferred embodiment, the side sill longitudinal beam connector 4 is arc-shaped, and gradually inclines upward from the front to the rear of the cabin longitudinal beam assembly 1 to the cabin side sill assembly 2, so that the side sill longitudinal beam connector 4 arc-shapedly pulls the cabin longitudinal beam assembly 1 and the cabin side sill assembly 2, thereby structurally connecting the upper parts of the inner main force transmission channel and the outer main force transmission channel, and playing a better force bearing and energy absorption role.

[0083] The cabin side sill 201 is provided with a first cavity 2013, the length direction of the first cavity 2013 is consistent with the extension direction of the cabin side sill 201, and the side sill longitudinal beam connector 4 extends to the upper side of the cabin side sill 201 and is connected with the upper side of the cabin side sill 201, and the connection position is above the first cavity 2013. In this way, a structure is formed in which one end of the side sill longitudinal beam connector 4 is connected with the plate body, and the other end is connected with the part provided with the cavity.

[0084] In order to clearly show how the side sill longitudinal beam connector 4 is connected with the cabin side sill assembly 2, the structure of the cabin side sill assembly 2 will be described first with reference to Figure 4 and Figure 6 The cabin side sill assembly 2 is described. In a preferred embodiment, the cabin side sill 201 includes a cabin side sill upper plate 2011 and a cabin side sill lower plate 2012, and the cabin side sill upper plate 2011 and the cabin side sill lower plate 2012 are connected by buckling to form the first cavity 2013. That is, the cabin side sill upper plate 2011 is located on the upward side of the cabin side sill 201, and the cabin side sill lower plate 2012 is located on the downward side of the cabin side sill 201, and the two are connected by welding.

[0085] As shown in Figure 4 , the side sill longitudinal beam connector plate and the cabin side sill upper plate 2011 are provided with two sets of openings corresponding thereto, and the two sets of openings are preferably arranged in the front-rear direction of the vehicle and axially along the up-down direction of the vehicle, so as to improve the connection reliability of the side sill longitudinal beam connector plate and the cabin side sill upper plate 2011. Specifically, the side sill longitudinal beam connector plate and the cabin side sill upper plate 2011 are connected by the second connecting piece 11 respectively arranged in the two sets of openings. Here, the second connecting piece 11 preferably adopts a bolt pair, so as to conveniently achieve the effect of disassembly and repair.

[0086] It should be noted that, in addition to being detachably connected by the second connecting piece 11, the side sill longitudinal beam connector plate and the cabin side sill upper plate 2011 can also be connected in a non-detachable manner, for example, the second connecting piece 11 adopts a rivet, and the side sill longitudinal beam connector plate and the cabin side sill upper plate 2011 are riveted together, or the side sill longitudinal beam connector plate and the cabin side sill upper plate 2011 can also be welded together.

[0087] In addition, the side beam stringer connecting piece 4 can be one or multiple, such as two, three, four, etc. When the side beam stringer connecting piece 4 is multiple, the two ends of each side beam stringer connecting piece 4 are connected with the front end plate 103 of the stringer and the cabin side beam 201 respectively, and the arrangement mode of the multiple side beam stringer connecting pieces 4 can be sequentially spaced arrangement, sequentially adjacent arrangement, or arbitrary cross arrangement.

[0088] The side beam stringer connecting piece 4 can also include multiple sub-plate bodies, which are sequentially connected together. The two ends of the side beam stringer connecting piece 4 connected together are connected with the front end plate 103 of the stringer and the cabin side beam 201 respectively.

[0089] As a preferred embodiment, still referring to Figure 6 As shown, the first cavity 2013 is provided with a cabin side beam outer extension reinforcing plate 202, which is arranged corresponding to the part of the cabin side beam 201 connected with the side beam stringer connecting piece 4, and is preferably welded to the downward side of the upper cabin side beam plate 2011. The side beam stringer connecting plate and the cabin side beam outer extension reinforcing plate 202 are arranged on the upper and lower sides of the upper cabin side beam plate 2011, and the cabin side beam outer extension reinforcing plate 202 is provided with an opening to facilitate the passage of each second connecting piece 11, so as to better enhance the connection reliability of the connection part of the side beam stringer connecting plate and the cabin side beam assembly 2.

[0090] As a preferred embodiment, the side beam stringer connecting plate is provided with a first weight-reducing hole 401. In this embodiment, the number of first weight-reducing holes 401 is three, and the three first weight-reducing holes 401 are arranged at intervals along the extension direction of the side beam stringer connecting plate, which has a good weight-reducing effect without affecting the structural strength of the side beam stringer connecting plate.

[0091] It should be noted that the number, shape and arrangement position of the first weight-reducing hole 401 on the side beam stringer connecting plate can be adjusted according to actual needs, and the embodiment is not limited. That is, the number of first weight-reducing holes 401 can also be other values, such as two, four, five, etc. The shape of the first weight-reducing hole 401 can also be other shapes besides Figure 3 and Figure 4 The arrangement position of the first weight-reducing hole 401 can also be adjusted according to actual needs, and is not limited to the positions shown in Figure 3 and Figure 4

[0092] ​As a preferred embodiment, the first flange 402 is arranged on both sides of the side beam longitudinal beam connecting plate, and in this embodiment, the first flange 402 is folded downward at one end close to the longitudinal beam front end plate 103, and is folded upward at one end close to the cabin side beam assembly 2, and the first flanges 402 on both sides of the side beam longitudinal beam connecting plate are smoothly connected from the longitudinal beam front end plate 103 to the cabin side beam 201, so as to better ensure the structural strength of the side beam longitudinal beam connecting plate.

[0093] As a preferred embodiment, in order to ensure the structural strength of the side beam longitudinal beam connecting plate while arranging the weight-reducing hole, a reinforcing rib is further arranged on the side beam longitudinal beam connecting plate, the reinforcing rib is protruded from the side beam longitudinal beam connecting plate to one side thereof, the length direction of the reinforcing rib is along the extension direction of the side beam longitudinal beam connecting plate, and the reinforcing rib is smoothly arranged at the position where the weight-reducing hole is arranged, so as to better strengthen the structural strength of the side beam longitudinal beam connecting plate, and the arrangement of the weight-reducing hole and the reinforcing rib makes the overall weight of the side beam longitudinal beam connecting plate lighter and has better structural strength.

[0094] It is to be noted that the side beam longitudinal beam connecting member 4 can adopt other structures in addition to the plate structure, such as a tubular structure or a solid column structure, which can stably and reliably connect the cabin longitudinal beam assembly 1 and the cabin side beam assembly 2. According to actual assembly needs, the side beam longitudinal beam connecting plate can further be provided with a positioning hole or a mounting hole for facilitating the mounting of parts in the cabin.

[0095] In addition, in this embodiment, the side beam longitudinal beam connecting member 4 is connected to the position of the cabin side beam 201 provided with the first cavity 2013, and the cabin side beam outer extension reinforcing plate 202 is arranged, so as to realize the optimization of the structural strength by utilizing the high-strength bearing advantage of the main cavity.

[0096] As a preferred embodiment, the front part structure of the vehicle body in this embodiment further comprises a front anti-collision beam assembly 5, a fender assembly 6 and an anti-collision beam fender connecting member 7, wherein one end of the anti-collision beam fender connecting member is connected to the front anti-collision beam 501 of the front anti-collision beam assembly 5, and the other end of the anti-collision beam fender connecting member is connected to the fender connecting bracket 602 of the fender assembly 6.

[0097] In order to better understand the connecting structure of the anti-collision beam fender connecting member 7, the structure of the front anti-collision beam assembly 5 is first briefly described. In this embodiment, the structure of the front anti-collision beam assembly 5 can refer to the existing structure, and the front anti-collision beam assembly 5 can also be arranged as shown in FIG. 6. Figure 1 、 Figure 3 、 Figure 5 、 Figure 7 and Figure 8As shown, the front anti-collision beam assembly 5 mainly comprises a front anti-collision beam 501, an energy absorption box 502, a front anti-collision beam mounting plate 503 and an energy absorption box rear end reinforcing plate 504.

[0098] The front anti-collision beam 501 extends along the left-right direction of the vehicle, the energy absorption box 502 is two, the two energy absorption boxes 502 are arranged near the two ends of the front anti-collision beam 501 respectively, the fourth cavity 5021 is arranged in each of the two energy absorption boxes 502, the fourth cavity 5021 extends along the front-rear direction of the vehicle, the front ends of the two energy absorption boxes 502 are connected to the side of the front anti-collision beam 501 facing the rear of the vehicle, and the rear ends of the two energy absorption boxes 502 are respectively blocked by the corresponding side of the front anti-collision beam mounting plate 503. The front anti-collision beam mounting plate 503 is arranged perpendicular to the front-rear direction of the vehicle, and the four peripheral boundaries of the front anti-collision beam mounting plate 503 are all larger than the area surrounded by the energy absorption box 502, so as to facilitate the arrangement of the fifth connecting piece 16.

[0099] Referring to Figure 5 As shown, the front anti-collision beam assembly 5 is connected with the longitudinal beam front end plate 103 through the front anti-collision beam mounting plate 503 at the rear end of the energy absorption box 502, a plurality of groups of openings are arranged on the front anti-collision beam mounting plate 503 and the longitudinal beam front end plate 103, and the front anti-collision beam mounting plate 503 and the longitudinal beam front end plate 103 are connected through the fifth connecting piece 16 arranged in the corresponding openings. Meanwhile, the fifth connecting piece 16 also passes through the reinforcing plate on the front end frame 9 and the nacelle longitudinal beam assembly 1.

[0100] In order to ensure the connection reliability between the energy absorption box 502 and the front anti-collision beam mounting plate 503, the cross section of the energy absorption box rear end reinforcing plate 504 is designed as L-shaped, one of the two folded edges is welded with the outer side of the energy absorption box 502, and the other folded edge is welded with the front side of the front anti-collision beam mounting plate 503.

[0101] Continuing to refer to Figure 5 As shown, the upper fifth connecting piece 16 passes through the longitudinal beam front end first reinforcing plate 104, and the lower fifth connecting piece 16 passes through the longitudinal beam front end fifth reinforcing plate 109. The fifth connecting piece 16 is preferably a bolt pair in the prior art, so that the front anti-collision beam assembly 5, the front end frame 9 and the nacelle longitudinal beam assembly 1 can be disassembled, which is convenient for disassembly and maintenance.

[0102] As a preferred embodiment, one end of the anti-collision beam fender connecting piece 7 is detachably connected with the part near the outer end of the front side of the front anti-collision beam 501, and the other end of the anti-collision beam fender connecting piece 7 is detachably connected with the inner side of the fender connecting bracket 602, so as to facilitate disassembly and maintenance.

[0103] As Figure 1 and Figure 2As shown, the front beam fender connection 7 comprises a front beam fender connection plate, the front side of the front beam 501 and the front beam fender connection plate are provided with two groups of openings in correspondence, the two groups of openings are arranged in the up-down direction of the vehicle, and the axial direction of the two groups of openings is along the front-rear direction of the vehicle. The front beam 501 and the front beam fender connection plate are connected by the third connecting piece 12 arranged in the corresponding opening. Here, the third connecting piece 12 preferably adopts the existing bolt pair.

[0104] It should be noted that the front beam fender connection 7 and the front beam 501 can be connected in a detachable manner, and can also be connected in a non-detachable manner, for example, the third connecting piece 12 is a rivet, and the front beam fender connection 7 and the front beam 501 are connected together by the rivet, or the front beam fender connection 7 is welded on the front beam 501.

[0105] In order to better understand the connection structure of the front beam fender connection 7 and the fender assembly 6, the structure of the fender assembly 6 will be described first. The structure of the fender assembly 6 can refer to the existing structure, and can also refer to Figures 1 to 4 As shown, the fender assembly 6 mainly comprises a fender 601 and a fender connection bracket 602, the fender connection bracket 602 is installed on the side of the fender 601 facing the vehicle interior, and the front beam fender connection plate and the fender connection bracket 602 are provided with openings in correspondence, and the front beam fender connection plate and the fender connection bracket 602 are connected by the fourth connecting piece 13 passing through the corresponding openings.

[0106] Among them, the fourth connecting piece 13 preferably adopts the existing bolt pair, and the axial direction of the openings on the front beam fender connection plate and the fender connection bracket 602 is along the up-down direction of the vehicle. The front beam fender connection plate and the fender connection bracket 602 are connected in a detachable manner, which is convenient for disassembly and maintenance. In addition, the front beam fender connection plate and the fender connection bracket 602 can also be connected in a non-detachable manner, for example, the fourth connecting piece 13 is a rivet, and the front beam fender connection plate and the fender connection bracket 602 are riveted together by the rivet, or the front beam fender connection plate and the fender connection bracket 602 are welded together.

[0107] It should be noted that the fender beam fender apron connecting piece 7 can adopt other structures in addition to the plate body structure of the fender beam fender apron connecting plate, such as a tubular structure or a solid column structure. The number of fender beam fender apron connecting pieces 7 can be one, two, three, four, etc. When the number of fender beam fender apron connecting pieces 7 is more than one, the two ends of each fender beam fender apron connecting piece 7 can be connected to the front fender beam 501 and the fender apron 601 support, respectively, and the multiple fender beam fender apron connecting pieces 7 can be arranged in the direction of the vehicle, adjacent to each other, or intersected.

[0108] Alternatively, the fender beam fender apron connecting piece 7 includes multiple sub-plates, and the multiple sub-plates are connected in sequence to form a whole, and the two ends of the fender beam fender apron connecting piece 7 connected as a whole can be connected to the front fender beam 501 and the fender apron 601 support, respectively.

[0109] As a preferred embodiment, the fender beam fender apron connecting plate is provided with a give way part 702 for giving way to parts in the engine compartment. As shown in Figure 2 , in this embodiment, the give way part 702 is a notch on the fender beam fender apron connecting plate, which is arranged close to the fender apron connecting support 602. In addition to giving way to parts in the engine compartment, it can also weaken the structural strength of the fender beam fender apron connecting plate, so that the fender beam fender apron connecting plate deforms when the front of the vehicle is subjected to impact force, and has a better energy absorption effect.

[0110] As a preferred embodiment, the fender beam fender apron connecting plate is provided with a second weight-reducing hole 701. Still referring to Figure 2 , the fender beam fender apron connecting plate is provided with two second weight-reducing holes 701. It can be understood that the number of second weight-reducing holes 701 can also be other values, and the shape and arrangement position of the second weight-reducing hole 701 are not limited here, for example, the second weight-reducing hole 701 can be Figure 2 round and irregular quadrilateral, such as triangle, diamond, etc.

[0111] As a preferred embodiment, continuing to refer to Figure 2 , the fender beam fender apron connecting plate is provided with a reinforcing rib, which is formed by the local protrusion of the fender beam fender apron connecting plate to one side, and the reinforcing rib is arranged around the quadrilateral on the fender beam fender apron connecting plate to prevent the structural strength of the fender beam fender apron connecting plate from being deteriorated due to the arrangement of the second weight-reducing hole 701. The arrangement of the second weight-reducing hole 701 and the reinforcing rib makes the fender beam fender apron connecting plate lighter in weight and the structural strength not too poor.

[0112] It should also be mentioned here that due to the provision of the anti-collision beam fender connector 7, the energy absorption box 502, the front anti-collision beam 501, the anti-collision beam fender connector 7, the fender connecting bracket 602 and the cabin longitudinal beam outer extension plate assembly 3 can form an annular weakened structure. The characteristics of the poor structural strength of the anti-collision beam fender connector 7, the energy absorption box 502 and the fender 601 can be utilized to achieve structural collapse during the collision process, thereby achieving a better effect of absorbing collision energy.

[0113] As a preferred embodiment, refer to Figures 7 to 12 As shown, the cabin longitudinal beam outer extension plate assembly 3 is the main load-bearing component connecting the cabin longitudinal beam 101 and the lower part of the cabin side beam 201, and is an important load-bearing component in the left and right extension area of ​​the cabin longitudinal beam.

[0114] In terms of specific structure, the cabin longitudinal beam outer extension plate assembly 3 includes a cabin longitudinal beam outer extension plate 301 and a cabin longitudinal beam outer extension blocking plate 302. The cabin longitudinal beam outer extension plate 301 and the cabin longitudinal beam outer extension blocking plate 302 are snap-fitted and connected to form a closed box-type structure, with a second cavity 303 formed inside. The second cavity 303 extends along the left and right directions of the vehicle and docks with the cabin longitudinal beam 101 in the left and right directions of the vehicle to form a cantilever connection structure.

[0115] Reference Figure 9 As shown, in this embodiment, the right end of the second cavity 303 corresponds to the third cavity 1013 in the cabin longitudinal beam 101, and the left part of the second cavity 303 corresponds to the first cavity 2013 in the cabin side beam 201, thereby forming a structure in which the first cavity 2013, the second cavity 303 and the third cavity 1013 are connected and stacked in sequence, so that the structural strength of the connection between the cabin side beam 201, the cabin longitudinal beam outer extension plate assembly 3 and the cabin longitudinal beam 101 is higher.

[0116] In this embodiment, the cross-section of the cabin stringer outer extension plate 301 is preferably in the shape of a ⌚, and the opening, i.e., the open area, of the cabin stringer outer extension plate 301 faces rearward and is blocked by the cabin stringer outer extension blocking plate 302. Preferably, the upper side plate of the cabin stringer outer extension plate 301 extends and overlaps the upper surface of the cabin stringer outer plate 1011, and the lower side plate of the lower side of the cabin stringer outer extension plate 301 extends and overlaps the lower surface of the cabin stringer outer plate 1011, so that there is a larger contact area between the cabin stringer outer extension plate 301 and the cabin stringer outer plate 1011, more welding points can be arranged, and the connection reliability between the cabin stringer outer extension plate 301 and the cabin stringer outer plate 1011 is improved.

[0117] In a preferred embodiment, the end of the nacelle longitudinal beam outer extension plate 301 away from the nacelle longitudinal beam outer plate 1011 is provided with a blocking plate blocking the second cavity 303, the blocking plate is formed by local bending of the nacelle longitudinal beam outer extension plate 301, and the upper surface of the bent part is again bent to lap on the upper surface of the nacelle longitudinal beam outer extension plate 301, and the lower surface of the bent part is again bent to lap on the lower surface of the nacelle longitudinal beam outer extension plate 301, so as to better improve the structural strength of the nacelle longitudinal beam outer extension plate 301.

[0118] As a preferred embodiment, the part of the nacelle longitudinal beam 101 connected with the nacelle longitudinal beam outer extension plate assembly 3 is arranged close to the front end of the nacelle longitudinal beam 101, so that the third cavity 1013, the second cavity 303 and the cavity in the energy absorption box 502 are converged together, and the high-strength structural characteristics of the cavity convergence are used for force bearing, realizing the high efficiency of structural connection.

[0119] As a preferred embodiment, as shown in Figure 8 、 Figures 13 to 14 The nacelle longitudinal beam outer extension plate assembly 3 further comprises a nacelle longitudinal beam outer extension reinforcing plate 304, and the two ends of the nacelle longitudinal beam outer extension reinforcing plate 304 are respectively connected with the nacelle longitudinal beam outer plate 1011 and the nacelle longitudinal beam outer extension blocking plate 302.

[0120] As in the present embodiment, from top to bottom, the main plate body of the nacelle longitudinal beam outer extension reinforcing plate 304, the nacelle longitudinal beam outer plate 1011 and the nacelle longitudinal beam outer extension blocking plate 302 form a fifth cavity with a triangular cross section, which can form a triangular force bearing ring, and the triangular force bearing ring is used to realize the reinforcement of the root of the nacelle longitudinal beam outer extension plate assembly 3 (i.e. the part connected with the nacelle longitudinal beam 101), so as to better improve the structural strength of the connection between the nacelle longitudinal beam outer extension plate assembly 3 and the nacelle longitudinal beam 101. Here, the fifth cavity constitutes an energy absorption cavity, and the combined application of the triangular force bearing ring and the energy absorption cavity can realize the combined application effect of strong and weak structures, and fully improve the vehicle collision safety performance and protect the driving safety of passengers.

[0121] In a preferred embodiment, the upper and lower sides of the main plate body are respectively provided with triangular flanges, so as to be respectively arranged on the upper and lower sides of the fifth cavity with a triangular cross section, and the two sides of the triangular flange not connected with the main plate body are again bent to form flanges, so as to be respectively welded and connected with the nacelle longitudinal beam outer extension blocking plate 302 and the nacelle longitudinal beam outer plate 1011.

[0122] And the left and right sides of the main plate body also form a flange, so as to be respectively welded and connected with the cabin longitudinal beam outer extension plate 302 and the cabin longitudinal beam outer plate 1011, and the flange provided on the cabin longitudinal beam outer extension plate 301 can better ensure the structural strength of the cabin longitudinal beam outer extension reinforcing plate 304, thereby improving the reliability of the connection between the cabin longitudinal beam outer extension plate assembly 3 and the cabin longitudinal beam 101.

[0123] As a preferred embodiment, as shown in Figure 11 , the third cavity 1013 of the aforementioned cabin longitudinal beam 101 is provided with a longitudinal beam outer plate reinforcing plate 106, which is arranged on the cabin longitudinal beam inner plate 1012 at a position corresponding to the cabin longitudinal beam outer extension reinforcing plate 304, so as to further strengthen the structural strength of the connection part between the cabin longitudinal beam 101 and the cabin longitudinal beam outer extension plate assembly 3.

[0124] As a preferred embodiment, referring to Figure 1 , Figure 3 , Figure 4 and Figure 7 , the front end frame 9 of the vehicle body front structure is also included, and the structure of the front end frame 9 can refer to the existing structure. As shown in Figure 11 and Figure 12 , in the preferred embodiment of the present embodiment, the front crash beam mounting plate 503 of the front crash beam assembly 5, the front end frame 9, the longitudinal beam front end plate 103, the longitudinal beam front end second reinforcing plate 105 of the cabin longitudinal beam assembly 1, and the cabin longitudinal beam outer extension plate 301 are arranged in sequence and are preferably connected by welding to form a multi-layer sheet metal overlapping reinforcing structure, so as to better improve the structural strength of the connection part between the cabin longitudinal beam assembly 1 and the front crash beam 501 longitudinal beam assembly.

[0125] In addition, the cantilever structure of the cabin longitudinal beam outer extension plate assembly 3 adopts a multi-layer sheet metal overlapping reinforcing structure and a triangular reinforcing structure, which can effectively improve the root strength of the cantilever structure and ensure the safety of the connection structure between the cabin longitudinal beam outer extension plate assembly 3 and the cabin longitudinal beam 101.

[0126] As a preferred embodiment, still referring to Figure 1 , Figure 3 , Figure 4 and Figure 7 , the cabin longitudinal beam 101 and the cabin side beam 201 are also connected with a connecting beam 14 and a front shock tower assembly 8, and the front shock tower assembly 8 mainly includes a shock tower shell and a shock absorber mounted on the shock tower shell, and the structure thereof can refer to the existing structure. In the present embodiment, the material of the shock tower shell is preferably aluminum, which is integrally formed by casting process, so as to better ensure the structural strength of the shock tower shell and the overall weight is lighter.

[0127] From front to back, the side beam longitudinal beam connecting piece 4, the connecting beam 14 and the shock tower shell are arranged in sequence, which can better connect the two main force transmission members of the cabin longitudinal beam 101 and the cabin side beam 201, thereby better ensuring the crash resistance of the vehicle.

[0128] Finally, it needs to be pointed out that, still referring to Figure 10 As shown, the cabin longitudinal beam outer extension plate 301 is matched with the cabin longitudinal beam end portion, the cross section of the longitudinal beam front end second reinforcing plate 105 is L-shaped, one folded edge is welded to be connected with the cabin longitudinal beam outer extension plate 301, and the other folded edge is welded to be connected with the cabin longitudinal beam outer plate 1011. The part adopts the boundary outer extension type overlapping design of the longitudinal beam front end plate 103 and the longitudinal beam front end second reinforcing plate 105, the middle outer side of the longitudinal beam front end plate 103 and the longitudinal beam front end second reinforcing plate 105 in the vehicle height direction is outwardly convex to the left, can have a larger contact area with the matched position of the cabin longitudinal beam outer extension plate 301, forms a multi-layer sheet metal overlapping lap joint structure, and the overlapping position can be designed to be connected with double rows of welding points, so as to realize the root matching of the cabin longitudinal beam outer extension plate assembly 3 and the collaborative force bearing of multiple components.

[0129] The vehicle body front structure of the embodiment, the side beam longitudinal beam connecting piece 4 is a main force bearing component connecting the upper parts of the cabin longitudinal beam 101 and the cabin side beam 201, and plays a key role in collision force transmission. The main force bearing and energy absorbing structure includes not only the inner side main force transmission channel formed by the front crash beam 501, the energy absorbing box 502 and the cabin longitudinal beam assembly 1, but also the main components such as the cabin side beam assembly 2 and the front shock tower assembly 8. The front crash beam 501, the energy absorbing box 502 and the cabin longitudinal beam assembly 1 are designed as the main force transmission structure.

[0130] The two ends of the cabin longitudinal beam outer extension plate assembly 3 are connected with the cabin longitudinal beam assembly 1 and the cabin side beam assembly 2 respectively, and the two ends of the side beam longitudinal beam connecting piece 4 are connected with the cabin longitudinal beam assembly 1 and the cabin side beam assembly 2 respectively, so that the front part of the cabin longitudinal beam assembly 1 and the cabin side beam assembly 2 forms a high-strength ring-shaped force bearing structure. The ring-shaped force bearing structure not only can better decompose and absorb the collision force, but also can transmit the collision force to the cabin side beam assembly 2.

[0131] The cabin side beam assembly 2 is designed as an auxiliary force transmission structure, forming an outer side main force transmission channel. The outer side main force transmission channel and the inner side main force transmission channel are connected through the side beam longitudinal beam connecting piece 4 and the cabin longitudinal beam outer extension plate assembly 3, so that the cabin longitudinal beam assembly 1 and the cabin side beam assembly 2 can jointly bear the impact force of the vehicle.

[0132] In addition, since the front shock tower assembly 8 connects the nacelle longitudinal beam assembly 1 and the nacelle side beam assembly 2, that is, the nacelle side beam assembly 2 is laterally attached to the nacelle longitudinal beam assembly 1, the impact force transmitted to the nacelle longitudinal beam assembly 1 can also be transmitted to the nacelle side beam assembly 2 through the front shock tower assembly 8, thereby assisting the decomposition and absorption of the impact force by the front annular load-bearing structure.

[0133] In addition, since the anti-collision beam wing panel connecting piece 7 is provided with the annular weakening structure formed by the energy-absorbing box 502, the nacelle longitudinal beam outer extension plate assembly 3, etc., when the vehicle is subjected to impact, especially offset collision, the annular weakening structure can have a good energy-absorbing effect. The annular weakening structure is matched with the annular load-bearing structure, so that the front structure of the vehicle body has a good energy-absorbing effect and a good load-bearing structure, which can improve the safety performance of the vehicle, especially the offset crash performance, effectively protect the life safety of the passengers in the vehicle, and has good practicability.

[0134] Embodiment Two

[0135] The vehicle of the present embodiment is provided with the front structure of the vehicle body as in Embodiment One.

[0136] The vehicle of the present embodiment can improve the offset crash performance of the front of the vehicle, better protect the passengers in the vehicle, and reduce the maintenance cost of the vehicle by applying the front structure of the vehicle body of Embodiment One, and has good practicability.

[0137] The above is only a preferred embodiment of the present application, and is not used to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle body front structure, characterized in that: The vehicle body front structure comprises a cabin longitudinal beam assembly (1), a cabin side beam assembly (2), a cabin longitudinal beam outer extension plate assembly (3) and a side beam and longitudinal beam connector (4); The cabin longitudinal beam outer extension plate assembly (3) is arranged close to the front end of the cabin longitudinal beam assembly (1), one end of the cabin longitudinal beam outer extension plate assembly (3) is connected to the cabin longitudinal beam assembly (1), and the front end of the cabin side beam assembly (2) is connected to the cabin longitudinal beam outer extension plate assembly (3); The side beam and longitudinal beam connector (4) is arranged close to the front end of the cabin longitudinal beam assembly (1), and the two ends of the side beam and longitudinal beam connector (4) are respectively connected to the cabin longitudinal beam assembly (1) and the cabin side beam assembly (2).

2. The vehicle body front structure according to claim 1, characterized in that: The outer side of the cabin longitudinal beam (101) of the cabin longitudinal beam assembly (1) is gradually inclined inward from front to back; The cabin longitudinal beam outer extension plate assembly (3) is connected to the outer side of the cabin longitudinal beam assembly (1) and extends from the cabin longitudinal beam assembly (1) to the outer side of the vehicle; The front end of the cabin side beam assembly (2) is connected to the upper side of the cabin longitudinal beam outer extension plate assembly (3).

3. The vehicle body front structure according to claim 2, characterized in that: One end of the side beam and longitudinal beam connector (4) is detachably connected to the longitudinal beam front end plate (103) of the cabin longitudinal beam assembly (1), and the other end of the side beam and longitudinal beam connector (4) is detachably connected to the cabin side beam (201) of the cabin side beam assembly (2); and / or, The side beam and longitudinal beam connecting member (4) is arc-shaped, and from the cabin longitudinal beam assembly (1) to the cabin side beam assembly (2), the side beam and longitudinal beam connecting member (4) is gradually inclined upward from front to back.

4. The vehicle body front structure according to claim 1, characterized in that: A first cavity (2013) is provided in the cabin side beam (201), and a length direction of the first cavity (2013) is consistent with an extension direction of the cabin side beam (201); A cabin side beam outer extension reinforcement plate (202) is provided in the first cavity (2013), and the cabin side beam outer extension reinforcement plate (202) is provided corresponding to the portion of the cabin side beam (201) connected to the side beam longitudinal beam connector (4).

5. The vehicle body front structure according to any one of claims 1 to 4, characterized in that: The vehicle body front structure also includes a front anti-collision beam assembly (5), a fender assembly (6) and an anti-collision beam fender connecting member (7); One end of the anti-collision beam fender connecting member (7) is connected to the front anti-collision beam (501) of the front anti-collision beam assembly (5), and the other end of the anti-collision beam fender connecting member (7) is connected to the fender connecting bracket (602) of the fender assembly (6).

6. The vehicle body front structure according to claim 5, characterized in that: One end of the fender beam connecting piece (7) is detachably connected with the front fender beam (501), and the other end of the fender beam connecting piece is detachably connected with the fender connecting support (602).

7. The vehicle body front structure according to claim 5, characterized in that: The nacelle longitudinal beam outer extension plate assembly (3) comprises a nacelle longitudinal beam outer extension plate (301) and a nacelle longitudinal beam outer extension blanking plate (302), the nacelle longitudinal beam outer extension plate (301) and the nacelle longitudinal beam outer extension blanking plate (302) are connected by buckling to form a second cavity (303), and the second cavity (303) extends along the left-right direction of the vehicle.

8. The vehicle body front structure according to claim 7, characterized in that: The nacelle longitudinal beam outer extension plate assembly (3) further comprises a nacelle longitudinal beam outer extension reinforcing plate (304), and two ends of the nacelle longitudinal beam outer extension reinforcing plate (304) are connected with the nacelle longitudinal beam outer plate (1011) and the nacelle longitudinal beam outer extension blanking plate (302) respectively; The nacelle longitudinal beam (101) of the nacelle longitudinal beam assembly (1) is provided with a third cavity (1013), and the third cavity (1013) is provided with a longitudinal beam outer plate reinforcing plate (106), and the longitudinal beam outer plate reinforcing plate (106) is arranged on the nacelle longitudinal beam outer plate (1011) at a position corresponding to the nacelle longitudinal beam outer extension reinforcing plate (304).

9. The vehicle body front structure according to claim 7, characterized in that: The vehicle body front structure further comprises a front end frame (9), and the front fender beam mounting plate (503) of the front fender beam assembly (5), the front end frame (9), the longitudinal beam front end plate (103), the longitudinal beam front end second reinforcing plate (105) of the nacelle longitudinal beam assembly (1), and the nacelle longitudinal beam outer extension plate (301) are arranged in sequence and overlap.

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

Images