Vehicle body front structure and vehicle

Abstract

The embodiment of the invention discloses a vehicle body front structure and a vehicle. The vehicle body front structure comprises a front anti-collision beam assembly; a cabin longitudinal beam and a cabin edge beam; the energy absorption box structure is connected to the rear side of the front anti-collision beam assembly, the width of the energy absorption box structure in the left-right direction is gradually reduced from front to back, a main energy absorption cavity and a side energy absorption cavity which are spaced in the left-right direction are formed in the energy absorption box structure, and the side energy absorption cavity is located on the outer side of the main energy absorption cavity; the front end of the cabin longitudinal beam is connected with the energy absorption box structure and located on the rear side of the main energy absorption cavity, and the front end of the cabin edge beam is connected with the energy absorption box structure and located on the rear side of the side energy absorption cavity. According to the vehicle body front structure, stable transmission along the energy absorption box structure can be achieved, the energy absorption effect of the energy absorption box structure is improved, the transmission effect and the energy absorption effect of the vehicle body front structure on collision force in all directions can be improved, the force transmission stability is guaranteed, the collision performance of a vehicle is improved, the safety of passengers is effectively protected, and the using effect is better; and the application range is wider.

Description

TECHNICAL FIELD

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

[0002] The front anti-collision beam of an automobile is located at the front end of the vehicle body. The main function of the front anti-collision beam is to transfer the collision energy to the energy absorption box through its high-strength structure in the event of a collision, and the energy absorption box deforms to absorb energy, thereby playing a certain buffering role, protecting the passengers on the vehicle, and reducing the damage to the vehicle body. The existing energy absorption box has an axis substantially coinciding with the longitudinal beam. The thickness of the aluminum profile of the energy absorption box is fixed in the extrusion direction. It is difficult to effectively transfer the impact force to the longitudinal beam during a collision. In addition, when a small overlap collision occurs, the collision force transmission capacity is insufficient, resulting in insufficient energy absorption of the vehicle, and the impact energy is transmitted to the passenger compartment, causing harm to the passengers. There is room for improvement. SUMMARY

[0003] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application provides a front body structure of a vehicle, which has high structural strength, multiple force transmission paths, and can improve the transmission effect of the front body structure on collision forces in various directions and the energy absorption effect, thereby improving the crashworthiness of the vehicle.

[0004] The front body structure of the vehicle according to the embodiment of the present application comprises: a front anti-collision beam assembly; an engine compartment longitudinal beam and an engine compartment side beam, both of which are located on the rear side of the front anti-collision beam assembly and are spaced apart and distributed along the left-right direction, and the engine compartment side beam is located on the outer side of the engine compartment longitudinal beam; an energy absorption box structure connected to the rear side of the front anti-collision beam assembly, the width of the energy absorption box structure in the left-right direction is gradually reduced from front to back, the energy absorption box structure is formed with a main energy absorption cavity and a side energy absorption cavity spaced apart along the left-right direction, the side energy absorption cavity is located on the outer side of the main energy absorption cavity, the front end of the engine compartment longitudinal beam is connected to the energy absorption box structure and located on the rear side of the main energy absorption cavity, and the front end of the engine compartment side beam is connected to the energy absorption box structure and located on the rear side of the side energy absorption cavity.

[0005] The front body structure of the vehicle according to the embodiment of the present application, by setting the left-right width of the energy absorption box structure to gradually decrease from front to back, the collision force can be stably transmitted along the energy absorption box structure, thereby improving the energy absorption effect of the energy absorption box structure, and the front end of the engine compartment longitudinal beam is located on the rear side of the main energy absorption cavity, and the front end of the engine compartment side beam is located on the rear side of the side energy absorption cavity, thereby improving the transmission effect of the front body structure on collision forces in various directions and the energy absorption effect, ensuring the stability of force transmission, improving the crashworthiness of the vehicle, effectively protecting the safety of passengers, and having better use effect and wider application range.

[0006] According to some embodiments of the present invention, in the front body structure, a first connecting plate is provided between the engine compartment longitudinal beam and the engine compartment side beam. The front side of the first connecting plate is connected to the energy absorption box structure. The first connecting plate and at least a portion of the main energy absorption cavity and / or at least a portion of the side energy absorption cavity are distributed opposite each other in the front-rear direction.

[0007] According to some embodiments of the present invention, in the front body structure, a second connecting plate is connected to the rear side of the first connecting plate, the inner end and the outer end of the second connecting plate are respectively distributed opposite to the engine compartment longitudinal beam and the engine compartment side beam in the left-right direction, and the width of the second connecting plate is configured to gradually increase from the outside to the inside.

[0008] According to some embodiments of the present invention, in the front structure of the vehicle body, the energy-absorbing box structure is provided with a main partition, the main partition dividing the inner cavity of the energy-absorbing box structure into the main energy-absorbing cavity and the side energy-absorbing cavity, and the rear end of the main partition is located directly in front of the first connecting plate.

[0009] According to some embodiments of the present invention, the main partition is constructed to be inclined inward from front to back, and the angle between the main partition and the front-rear direction is C, where 10°≤C≤25°.

[0010] According to some embodiments of the present invention, in the front structure of the vehicle body, the main energy-absorbing cavity and / or the side energy-absorbing cavity are provided with a plurality of partition plates, which divide the main energy-absorbing cavity or the side energy-absorbing cavity into a plurality of sub-energy-absorbing cavities.

[0011] According to some embodiments of the vehicle front structure of the present invention, the partition plate includes a longitudinal partition plate, which sequentially penetrates the main energy-absorbing cavity and the side energy-absorbing cavity in the left-right direction, and the longitudinal partition plate separates two adjacent sub-energy-absorbing cavities in the front-rear direction;

[0012] And / or, the partition plate includes a transverse partition plate, and the transverse partition plate is provided in both the main energy absorption cavity and / or the side energy absorption cavity, and the transverse partition plate separates two adjacent sub-energy absorption cavities in the left-right direction.

[0013] According to some embodiments of the present invention, the energy-absorbing box structure includes a front end plate and a rear end plate, the front end plate and the rear end plate are distributed opposite to each other in the front-rear direction, the front end plate and the plurality of longitudinal partition plates are all constructed as arc-shaped plates, and the center of the arc-shaped plate is located on the rear side of the arc-shaped plate.

[0014] And / or, the energy-absorbing box structure includes an inner side plate and an outer side plate, the inner side plate and the outer side plate are distributed opposite to each other in the inward and outward directions, there are multiple transverse partition plates, and the multiple transverse partition plates are spaced apart between the inner side plate and the outer side plate, the inner side plate is constructed to extend outward from front to back, and the outer side plate is constructed to extend inward from front to back.

[0015] According to some embodiments of the present invention, in the front body structure, the angle between the inner side panel and the front-rear direction is A, where 10°≤A≤20°;

[0016] And / or, the angle between the transverse partition plate located in the main energy absorption cavity and the front-back direction is B, where 0°≤B≤5°;

[0017] And / or, the angle between the transverse partition plate located in the side energy absorption cavity and the front-rear direction is D, 10°≤D≤25°;

[0018] And / or, the angle between the outer side plate and the front-rear direction is E, where 10°≤E≤25°.

[0019] According to some embodiments of the present invention, in the front body structure, the rear end of the inner side panel and the rear end of the transverse partition plate located in the main energy absorption cavity are both located directly in front of the engine compartment longitudinal beam.

[0020] And / or, the rear end of the outer side plate and the rear end of the transverse partition plate located in the side energy absorption cavity are both located directly in front of the cabin side beam.

[0021] According to some embodiments of the present invention, in the front structure of the vehicle body, at least a portion of the outer side of the side energy absorption cavity protrudes outward in the left-right direction from the outermost side of the cabin side beam, so as to be offset from the cabin side beam in the front-rear direction;

[0022] And / or, at least a portion of the end of the front bumper assembly protrudes outward in the left-right direction from the outermost side of the side energy-absorbing cavity, so as to be offset from the side energy-absorbing cavity in the front-rear direction.

[0023] According to some embodiments of the present invention, the front structure of the vehicle body further includes: a reinforcing bracket, the reinforcing bracket being connected to the energy-absorbing box structure, and at least a portion of the reinforcing bracket being located within the main energy-absorbing cavity, the reinforcing bracket being extended in a front-rear direction.

[0024] According to some embodiments of the present invention, in the front structure of the vehicle body, there are two reinforcing brackets, and the two reinforcing brackets are respectively connected to the upper and lower parts of the energy-absorbing box structure, and the reinforcing brackets are inserted into the energy-absorbing box structure.

[0025] According to some embodiments of the present invention, the front body structure of the present invention includes a main board and a plug-in plate, the plug-in plate being connected to the middle of the side of the main board facing the energy-absorbing box structure, and the plug-in plate having a central plug-in groove for plugging into the energy-absorbing box structure.

[0026] According to some embodiments of the present invention, the front body structure further includes: a front lower bumper beam assembly and a front subframe, wherein the front lower bumper beam assembly is located below the front bumper beam assembly, the front subframe is connected to the rear side of the front lower bumper beam assembly and located below the engine compartment longitudinal beam, and the front subframe is connected to the energy-absorbing box structure and / or the engine compartment longitudinal beam via a third connecting plate.

[0027] The present invention also proposes a vehicle.

[0028] The vehicle according to embodiments of the present invention includes the front body structure described in any of the preceding claims.

[0029] The vehicle and the aforementioned front body structure have the same advantages over the prior art, which will not be repeated here.

[0030] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0031] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0032] Figure 1 This is a partial structural diagram of the front body structure according to an embodiment of the present invention. Figure 1 ;

[0033] Figure 2 This is a partial structural diagram of the front body structure according to an embodiment of the present invention. Figure 2 ;

[0034] Figure 3 This is a schematic diagram of the energy-absorbing box structure and the reinforcing bracket according to an embodiment of the present invention;

[0035] Figure 4 This is a cross-sectional view of the energy-absorbing box structure and the reinforcing bracket according to an embodiment of the present invention.

[0036] Figure label:

[0037] Front structure of the vehicle body 100,

[0038] 1. Front bumper beam assembly; 2. Engine compartment longitudinal beam; 3. Engine compartment side beam; 4. Front lower bumper beam assembly; 5. Front subframe.

[0039] Energy-absorbing box structure 6, front end plate 61, rear end plate 62, inner side plate 63, outer side plate 64, main partition 65, longitudinal partition plate 66, transverse partition plate 67, main energy-absorbing cavity 68, side energy-absorbing cavity 69, pendulum structure 7.

[0040] Reinforcing bracket 8, main board 81, connecting flange 811, side insertion slot 812, insertion plate 82, middle insertion slot 821, first connecting plate 9, second connecting plate 10, third connecting plate 11. Detailed Implementation

[0041] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0042] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0043] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0044] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0045] The following is for reference. Figures 1-4The front structure 100 of the vehicle body according to an embodiment of the present invention has high structural strength and multiple force transmission paths, which can improve the transmission effect and energy absorption effect of the front structure 100 of the vehicle body on collision forces in various directions, thereby improving the collision performance of the vehicle.

[0046] like Figures 1-4 As shown, a front body structure 100 according to an embodiment of the present invention includes: a front anti-collision beam assembly 1, a cabin longitudinal beam 2, a cabin side beam 3, and an energy-absorbing box structure 6.

[0047] Both the cabin longitudinal beam 2 and the cabin side beam 3 are located on the rear side of the front anti-collision beam assembly 1 and are spaced apart in the left and right direction. The cabin side beam 3 is located on the outside of the cabin longitudinal beam 2. The energy-absorbing box structure 6 is connected to the rear side of the front anti-collision beam assembly 1. The width of the energy-absorbing box structure 6 in the left and right direction is gradually reduced from front to back. The energy-absorbing box structure 6 forms a main energy-absorbing cavity 68 and a side energy-absorbing cavity 69 spaced apart in the left and right direction. The side energy-absorbing cavity 69 is located on the outside of the main energy-absorbing cavity 68. The front end of the cabin longitudinal beam 2 is connected to the energy-absorbing box structure 6 and is located on the rear side of the main energy-absorbing cavity 68. The front end of the cabin side beam 3 is connected to the energy-absorbing box structure 6 and is located on the rear side of the side energy-absorbing cavity 69.

[0048] Specifically, the front structure 100 of the vehicle body is provided with a front anti-collision beam assembly 1. The front anti-collision beam assembly 1 can be made of aluminum profile. The front anti-collision beam assembly 1 extends in the left and right direction and can be configured as a curved beam that curves forward, which can improve the structural strength and impact resistance of the front anti-collision beam assembly 1. Furthermore, by constructing the front anti-collision beam assembly 1 as a curved beam, the space behind the front anti-collision beam assembly 1 can be increased. During a collision, the front anti-collision beam assembly 1 can undergo a large range of bending and deformation, thereby absorbing more collision energy and improving the collision performance of the front anti-collision beam assembly 1.

[0049] Furthermore, the front structure 100 of the vehicle body is provided with a cabin longitudinal beam 2 and a cabin side beam 3. Both the cabin longitudinal beam 2 and the cabin side beam 3 extend in the front-rear direction and are located behind the front anti-collision beam assembly 1. The cabin longitudinal beam 2 and the cabin side beam 3 are spaced apart in the left-right direction, with the cabin longitudinal beam 2 located on the inner side and the cabin side beam 3 located on the outer side. The front structure 100 of the vehicle body also provides an energy-absorbing box structure 6. The energy-absorbing box structure 6 is made of aluminum profile and is an important component in the vehicle collision safety design. The energy-absorbing box structure 6 can... The structure is set as a rectangle, trapezoid, etc. In this embodiment, the width of the energy-absorbing box structure 6 in the left and right direction is gradually reduced from front to back. That is, in the front and back direction, the energy-absorbing box structure 6 can be constructed as an inverted trapezoidal structure. The left and right width of the front side of the energy-absorbing box structure 6 is larger, which can fully guide the collision energy of the front side of the energy-absorbing box structure 6. The left and right width of the energy-absorbing box structure 6 gradually decreases from front to back, which improves the continuity of the structure of the energy-absorbing box structure 6. The left and right width of the rear side of the energy-absorbing box structure 6 is smaller, which is conducive to the installation and cooperation with the rear structure.

[0050] The width of the energy-absorbing box structure 6 gradually decreases from front to back in the left-right direction. As a result, after a large collision, the collision force is transmitted from front to back to the energy-absorbing box structure 6. The energy-absorbing box structure 6 realizes the staged collapse of the collision force, which can reduce the energy and speed of the collision force. Finally, it is transmitted to the rear structure such as the engine compartment. The entire collapse process has high stability and good energy absorption effect, which can reduce the damage of the collision force to the vehicle body structure, improve the impact resistance of the front structure of the vehicle, and thus protect the safety of the passenger compartment.

[0051] Furthermore, the energy-absorbing box structure 6 has a cavity formed inside, which can be used to install and fix other components of the energy-absorbing box structure 6. The cavity is provided with a main energy-absorbing cavity 68 and a side energy-absorbing cavity 69, which are distributed separately in the left-right direction. Both the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69 are open in the up-down direction, and the side energy-absorbing cavity 69 is located outside the main energy-absorbing cavity 68. That is, when a collision occurs directly in front of the vehicle, the collision force can be mainly transmitted to the rear through the main energy-absorbing cavity 68, and a small part can be transmitted to the rear through the side energy-absorbing cavity 69. When a collision occurs to the side of the vehicle, the collision force can be mainly transmitted to the rear through the side energy-absorbing cavity 69, and a small part can be transmitted to the rear through the main energy-absorbing cavity 68. This ensures the effective transmission of collision forces in all directions and improves the energy absorption effect of the energy-absorbing box structure 6.

[0052] In actual installation, the front end of the energy-absorbing box structure 6 can be connected to the rear side of the front bumper beam assembly 1 by welding or other means. Both the cabin longitudinal beam 2 and the cabin side beam 3 are located at the rear side of the front bumper beam assembly 1. The front end of the cabin longitudinal beam 2 can be connected to the rear side of the energy-absorbing box structure 6 by welding or connecting parts, and the front end of the cabin side beam 3 can also be connected to the rear side of the energy-absorbing box structure 6 by welding or connecting parts. The cabin longitudinal beam 2 is located on the inner side, and the main energy-absorbing cavity 68 of the energy-absorbing box structure 6 is located on the outer side. Inside, the side energy-absorbing cavity 69 of the energy-absorbing box structure 6 is located on the outside, so that the engine compartment longitudinal beam 2 can be connected to the rear side of the main energy-absorbing cavity 68, and the engine compartment side beam 3 can be connected to the rear side of the side energy-absorbing cavity 69. Thus, the collision force can be transmitted to the engine compartment longitudinal beam 2 through the main energy-absorbing cavity 68, or to the engine compartment side beam 3 through the side energy-absorbing cavity 69. This increases the transmission path of the collision force, thereby improving the transmission effect and energy absorption effect of the front structure 100 of the vehicle body on the collision force in all directions, ensuring the stability of force transmission, and improving the collision performance of the vehicle.

[0053] According to an embodiment of the present invention, the front structure 100 of the vehicle body, by setting the left and right width of the energy-absorbing box structure 6 to gradually decrease from front to back, allows the collision force to be stably transmitted along the energy-absorbing box structure 6, thereby improving the energy absorption effect of the energy-absorbing box structure 6. Furthermore, the front end of the engine compartment longitudinal beam 2 is located behind the main energy-absorbing cavity 68, and the front end of the engine compartment side beam 3 is located behind the side energy-absorbing cavity 69. This further improves the transmission effect and energy absorption effect of the front structure 100 of the vehicle body in all directions, ensures the stability of force transmission, improves the collision performance of the vehicle, effectively protects the safety of the occupants, has better performance, and has a wider range of applications.

[0054] In some embodiments, a first connecting plate 9 is provided between the cabin longitudinal beam 2 and the cabin side beam 3. The front side of the first connecting plate 9 is connected to the energy absorption box structure 6. The first connecting plate 9 and at least a portion of the main energy absorption cavity 68 and / or at least a portion of the side energy absorption cavity 69 are distributed opposite each other in the front-rear direction.

[0055] Specifically, the longitudinal beams 2 and the side beams 3 of the cabin are spaced apart in the left-right direction, and as shown in the figure... Figure 1 As shown, a first connecting plate 9 is provided between the cabin longitudinal beam 2 and the cabin side beam 3. The first connecting plate 9 can be a rectangular plate or the like. The first connecting plate 9 extends in the left and right direction. That is, the inner end of the first connecting plate 9 is connected to the cabin longitudinal beam 2 by welding or connecting parts, and the outer end of the first connecting plate 9 is connected to the cabin side beam 3 by welding or connecting parts. This allows the cabin side beam 3 to be subjected to a collision force, and the collision force can be transmitted to the cabin longitudinal beam 2 through the first connecting plate 9, ensuring the continuity of the collision force transmission.

[0056] Furthermore, the front side of the first connecting plate 9 can also be connected to the rear side of the energy-absorbing box structure 6 by welding or connecting parts. The first connecting plate 9 is distributed in front of at least a portion of the main energy-absorbing cavity 68 and / or at least a portion of the side energy-absorbing cavity 69 in the front-back direction. That is, the first connecting plate 9 can be distributed in front of at least a portion of the main energy-absorbing cavity 68 in the front-back direction, the first connecting plate 9 can also be distributed in front of at least a portion of the side energy-absorbing cavity 69 in the front-back direction, and the first connecting plate 9 can also be distributed in front of at least a portion of the main energy-absorbing cavity 68 and at least a portion of the side energy-absorbing cavity 69 in the front-back direction respectively.

[0057] In this embodiment, the first connecting plate 9 is distributed directly opposite to at least a portion of the main energy-absorbing cavity 68 and at least a portion of the side energy-absorbing cavity 69 in the front-rear direction, so that the collision force of the main energy-absorbing cavity 68 and the collision force of the side energy-absorbing cavity 69 can be transmitted to the first connecting plate 9, and then transmitted to the cabin longitudinal beam 2 or the cabin side beam 3 through the first connecting plate 9, thereby increasing the transmission path of the collision force and improving the transmission effect of the collision force. Furthermore, the first connecting plate 9 is provided between the cabin side beam 3, the cabin longitudinal beam 2 and the energy-absorbing box structure 6, which can increase the structural strength between the cabin side beam 3 and the energy-absorbing box structure 6, between the cabin longitudinal beam 2 and the energy-absorbing box structure 6, and between the cabin side beam 3 and the cabin longitudinal beam 2, thereby improving the safety of use.

[0058] In some embodiments, a second connecting plate 10 is connected to the rear side of the first connecting plate 9. The inner and outer ends of the second connecting plate 10 are respectively distributed in the left-right direction relative to the cabin longitudinal beam 2 and the cabin side beam 3. The width of the second connecting plate 10 is configured to gradually increase from the outside to the inside.

[0059] Specifically, a first connecting plate 9 extending in the left-right direction is provided between the cabin longitudinal beam 2 and the cabin side beam 3. The front side of the first connecting plate 9 is connected to the rear side of the energy-absorbing box structure 6, and as shown... Figure 1 As shown, a second connecting plate 10 is provided on the rear side of the first connecting plate 9. The second connecting plate 10 can be connected to the first connecting plate 9 by welding or other means. The second connecting plate 10 also extends in the left and right direction, and the inner end of the second connecting plate 10 and the cabin longitudinal beam 2 are distributed opposite to each other in the left and right direction. The inner end of the second connecting plate 10 and the cabin longitudinal beam 2 can be spaced apart or connected. In this embodiment, the inner end of the second connecting plate 10 and the cabin longitudinal beam 2 are spaced apart. The outer end of the second connecting plate 10 and the cabin side beam 3 are distributed opposite to each other in the left and right direction. The outer end of the second connecting plate 10 and the cabin side beam 3 can be spaced apart or connected. In this embodiment, the outer end of the second connecting plate 10 and the cabin side beam 3 are spaced apart.

[0060] Furthermore, the width of the second connecting plate 10 gradually increases from the outside to the inside. That is, the side of the second connecting plate 10 away from the first connecting plate 9 is set as an inclined side, and it is inclined backward from left to right. That is, the second connecting plate 10 can be set as a trapezoidal plate or a triangular plate, etc. In this embodiment, the second connecting plate 10 is set as a triangular plate. When the cabin side beam 3 is deformed by the collision force, the inner end of the second connecting plate 10 contacts the cabin longitudinal beam 2, and the outer end of the second connecting plate 10 contacts the cabin side beam 3. This allows the collision force on the cabin side beam 3 to be transmitted obliquely along the second connecting plate 10 toward the cabin longitudinal beam 2, increasing the force transmission path and ensuring the reliability of force transmission. Moreover, the triangle has stability. The second connecting plate 10 presses against the cabin longitudinal beam 2 and the cabin side beam 3, which can increase the structural strength of the cabin longitudinal beam 2 and the cabin side beam 3, avoid excessive deformation of the cabin longitudinal beam 2 and the cabin side beam 3, and improve the safety of use.

[0061] In some embodiments, the energy-absorbing box structure 6 is provided with a main partition 65, which divides the inner cavity of the energy-absorbing box structure 6 into a main energy-absorbing cavity 68 and a side energy-absorbing cavity 69. The rear end of the main partition 65 is located in front of the first connecting plate 9.

[0062] Specifically, such as Figure 1 and Figure 3 As shown, the energy-absorbing box structure 6 is provided with a main partition 65. The main partition 65 is configured to extend in the front-back direction and can form an angle with the front-back direction. The front end of the main partition 65 can be connected to the front inner wall of the energy-absorbing box structure 6 by welding or other means, and the rear end of the main partition 65 can be connected to the rear inner wall of the energy-absorbing box structure 6 by welding or other means. Thus, when the front side of the energy-absorbing box structure 6 is subjected to an impact force, the impact force can be transmitted to the main partition 65, and then transmitted to the rear side of the energy-absorbing box structure 6 through the main partition 65.

[0063] Furthermore, the main partition 65 is disposed between the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69. That is, the main partition 65 can divide the inner cavity of the energy-absorbing box structure 6 into the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69. When the vehicle is involved in a frontal collision, the collision force can be transmitted to the rear through the main energy-absorbing cavity 68. When the vehicle is involved in a side collision, the collision force can be transmitted to the rear through the side energy-absorbing cavity 69. The collision forces received by the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69 can be transmitted to the main partition 65, and then to the other cavity through the main partition 65, ensuring the continuity of the collision force transmission. At the same time, the rear end of the main partition 65 is located in front of the first connecting plate 9. That is, after the front side of the vehicle is hit by a collision force, the collision force can be transmitted to the rear through the main partition 65 of the energy-absorbing box structure 6, and then to the first connecting plate 9, so as to effectively transmit and weaken the collision force. The first connecting plate 9 can also provide support for the main partition 65, improving the reliability of the energy-absorbing box structure 6.

[0064] In some embodiments, the main partition 65 is constructed to be inclined inward from front to back, and the angle between the main partition 65 and the front-back direction is C, 10°≤C≤25°. The main partition 65 is inclined inward from front to back, that is, the main partition 65 intersects with the front-back direction to form an angle C, and C can be set to: 10°, 15°, 17°, 20°, 25°, etc., so that the front end of the main partition 65 can be transitionally connected with the front structure such as the front anti-collision beam assembly 1, improving the continuity of the two structures, and so that the rear end of the main partition 65 can be directly opposite the first connecting plate 9, thereby transferring the collision force received by the main partition 65 to the first connecting plate 9, realizing sufficient and effective guidance of the collision force.

[0065] Specifically, when the angle between the main partition 65 and the front-rear direction is within 10°, the main partition 65 has no significant supporting function. When the angle between the main partition 65 and the front-rear direction is 25°, the main partition 65 can better cope with small overlap collisions. In other words, when the angle between the main partition 65 and the front-rear direction is between 10° and 25°, the space at the front of the vehicle can be fully utilized to achieve the maximum energy absorption effect during a vehicle collision. Furthermore, the tilt angle of the main partition 65 is set within the above range, which can form a floating range, facilitating the processing and manufacturing of the energy absorption box structure 6.

[0066] In some embodiments, the main energy-absorbing cavity 68 and / or the side energy-absorbing cavity 69 are provided with a plurality of partition plates, which divide the main energy-absorbing cavity 68 or the side energy-absorbing cavity 69 into a plurality of sub-energy-absorbing cavities.

[0067] Specifically, the main energy-absorbing cavity 68 and / or the side energy-absorbing cavity 69 are provided with multiple partition plates. This can be done by providing multiple partition plates only in the main energy-absorbing cavity 68, or only in the side energy-absorbing cavity 69, or by providing multiple partition plates in both the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69. In this embodiment, both the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69 are provided with multiple partition plates. The distribution of the partition plates is diverse, such as multiple partition plates being distributed alternately or staggered. The partition plates can divide the main energy-absorbing cavity 68 or the side energy-absorbing cavity 69 into multiple sub-energy-absorbing cavities. These sub-energy-absorbing cavities are used to absorb and disperse collision energy. Each sub-energy-absorbing cavity is an independent space. The shape and size of each sub-energy-absorbing cavity can be the same or different, and their arrangement is diverse, allowing for flexible configuration based on the actual space size and energy absorption capacity.

[0068] The partition plates can be three or four, and the sub-energy absorption cavities can be three or four. Multiple partition plates can achieve force transmission in multiple directions. Through multiple force transmission paths, the impact energy can be dispersed and transmitted, which can effectively reduce the damage to the energy absorption box structure 6 and other structures. In addition, multiple partition plates can be set to be welded to the inner wall of the energy absorption box structure 6. Setting multiple partition plates can enhance the structural strength of the energy absorption box structure 6 and increase the stability of force transmission.

[0069] In some embodiments, the partition plate includes a longitudinal partition plate 66, which passes through the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69 sequentially in the left-right direction. The longitudinal partition plate 66 separates two adjacent sub-energy-absorbing cavities in the front-back direction. The longitudinal partition plate 66 can be set to two, three, etc., and multiple longitudinal partition plates 66 are distributed in the front-back direction with spacing that can be the same or different. In actual design, multiple longitudinal partition plates 66 can extend in the left-right direction, so that the longitudinal partition plate 66 can pass through the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69 sequentially. The two ends of the multiple longitudinal partition plates 66 can be connected to the inner walls of the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69 respectively. The multiple longitudinal partition plates 66 can be welded to the inner walls of the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69. The welded connection is firm and reliable to ensure the connection strength between the longitudinal partition plate 66 and the energy-absorbing box structure 6.

[0070] Furthermore, multiple longitudinal partition plates 66 are spaced apart along the front-to-back direction, which can divide the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69 into multiple sub-energy-absorbing cavities along the front-to-back direction. Each sub-energy-absorbing cavity can independently absorb and disperse the collision force, thereby achieving multiple energy absorption effects in the front-to-back direction, so as to achieve graded energy absorption and collapse. Graded energy absorption and collapse can be achieved for both the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69, ensuring the stability of force transmission in all directions.

[0071] In other embodiments, the partition plate includes a transverse partition plate 67. The main energy-absorbing cavity 68 and / or the side energy-absorbing cavity 69 are both provided with transverse partition plates 67. The transverse partition plates 67 separate adjacent sub-energy-absorbing cavities in the left-right direction. Alternatively, the transverse partition plate 67 can be provided only in the main energy-absorbing cavity 68, only in the side energy-absorbing cavity 69, or in both the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69. In this embodiment, for example... Figure 3 As shown, both the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69 are provided with transverse partition plates 67.

[0072] Specifically, the horizontal partition plates 67 can be set to two, three, etc., with multiple horizontal partition plates 67 spaced apart in the left-right direction. The spacing between the partition plates can be the same or different. In actual design, the multiple horizontal partition plates 67 can extend in the front-back direction, and the two ends of the multiple horizontal partition plates 67 can be connected to the inner walls of the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69, respectively. The multiple horizontal partition plates 67 can be welded to the inner walls of the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69. The welded connection is firm and reliable to ensure the connection strength between the horizontal partition plates 67 and the energy-absorbing box structure 6, and as... Figure 3As shown, there are two transverse partition plates 67 in the main energy absorption cavity 68 and one transverse partition plate 67 in the side energy absorption cavity 69. The multiple transverse partition plates 67 are spaced apart in the left and right direction, which can divide the main energy absorption cavity 68 and the side energy absorption cavity 69 into multiple sub-energy absorption cavities in the left and right direction. Each sub-energy absorption cavity can independently absorb and disperse the collision force and achieve multiple energy absorption effects in the left and right direction, so as to realize multi-channel energy absorption and collapse.

[0073] Therefore, by setting multiple longitudinal partitions 66 spaced apart in the front-to-back direction and multiple transverse partitions 67 spaced apart in the left-to-right direction, the collision force can be more evenly distributed through the longitudinal partitions 66 and transverse partitions 67, reducing the risk of excessive pressure on a single area, thereby protecting the vehicle's critical structure. Furthermore, through multiple sub-energy-absorbing cavities, different levels of force can be withstood to adapt to collisions of varying intensities.

[0074] In some embodiments, the energy-absorbing box structure 6 includes a front end plate 61 and a rear end plate 62, which are distributed relative to each other in the front-rear direction. The front end plate 61 and the plurality of longitudinal partition plates 66 are all constructed as arc-shaped plates, and the center of the arc-shaped plate is located on the rear side of the arc-shaped plate.

[0075] Specifically, such as Figure 3 As shown, the energy-absorbing box structure 6 is provided with a front end plate 61 and a rear end plate 62. The front end plate 61 and the rear end plate 62 are distributed opposite to each other in the front-rear direction. That is, the front end plate 61 is located on the front side of the energy-absorbing box structure 6, and the rear end plate 62 is located on the rear side of the energy-absorbing box structure 6. The front end plate 61 can be used to connect with structures such as the front anti-collision beam assembly 1, and the rear end plate 62 can be used to connect with structures such as the cabin longitudinal beam 2, the cabin side beam 3, and the first connecting plate 9. In the event of a collision, the collision force can be transferred from the front end plate 61 to the rear end plate 62, and the space between the front end plate 61 and the rear end plate 62 is used to install multiple longitudinal partition plates 66.

[0076] Furthermore, the front end plate 61 and the multiple longitudinal partition plates 66 are all constructed as arc-shaped plates, with the center of the arc-shaped plate located on the rear side of the arc-shaped plate. Multiple arc-shaped plates are respectively arranged from front to back, with the center of each arc-shaped plate located on its rear side. That is, the arc-shaped plates are curved and protruded forward, which can improve the structural strength and impact resistance of the energy-absorbing box structure 6. In actual design, multiple arc-shaped plates can be set with the same curvature, which can make the arrangement of the front end plate 61 and the multiple longitudinal partition plates 66 simpler and more regular.

[0077] Furthermore, constructing the front end plate 61 as an arc-shaped plate increases the connection area between the front end plate 61 and the front bumper beam assembly 1, thereby improving the connection strength between the front end plate 61 and the front bumper beam assembly 1. Moreover, constructing the front end plate 61 and multiple longitudinal partition plates 66 as arc-shaped plates, compared to a straight plate structure, the arc-shaped plates can increase the internal space of the energy-absorbing box structure 6, thereby increasing the size of the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69, which can improve the energy absorption effect of the energy-absorbing box structure 6. That is, during a collision, the arc-shaped plates can undergo a larger range of bending and deformation, absorbing more collision energy, thereby improving the collision performance of the energy-absorbing box structure 6.

[0078] In other embodiments, the energy-absorbing box structure 6 includes an inner side plate 63 and an outer side plate 64, which are distributed opposite to each other in the inward and outward directions. There are multiple transverse partition plates 67, which are spaced apart between the inner side plate 63 and the outer side plate 64. The inner side plate 63 is constructed to extend outward from front to back, and the outer side plate 64 is constructed to extend inward from front to back.

[0079] Specifically, such as Figure 3 As shown, the energy-absorbing box structure 6 is provided with an inner side plate 63 and an outer side plate 64. The inner side plate 63 and the outer side plate 64 are distributed relative to each other in the inward and outward directions, that is, the inner side plate 63 is located on the inner side of the energy-absorbing box structure 6, and the outer side plate 64 is located on the outer side of the energy-absorbing box structure 6. The front end plate 61 and the rear end plate 62 are distributed relative to each other in the forward and backward directions, and the two ends of the inner side plate 63 and the outer side plate 64 are connected to the front end plate 61 and the rear end plate 62, respectively. This allows the inner side plate 63, the outer side plate 64, the front end plate 61, and the rear end plate 62 to define the main energy-absorbing cavity 68 and the side energy-absorbing cavity 69. The main energy-absorbing cavity 68 and the side energy-absorbing cavity 69 are used to install multiple longitudinal partition plates 66 and multiple transverse partition plates 67. The two ends of the multiple transverse partition plates 67 are supported by the front end plate 61 and the rear end plate 62, respectively, and the two ends of the multiple longitudinal partition plates 66 are supported by the inner side plate 63 and the outer side plate 64, respectively, so as to improve the overall structural strength of the energy-absorbing box structure 6.

[0080] Furthermore, the inner side plate 63 is constructed to extend outward from front to back, and the outer side plate 64 is constructed to extend inward from front to back. That is to say, the inner side plate 63 and the outer side plate 64 are set to extend inward from front to back in a relatively close direction, which can form an inverted trapezoidal structure. In actual design, the inclination angles of the inner side plate 63 and the outer side plate 64 can be the same or different, depending on the actual space size and collapse requirements.

[0081] Therefore, the inner side plate 63 and the outer side plate 64 are constructed at an angle, forming two force transmission paths that guide force transmission in an inclined manner. This also allows the width of the energy-absorbing box structure 6 to gradually decrease from front to back, enabling the collision force to be fully guided and transmitted through the energy-absorbing box structure 6 with good stability during the transmission process, thereby improving the overall energy absorption effect. The inner and outer directions are along the vehicle's transverse direction, i.e., the Y-axis, with the inner direction being closer to the vehicle's centerline and the outer direction being farther from the vehicle's centerline. The inner side plate 63 is located inside the outer side plate 64.

[0082] In some embodiments, the angle between the inner side plate 63 and the front-rear direction is A, where 10°≤A≤20°, and the front-rear direction is the longitudinal direction of the vehicle. The inner side plate 63 is inclined outward from front to back, that is, the inner side plate 63 intersects with the front-rear direction to form an angle A, and A can be set to 10°, 15°, 17°, 20°, etc., so that the rear end of the inner side plate 63 can be transitionally connected with the rear structure such as the engine compartment longitudinal beam 2, improving the continuity of the two structures, and the front end of the inner side plate 63 can be connected to the front anti-collision beam assembly 1 at a laterally inner position, so that the collision force of the front anti-collision beam assembly 1 at a more inner position can be transmitted to the rear through the inner side plate 63, so as to fully and effectively guide the collision force.

[0083] Specifically, when the angle between the inner side plate 63 and the front-rear direction is within 10°, the inner side plate 63 has no significant supporting function. When the angle between the inner side plate 63 and the front-rear direction is greater than 20°, the inner side plate 63 will interfere with other structures such as the vehicle's front-end cooling module, thus restricting its placement. In other words, when the angle between the inner side plate 63 and the front-rear direction is between 10° and 20°, the space at the front of the vehicle can be fully utilized to achieve the maximum energy absorption effect during a vehicle collision. Furthermore, the tilt angle of the inner side plate 63 is set within the above range, forming a floating range, which is beneficial for the processing and manufacturing of the energy-absorbing box structure 6.

[0084] In other embodiments, the transverse partition plate 67 located within the main energy-absorbing cavity 68 forms an angle B with the front-rear direction, where 0° ≤ B ≤ 5°. The transverse partition plate 67 within the main energy-absorbing cavity 68 can be configured to be parallel to the front-rear direction. Alternatively, the transverse partition plate 67 within the main energy-absorbing cavity 68 can intersect the front-rear direction to form an angle B, where B can be 1°, 3°, 5°, etc. The transverse partition plate 67 within the main energy-absorbing cavity 68 can be tilted outwards from front to back at a maximum angle of 5°. Alternatively, the transverse partition plate 67 within the main energy-absorbing cavity 68 can be tilted outwards from front to back at a maximum angle of 5°. With a maximum inclination of 5°, both of these settings allow for the arrangement of the transverse partition 67 within the main energy-absorbing cavity 68. This results in a smaller included angle range for the transverse partition 67 within the main energy-absorbing cavity 68, enabling the transverse partition 67 within the main energy-absorbing cavity 68 to have a floating configuration. This facilitates the processing and manufacturing of the transverse partition 67 within the main energy-absorbing cavity 68. Furthermore, during a vehicle collision, the collision force is transmitted rearward along the extension direction of the transverse partition 67 within the main energy-absorbing cavity 68 to the engine compartment longitudinal beam 2, thus realizing the force transmission of the transverse partition 67 within the main energy-absorbing cavity 68.

[0085] In other embodiments, the transverse partition 67 located in the side energy absorption cavity 69 forms an angle D with the front-rear direction, where 10°≤D≤25°. The transverse partition 67 located in the side energy absorption cavity 69 is configured to be inclined inward from front to back, that is, the transverse partition 67 located in the side energy absorption cavity 69 can intersect with the front-rear direction to form an angle D, and D can be set to 10°, 15°, 25°, etc. This allows the rear end of the transverse partition 67 in the side energy absorption cavity 69 to be transitionally connected to the rear structure such as the cabin side beam 3, improving the continuity of the two structures. It also allows the front end of the transverse partition 67 in the side energy absorption cavity 69 to be connected to the front end plate 61, thereby transferring the collision force on the front end plate 61 to the cabin side beam 3 through the transverse partition 67 in the side energy absorption cavity 69, achieving sufficient and effective guidance of the collision force.

[0086] Specifically, when the angle between the transverse partition 67 located within the side energy-absorbing cavity 69 and the front-rear direction is within 10°, the transverse partition 67 within the side energy-absorbing cavity 69 has no significant supporting function. When the angle between the transverse partition 67 located within the side energy-absorbing cavity 69 and the front-rear direction is 25°, the transverse partition 67 within the side energy-absorbing cavity 69 can more effectively cope with small overlap collisions. In other words, when the angle between the transverse partition 67 located within the side energy-absorbing cavity 69 and the front-rear direction is between 10° and 25°, the space at the front of the vehicle can be fully utilized to achieve the maximum energy absorption effect during a vehicle collision. Furthermore, the tilt angle of the transverse partition 67 located within the side energy-absorbing cavity 69 is set within the above-mentioned range, which can form a floating range, facilitating the processing and manufacturing of the energy-absorbing box structure 6.

[0087] In other embodiments, the outer side plate 64 forms an angle E with the front-rear direction, where 10°≤E≤25°. The outer side plate 64 is configured to tilt inward from front to back, meaning that the outer side plate 64 can intersect with the front-rear direction to form an angle E, and E can be set to 10°, 15°, 25°, etc. This allows the rear end of the outer side plate 64 to be transitionally connected to the rear structure such as the cabin side beam 3, improving the continuity of the two structures. It also allows the front end of the outer side plate 64 to be connected to the front end plate 61, thereby transferring the collision force received by the front end plate 61 to the cabin side beam 3 through the outer side plate 64, achieving sufficient and effective guidance of the collision force.

[0088] Specifically, when the angle between the outer side panel 64 and the front-rear direction is within 10°, the outer side panel 64 provides no significant support. When the angle between the outer side panel 64 and the front-rear direction is 25°, the outer side panel 64 can better cope with small overlap collisions. In other words, when the angle between the outer side panel 64 and the front-rear direction is between 10° and 25°, the space at the front of the vehicle can be fully utilized to achieve maximum energy absorption during a collision. Furthermore, the tilt angle of the outer side panel 64, set within the above range, can form a floating range, which is beneficial for the processing and manufacturing of the energy absorption box structure 6.

[0089] Therefore, with the above configuration, the front end of the energy-absorbing box structure 6 formed by the inner side panel 63 and the outer side panel 64 can be increased in the lateral direction of the vehicle, so as to absorb and buffer more collision forces and collision forces from all directions through the energy-absorbing box structure 6, realize the rapid transmission of collision forces, and reduce damage to the front anti-collision beam assembly 1 and other structures.

[0090] It should be noted that vehicle collisions include frontal collisions and offset collisions. A frontal collision can be a collision from directly in front of the vehicle's direction of travel, while an offset collision can be a collision from the left or right front of the vehicle's direction of travel. The energy-absorbing box structure 6 in this embodiment can absorb energy from both frontal and offset collisions to ensure the safety of the vehicle's structure and occupants. Furthermore, the energy-absorbing box structure 6 has an inner side plate 63, two transverse partition plates 67 located within the main energy-absorbing cavity 68, a main partition plate 65, a transverse partition plate 67 located within the side energy-absorbing cavity 69, and an outer side plate 64 in the left-right direction of the vehicle. This allows the collision force to be transmitted along six force transmission channels in the front-rear direction.

[0091] In a full-width frontal collision, the force transmission of the front structure 100 is as follows: the inner side panel 63, the two transverse partitions 67 located in the main energy absorption cavity 68, and the engine compartment longitudinal beam 2 are the main force transmission paths; the main partition 65, the transverse partitions 67 located in the side energy absorption cavity 69, the outer side panel 64, and the engine compartment side beam 3 are the secondary force transmission paths. In a frontal offset collision (40%), the force transmission of the front structure 100 is as follows: the inner side panel 63, the two transverse partitions 67 located in the main energy absorption cavity 68, the main partition 65, the transverse partitions 67 located in the side energy absorption cavity 69, and the engine compartment longitudinal beam 2 are the main force transmission paths. The outer side panel 64 and the engine compartment side beam 3 form the secondary force transmission path. In a small overlap collision (25%), the force transmission of the front structure 100 of the vehicle body is as follows: the inner side panel 63, the two transverse partitions 67 located in the main energy absorption cavity 68, and the engine compartment longitudinal beam 2 form the front force transmission path. The main partition 65 is connected to the first connecting plate 9. The transverse partitions 67 and the outer side panel 64 located in the side energy absorption cavity 69 are connected to the engine compartment side beam 3. A second connecting plate 10 is provided, which can absorb part of the small overlap collision energy and guide part of the small overlap collision force to the engine compartment longitudinal beam 2, so that the engine compartment longitudinal beam 2 and the engine compartment side beam 3 collapse together, improving safety.

[0092] In some embodiments, the rear end of the inner side plate 63 and the rear end of the transverse partition plate 67 located in the main energy absorption cavity 68 are both located directly in front of the cabin longitudinal beam 2.

[0093] Specifically, such as Figure 3 As shown, the energy-absorbing box structure 6 forms a main energy-absorbing cavity 68, which is located inside the energy-absorbing box structure 6. The nacelle longitudinal beam 2 is connected to the rear side of the main energy-absorbing cavity 68. A transverse partition plate 67 extending in the front-rear direction is provided inside the main energy-absorbing cavity 68. Multiple transverse partition plates 67 can be provided. An inner side plate 63 extending in the front-rear direction is also provided inside the energy-absorbing box structure 6. The rear end of the inner side plate 63 and the rear end of the transverse partition plate 67 located in the main energy-absorbing cavity 68 are both located in the nacelle longitudinal beam 2. Directly in front of beam 2, i.e., after the current anti-collision beam assembly 1 is subjected to a collision force, the collision force can be transmitted rearward to the energy-absorbing box structure 6, and then transmitted rearward through the inner side plate 63 and the transverse partition plate 67 located in the main energy-absorbing cavity 68. The rear end of the inner side plate 63 and the rear end of the transverse partition plate 67 located in the main energy-absorbing cavity 68 are both located directly in front of the cabin longitudinal beam 2, so that the collision force can be directly transmitted to the cabin longitudinal beam 2, ensuring the continuity of the collision force transmission and achieving sufficient and effective guidance of the collision force.

[0094] In other embodiments, the rear end of the outer side plate 64 and the rear end of the transverse partition plate 67 located in the side energy absorption cavity 69 are both located directly in front of the cabin side beam 3.

[0095] Specifically, such as Figure 3As shown, the energy-absorbing box structure 6 forms a side energy-absorbing cavity 69, which is located on the outside of the energy-absorbing box structure 6. The cabin side beam 3 is connected to the rear side of the side energy-absorbing cavity 69. A transverse partition plate 67 extending in the front-rear direction is provided in the side energy-absorbing cavity 69. An outer side plate 64 extending in the front-rear direction is also provided on the outside of the energy-absorbing box structure 6. The rear end of the outer side plate 64 and the rear end of the transverse partition plate 67 in the side energy-absorbing cavity 69 are both located in front of the cabin side beam 3. That is, when the front anti-collision beam assembly 1 is subjected to a collision force, the collision force can be transmitted rearward to the energy-absorbing box structure 6, and then transmitted rearward through the outer side plate 64 and the transverse partition plate 67 in the side energy-absorbing cavity 69. The rear end of the outer side plate 64 and the rear end of the transverse partition plate 67 in the side energy-absorbing cavity 69 are both located in front of the cabin side beam 3, so that the collision force can be directly transmitted to the cabin side beam 3, ensuring the continuity of the collision force transmission and achieving sufficient and effective guidance of the collision force.

[0096] The rear end of the inner side plate 63 and the rear end of the transverse partition plate 67 located in the main energy absorption cavity 68 can be aligned with the longitudinal beam 2 of the engine compartment in the front-rear direction, or there can be a deviation of no more than 30mm. The rear end of the outer side plate 64 and the rear end of the transverse partition plate 67 located in the side energy absorption cavity 69 can also be aligned with the side beam 3 of the engine compartment in the front-rear direction, or there can be a deviation of no more than 30mm. This ensures the reliability of the transmission of collision force during the collision and facilitates the processing and manufacturing of the energy absorption box structure 6. The rear end of the main partition plate 65 also needs to be aligned with the first connecting plate 9 in the front-rear direction. This ensures that there are no obvious weak points in the front structure 100 of the vehicle body, prevents front crumple instability, and improves the safety of use.

[0097] In some embodiments, at least a portion of the outer side of the side energy absorption cavity 69 protrudes outward in the left-right direction from the outermost side of the cabin side beam 3, so as to be offset from the cabin side beam 3 in the front-rear direction.

[0098] Specifically, the rear side of the energy-absorbing box structure 6 is connected to the longitudinal beam 2 of the engine compartment. When the front of the vehicle is involved in a collision, the energy-absorbing box structure 6 can achieve graded crumpling of the collision force, thereby reducing the energy and speed of the collision force and improving the impact resistance of the front structure of the vehicle. The energy-absorbing box structure 6 is provided with a main energy-absorbing cavity 68 and a side energy-absorbing cavity 69. The side energy-absorbing cavity 69 is located outside the main energy-absorbing cavity 68, and at least a portion of the outer side of the side energy-absorbing cavity 69 protrudes outward in the left-right direction from the outermost side of the engine compartment side beam 3, that is, in the front-rear direction. At least a portion of the outer side of the side energy-absorbing cavity 69 can be offset from the side beam 3 of the engine compartment, so that when an offset collision or small overlap collision occurs at the front end of the vehicle, the collision force can be applied to the front end of the side energy-absorbing cavity 69. The side energy-absorbing cavity 69 is also provided with a longitudinal partition plate 66 and a transverse partition plate 67. The longitudinal partition plate 66 and the transverse partition plate 67 can transmit the collision force, and during the transmission of the collision force, the side energy-absorbing cavity 69 can weaken the collision force to protect the side beam 3 of the engine compartment and improve safety.

[0099] In other embodiments, at least a portion of the end of the front bumper assembly 1 protrudes outward in the left-right direction from the outermost side of the side energy absorption cavity 69, so as to be offset from the side energy absorption cavity 69 in the front-rear direction.

[0100] Specifically, the front side of the energy-absorbing box structure 6 is connected to the front bumper beam assembly 1. When the front of the vehicle is involved in a collision, the front bumper beam assembly 1 can transmit the collision force to the energy-absorbing box structure 6. The energy-absorbing box structure 6 then achieves graded collapse of the collision force to reduce the energy and speed of the collision force and improve the impact resistance of the front end structure of the vehicle. At least a portion of the end of the front bumper beam assembly 1 protrudes outward in the left-right direction from the outermost side of the side energy-absorbing cavity 69. That is, in the front-rear direction, at least a portion of the end of the front bumper beam assembly 1 can be staggered from the side energy-absorbing cavity 69. The side energy-absorbing cavity 69 is located outside the main energy-absorbing cavity 68. This allows the collision force to act on the end of the front bumper beam assembly 1 first when the front end of the vehicle experiences an offset collision or a small overlap collision. The force is then transmitted to the energy-absorbing box structure 6 through the front bumper beam assembly 1. During the transmission of the collision force, the front bumper beam assembly 1 can weaken the collision force to protect the energy-absorbing box structure 6 and improve safety.

[0101] In actual installation, at least a portion of the end of the front bumper beam assembly 1 protrudes outward in the left-right direction from the outermost side of the side energy absorption cavity 69, and at least a portion of the outer side of the side energy absorption cavity 69 protrudes outward in the left-right direction from the outermost side of the cabin side beam 3. This allows for step-by-step coverage of each structure from front to back, thereby ensuring the reliability of the energy absorption box structure 6 in the event of a rear-end collision or wall scraping accident at different angles, and improving safety in use.

[0102] In some embodiments, the front structure 100 of the vehicle body further includes a reinforcing bracket 8, which is connected to the energy-absorbing box structure 6, and at least a portion of the reinforcing bracket 8 is located within the main energy-absorbing cavity 68, and the reinforcing bracket 8 extends in the front-rear direction.

[0103] Specifically, the energy-absorbing box structure 6 is also provided with a reinforcing bracket 8, which is used to enhance the strength of the energy-absorbing box structure 6. The reinforcing bracket 8 can be located on the upper and lower sides of the energy-absorbing box structure 6, and can be welded to the energy-absorbing box structure 6 or detachably connected by fasteners such as bolts. At least part of the reinforcing bracket 8 is located in the main energy-absorbing cavity 68, that is, the reinforcing bracket 8 can be partially or completely disposed in the main energy-absorbing cavity 68. In this embodiment, the reinforcing bracket 8 is completely disposed in the main energy-absorbing cavity 68, thereby improving the structural strength of the main energy-absorbing cavity 68. Furthermore, the reinforcing bracket 8 extends in the front-back direction, which can support the structure of the energy-absorbing box structure 6 in the front-back direction, thereby improving the structural strength of the energy-absorbing box structure 6 in the front-back direction and thus improving the longitudinal force transmission characteristics of the energy-absorbing box structure 6.

[0104] In some embodiments, there are two reinforcing brackets 8, and the two reinforcing brackets 8 are respectively connected to the upper and lower parts of the energy-absorbing box structure 6, and the reinforcing brackets 8 are plugged into the energy-absorbing box structure 6.

[0105] Specifically, the main energy-absorbing cavity 68 within the energy-absorbing box structure 6 is open in the vertical direction, and at least a portion of the reinforcing bracket 8 is located within the main energy-absorbing cavity 68, and as... Figure 4 As shown, there are two reinforcing brackets 8, which are symmetrically distributed on the upper and lower parts of the energy-absorbing box structure 6. The reinforcing brackets 8 extend in the front-to-back direction and can be inserted into the energy-absorbing box structure 6. In actual installation, the reinforcing brackets 8 can be inserted into multiple longitudinal partition plates 66 of the energy-absorbing box structure 6. During installation, the upper and lower reinforcing brackets 8 are inserted into the longitudinal partition plates 66 in the upper and lower directions, respectively. This ensures that the installation position of the reinforcing brackets 8 and the energy-absorbing box structure 6 is accurate. After the reinforcing brackets 8 are inserted into the multiple longitudinal partition plates 66, they can be fixed by welding to ensure the connection strength between the two and make the installation simpler and more convenient.

[0106] Therefore, by setting the reinforcing bracket 8 to be inserted and connected with the energy-absorbing box structure 6, the reinforcing bracket 8 and multiple longitudinal partition plates 66 can be mutually supported and connected to each other, so as to improve the strength of the upper and lower parts of the energy-absorbing box structure 6 respectively, thereby improving the stability of the force transmission during collision.

[0107] In some embodiments, the reinforcing bracket 8 includes a main board 81 and a plug-in board 82. The plug-in board 82 is connected to the middle of the side of the main board 81 facing the energy-absorbing box structure 6, and the plug-in board 82 has a central plug-in groove 821 that is plugged into and cooperates with the energy-absorbing box structure 6.

[0108] Specifically, such as Figure 4 As shown, the reinforcing bracket 8 is provided with a main board 81 and a connector plate 82, and the main board 81 is connected to the connector plate 82. The connector plate 82 can be connected to one side of the main board 81, that is, the connector plate 82 can be connected to the side of the main board 81 facing the energy-absorbing box structure 6, and the connector plate 82 is located in the middle of the main board 81. The main board 81 and the connector plate 82 can be vertically distributed. The connector plate 82 can support the main board 81, and the connector plate 82 extends vertically. The extension length of the connector plate 82 can be set to one-quarter of the length of the longitudinal partition plate 66. The vertical length is equal, and the plug-in plate 82 is provided with a central plug-in groove 821. The central plug-in groove 821 extends in the vertical direction and opens in the direction away from the main board 81. After the plug-in plate 82 is plugged into the energy-absorbing box structure 6 through the central plug-in groove 821, the main board 81 is level with the top of the energy-absorbing box structure 6, and the lower reinforcing bracket 8 and the upper reinforcing bracket 8 are symmetrically distributed, so that the upper and lower parts of the energy-absorbing box structure 6 are flat, thereby making the overall structure externally neat and the assembly simpler and more convenient.

[0109] Furthermore, when the central insertion slot 821 is inserted into the energy-absorbing box structure 6, it can be inserted into the longitudinal partition plate 66 of the energy-absorbing box structure 6. Multiple central insertion slots 821 can be set, and multiple central insertion slots 821 are distributed one-to-one with multiple longitudinal partition plates 66. By connecting multiple central insertion slots 821 with multiple longitudinal partition plates 66 one-to-one, the insertion plate 82 and the longitudinal partition plate 66 can be relatively fixed, increasing the structural strength at the insertion plate 82.

[0110] There are two transverse partition plates 67 located in the main energy absorption cavity 68. The main board 81 has connecting flanges 811 on both sides in the inner and outer directions. The two connecting flanges 811 are connected to the two transverse partition plates 67 located in the main energy absorption cavity 68 in a one-to-one correspondence. The connecting flanges 811 are provided with side insertion grooves 812 that are inserted and matched with the longitudinal partition plate 66.

[0111] Specifically, such as Figure 4 As shown, two transverse partition plates 67 are provided inside the main energy absorption cavity 68, and the main board 81 has connecting flanges 811 on both sides in the inward and outward directions. The two connecting flanges 811 are bent and connected to the main board 81, and the two connecting flanges 811 and the plug-in plate 82 are located on the same side of the main board 81, that is, the two connecting flanges 811 can also be connected to the side of the main board 81 facing the main energy absorption cavity 68. The two connecting flanges 811 and the plug-in plate 82 are distributed parallel to each other, and the extension length of the two connecting flanges 811 is less than the extension length of the plug-in plate 82. The two connecting flanges 811 are used to respectively It is connected to two transverse partition plates 67 located in the main energy absorption cavity 68. The two connecting flanges 811 are respectively provided with side insertion grooves 812. The side insertion grooves 812 are inserted into the longitudinal partition plate 66. The side insertion grooves 812 and the middle insertion grooves 821 have the same structure. The extension length of the side insertion grooves 812 is less than the extension length of the middle insertion grooves 821. There are multiple side insertion grooves 812. In the front-back direction, the multiple side insertion grooves 812 and the multiple middle insertion grooves 821 are in the same extension direction as the longitudinal partition plate 66, which is conducive to the insertion and cooperation of the two.

[0112] Furthermore, during installation, multiple side insertion slots 812 and multiple center insertion slots 821 can be inserted into multiple longitudinal partition plates 66 in the vertical direction, and two connecting flanges 811 can be attached to two transverse partition plates 67 located in the main energy absorption cavity 68. The two can be welded together to improve the connection strength between the reinforcing bracket 8 and the energy absorption box structure 6.

[0113] Thus, through the above-mentioned arrangement, the two connecting flanges 811 of the reinforcing bracket 8 are mutually supported and connected to the two transverse partitions 67, which can limit the two transverse partitions 67 located in the main energy absorption cavity 68 in the Y direction. The plug-in plate 82 is mutually supported and connected to multiple longitudinal partitions 66, so as to improve the strength of the upper and lower parts of the energy absorption box structure 6 respectively. The plug-in plate 82 can also serve as a force transmission path, increasing the force transmission path of the energy absorption box structure 6, which can improve the energy absorption effect of the energy absorption box structure 6. Furthermore, it makes the main energy absorption cavity 68 a closed cavity, which can improve the stability of the force transmission during collision.

[0114] Furthermore, in the lateral direction of the vehicle, the width of the reinforcing bracket 8 can be the same as the width of the energy-absorbing box structure 6, or the width of the reinforcing bracket 8 can be set to one-third of the width of the energy-absorbing box structure 6. There are various ways to set it, and it can be selectively set according to actual needs, such as... Figure 4 As shown, in this embodiment, the width of the reinforcing bracket 8 is set to be the same as the distance between the two transverse partition plates 67 located in the main energy absorption cavity 68. That is, the width of the main board 81 can be the same as the distance between the two transverse partition plates 67 located in the main energy absorption cavity 68, thereby strengthening the structure of the two transverse partition plates 67 located in the main energy absorption cavity 68. The length of the reinforcing bracket 8 can be the same as the length of the energy absorption box structure 6, or it can be set to be shorter than the length of the energy absorption box structure 6, which provides high flexibility.

[0115] In some embodiments, the front structure 100 of the vehicle body further includes: a front lower bumper beam assembly 4 and a front subframe 5. The front lower bumper beam assembly 4 is located below the front bumper beam assembly 1. The front subframe 5 is connected to the rear side of the front lower bumper beam assembly 4 and is located below the engine compartment longitudinal beam 2. The front subframe 5 is connected to the energy-absorbing box structure 6 and / or the engine compartment longitudinal beam 2 through a third connecting plate 11.

[0116] Specifically, such as Figure 2 As shown, the front structure 100 of the vehicle body is also provided with a front lower bumper beam assembly 4 and a front subframe 5. The front lower bumper beam assembly 4 extends in the left and right direction and can also be configured as a curved beam that curves forward, which can improve the structural strength and impact resistance of the front lower bumper beam assembly 4. Furthermore, by constructing the front lower bumper beam assembly 4 as a curved beam, the space behind the front lower bumper beam assembly 4 can be increased. During a collision, the front lower bumper beam assembly 4 can undergo a large range of bending and deformation, which can absorb more collision energy, thereby improving the collision performance of the front lower bumper beam assembly 4. The front lower bumper beam assembly 4 is spaced apart from the front bumper beam assembly 1 in the vertical direction and is located below the front bumper beam assembly 1.

[0117] Furthermore, the front subframe 5 extends along the front-rear direction and is located behind the front lower bumper beam assembly 4. That is, the front end of the front subframe 5 can be connected to the rear side of the front lower bumper beam assembly 4. The front subframe 5 and the engine compartment longitudinal beam 2 are spaced apart along the vertical direction and the front subframe 5 is located below the engine compartment longitudinal beam 2. When a collision occurs on the lower front side of the vehicle, the collision force can be applied to the front lower bumper beam assembly 4 and then transmitted to the front subframe 5 through the front lower bumper beam assembly 4. This ensures the reliability of the transmission of collision force in all directions on the front side of the vehicle and improves the safety of use.

[0118] Furthermore, a third connecting plate 11 is provided above the front subframe 5. The third connecting plate 11 extends in the vertical direction. The lower end of the third connecting plate 11 is connected to the upper part of the front subframe 5 by welding or connecting parts. In this embodiment, the lower end of the third connecting plate 11 is connected to the upper part of the front subframe 5 by connecting parts. The connecting parts can be bolts, etc. The structure is simple, the installation is convenient, and the installation cost is low. The upper end of the third connecting plate 11 can be connected to the energy-absorbing box structure 6 and / or the engine compartment longitudinal beam 2. That is, the upper end of the third connecting plate 11 can be connected only to the energy-absorbing box structure 6, or only to the engine compartment longitudinal beam 2, or simultaneously to both the energy-absorbing box structure 6 and the engine compartment longitudinal beam 2. In this embodiment, the upper end of the third connecting plate 11 is simultaneously connected to both the energy-absorbing box structure 6 and the engine compartment longitudinal beam 2.

[0119] After a collision occurs at the front of the vehicle, the impact force can be divided into two parts. The impact force can be transmitted rearward from the front anti-collision beam assembly 1 to the energy-absorbing box structure 6, and then transmitted to the engine compartment longitudinal beam 2 or engine compartment side beam 3 through the energy-absorbing box structure 6. It can also be transmitted rearward from the front lower anti-collision beam assembly 4 to the front subframe 5. Thus, through two force transmission paths in the vertical direction, the impact force can be dispersed and transmitted, improving the impact buffering capacity of the front of the vehicle.

[0120] Furthermore, there are two energy-absorbing box structures 6. The left and right ends of the front bumper beam assembly 1 can be connected to the two left and right engine compartment longitudinal beams 2 and two engine compartment side beams 3 through one energy-absorbing box structure 6 respectively. The front bumper beam assembly 1 can withstand a large collision energy. The front bumper beam assembly 1, engine compartment longitudinal beams 2 and engine compartment side beams 3 are the main force transmission channels. Through the energy-absorbing box structure 6, the collision force received by the front bumper beam assembly 1 can be effectively absorbed and dispersed, and the impact energy received by the engine compartment longitudinal beams 2 and engine compartment side beams 3 can be reduced, thereby reducing the damage of the collision force to the rear structure and passenger compartment. Its force transmission process is more stable and safer. In addition, the energy-absorbing box structure 6 is equipped with a pendulum structure 7, which can increase the lateral sliding of the whole vehicle in small overlap collisions and improve safety.

[0121] The present invention also proposes a vehicle.

[0122] The vehicle according to an embodiment of the present invention includes the front body structure 100 of any of the above-described embodiments.

[0123] According to the vehicle of the present invention, by setting the left and right width of the energy-absorbing box structure 6 to gradually decrease from front to back, the collision force can be stably transmitted along the energy-absorbing box structure 6, thereby improving the energy absorption effect of the energy-absorbing box structure 6. Furthermore, the front end of the engine compartment longitudinal beam 2 is located behind the main energy-absorbing cavity 68, and the front end of the engine compartment side beam 3 is located behind the side energy-absorbing cavity 69. This further improves the transmission effect and energy absorption effect of the front structure 100 of the vehicle body on the collision force in all directions, ensures the stability of force transmission, improves the collision performance of the vehicle, effectively protects the safety of the occupants, has better performance, and has a wider range of applications.

[0124] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0125] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle body front structure characterized by comprising: The application relates to a front anti-collision beam assembly, cabin longitudinal beams and cabin side beams, an energy-absorbing box structure, a first connecting plate, a second connecting plate, a main partition plate, a longitudinal partition plate, a transverse partition plate, a front end plate and a rear end plate. The cabin longitudinal beams and the cabin side beams are arranged at the rear side of the front anti-collision beam assembly and are spaced apart in the left-right direction. The energy-absorbing box structure is connected to the rear side of the front anti-collision beam assembly, and the width of the energy-absorbing box structure in the left-right direction gradually decreases from front to back. The front ends of the cabin longitudinal beams are connected to the rear side of the main energy-absorbing cavity, and the front ends of the cabin side beams are connected to the rear side of the side energy-absorbing cavity.

2. The vehicle body front structure according to claim 1, characterized by The first connecting plate is connected to the front side of the energy-absorbing box structure, and the first connecting plate is opposite to at least part of the main energy-absorbing cavity and / or at least part of the side energy-absorbing cavity in the front-rear direction.

3. The vehicle body front structure according to claim 2, characterized by The rear side of the first connecting plate is connected to the second connecting plate, the inner end and the outer end of the second connecting plate are opposite to the cabin longitudinal beams and the cabin side beams in the left-right direction, and the width of the second connecting plate gradually increases from the outside to the inside.

4. The vehicle body front structure according to claim 2, characterized by The main partition plate is arranged in the energy-absorbing box structure, and the main partition plate divides the inner cavity of the energy-absorbing box structure into the main energy-absorbing cavity and the side energy-absorbing cavity.

5. The vehicle body front structure according to claim 4, characterized by The rear end of the main partition plate is located in front of the first connecting plate.

6. The vehicle body front structure according to claim 1, characterized by The main partition plate is inclined inward from front to back, and the angle between the main partition plate and the front-rear direction is C, 10 DEG <= C <= 25 DEG.

7. The vehicle body front structure according to claim 6, characterized by The main energy-absorbing cavity and / or the side energy-absorbing cavity is provided with a plurality of partition plates, and the partition plates divide the main energy-absorbing cavity or the side energy-absorbing cavity into a plurality of sub energy-absorbing cavities. The partition plates include longitudinal partition plates, the longitudinal partition plates sequentially penetrate the main energy-absorbing cavity and the side energy-absorbing cavity in the left-right direction, and the longitudinal partition plates separate adjacent two sub energy-absorbing cavities in the front-rear direction.

8. The vehicle body front structure according to claim 7, characterized by The partition plates also include transverse partition plates, the main energy-absorbing cavity and / or the side energy-absorbing cavity is provided with the transverse partition plates, and the transverse partition plates separate adjacent two sub energy-absorbing cavities in the left-right direction. The energy-absorbing box structure includes a front end plate and a rear end plate, the front end plate and the rear end plate are opposite in the front-rear direction, the front end plate and the longitudinal partition plates are arc-shaped plates, and the centers of the arc-shaped plates are located at the rear side of the arc-shaped plates.

9. The vehicle body front structure according to claim 8, characterized by The energy-absorbing box structure also includes an inner side plate and an outer side plate, the inner side plate and the outer side plate are opposite in the inner-outer direction, the transverse partition plates are arranged between the inner side plate and the outer side plate, the inner side plate is inclined outward from front to back, and the outer side plate is inclined inward from front to back. The angle between the inner side plate and the front-rear direction is A, 10 DEG <= A <= 20 DEG. The angle between the transverse partition plate in the main energy-absorbing cavity and the front-rear direction is B, 0 DEG <= B <= 5 DEG. And / or, the included angle between the transverse partition plate in the side energy absorption cavity and the front-rear direction is D, 10°≤D≤25°. And / or, the included angle between the outer side plate and the front-rear direction is E, 10°≤E≤25°.

10. The vehicle body front structure according to claim 9, characterized by The rear end of the inner side plate and the rear end of the transverse partition plate in the main energy absorption cavity are both located in front of the cabin longitudinal beam. And / or, the rear end of the outer side plate and the rear end of the transverse partition plate in the side energy absorption cavity are both located in front of the cabin side beam.

11. The vehicle body front structure according to claim 1, characterized by At least part of the outer side of the side energy absorption cavity protrudes outward in the left-right direction beyond the outermost side of the cabin side beam, so as to be staggered in the front-rear direction with the cabin side beam. And / or, at least part of the end of the front anti-collision beam assembly protrudes outward in the left-right direction beyond the outermost side of the side energy absorption cavity, so as to be staggered in the front-rear direction with the side energy absorption cavity.

12. The vehicle body front structure according to claim 1, characterized by Further comprising: A reinforcing support connected to the energy absorption box structure, and at least part of the reinforcing support is located in the main energy absorption cavity, and the reinforcing support extends in the front-rear direction.

13. The vehicle body front structure according to claim 12, characterized by The reinforcing support is two, and the two reinforcing supports are respectively connected to the upper part and the lower part of the energy absorption box structure, and the reinforcing support is inserted and matched with the energy absorption box structure.

14. The vehicle body front structure according to claim 13, characterized by The reinforcing support includes a main plate and an insertion plate, the insertion plate is connected to the middle part of the side of the main plate facing the energy absorption box structure, and the insertion plate is formed with a middle insertion slot for insertion and matching with the energy absorption box structure.

15. The vehicle body front structure according to claim 1, characterized by Further comprising: A front lower anti-collision beam assembly and a front subframe, the front lower anti-collision beam assembly is located below the front anti-collision beam assembly, the front subframe is connected to the rear side of the front lower anti-collision beam assembly and is located below the cabin longitudinal beam, and the front subframe is connected to the energy absorption box structure and / or the cabin longitudinal beam through a third connecting plate.

16. A vehicle characterized by comprising: The vehicle body front structure according to any one of claims 1-15.

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