Vehicle body structure, body-in-white, and vehicle

Abstract

The application discloses a vehicle body structure, a body-in-white and a vehicle, and relates to the technical field of a front part structure of a vehicle body, wherein the vehicle body structure comprises a front end frame, a force transmission beam and a connecting piece; the front end frame comprises a cross beam and two upright columns; the middle part of the cross beam has a first weak area; the two upright columns are respectively arranged at the two ends of the cross beam; the connection part of each upright column and the cross beam has a second weak area; the upright column is used for being connected with an energy absorption box of the vehicle; the force transmission beam is connected with the front end frame; and the connecting piece is sleeved on the force transmission beam and used for being connected with an upper longitudinal beam of the vehicle. The application can realize multi-stage energy dissipation and stable force flow transmission, can construct an independent force transmission path on the upper part without changing the existing framework, can share the load bearing of the lower vehicle body, and can improve the safety performance in frontal and offset collisions.

Description

Technical Field

[0001] This invention relates to the field of vehicle front structure technology, and particularly to a vehicle body structure, body-in-white, and vehicle. Background Technology

[0002] Traditional vehicle bodies primarily rely on front bumper beams, energy-absorbing boxes, and lower longitudinal beams to absorb collision energy and transfer loads. The front section of the upper body only features a split "elephant trunk" beam, front frame, and upper front longitudinal beam, lacking a corresponding force-transfer structure. During a collision, it cannot transfer the impact force to the A-pillar or sill beams, nor can it absorb and dissipate collision energy. Furthermore, the separate assembly of each force-transfer component results in numerous connection points, making them prone to joint instability and tearing under impact. With the increasing curb weight of vehicles, the current upper structure struggles to simultaneously meet the requirements of lightweight design and stable force transmission during collisions. Summary of the Invention

[0003] This invention proposes a vehicle body structure, a body-in-white, and a vehicle, aiming to provide a vehicle body structure that can absorb and dissipate part of the impact force in the event of a frontal or offset collision, and directionally transmit the remaining impact force to the vehicle's A-pillar and door sill beam.

[0004] One embodiment of the present invention provides a vehicle body structure comprising: The front frame includes a crossbeam and two columns. The crossbeam has a first weak zone in the middle. The two columns are respectively located at both ends of the crossbeam. The connection between each column and the crossbeam has a second weak zone. The columns are used to connect to the energy-absorbing box of the vehicle. A force transmission beam, which is connected to the front end frame; A connector is fitted onto the force transmission beam and is used to connect to the upper longitudinal beam of the vehicle.

[0005] In one embodiment, the front-end frame is made of magnesium alloy; and / or The connector is made of magnesium alloy.

[0006] In one embodiment, the crossbeam and the two columns form a cavity with an opening facing the force transmission beam, and a reinforcing structure is provided inside the cavity.

[0007] In one embodiment, the reinforcing structure includes transverse reinforcing ribs and vertical reinforcing ribs. The transverse reinforcing ribs extend along the length direction of the beam, and the vertical reinforcing ribs extend along the width direction of the beam. The transverse reinforcing ribs and the vertical reinforcing ribs are staggered.

[0008] In one embodiment, the reinforcing structure further includes diagonal reinforcing ribs, which are disposed on the crossbeam and located between the first weak area and the second weak area. The diagonal reinforcing ribs are also disposed on the column, and the diagonal reinforcing ribs connect adjacent transverse reinforcing ribs and vertical reinforcing ribs.

[0009] In one embodiment, the force transmission beam includes a horizontal tube and two bent tubes, which are respectively disposed at both ends of the horizontal tube and bent toward the side away from the front end frame. The horizontal tube is connected to the front end frame, and the bent tubes are connected to the connector.

[0010] In one embodiment, each of the bent tubes includes a front bent section and a rear bent section connected to each other. The front bent section is located at one end of the horizontal tube. The horizontal tube and the two bent tubes enclose an internal region with an opening on one side. The angle between the horizontal tube and the front bent section facing the internal region is less than or equal to the angle between the front bent section and the rear bent section facing the internal region.

[0011] In one embodiment, the angle between the horizontal tube and the front bend section facing away from the front end frame is 110°~130°; and / or The angle between the front bend and the rear bend facing away from the front end frame is 150°~160°.

[0012] In one embodiment, the force-transmitting beam further includes a filler that fills at least a portion of the space inside the transverse tube; and / or The filler fills at least a portion of the space inside the bent tube.

[0013] In one embodiment, the horizontal tube has at least two filling holes, and the filler includes a first filling section that fills the area between the two filling holes. The portion of the horizontal tube filled with the first filling section is used for connection to the front end frame; and / or The front bending section is provided with at least two filling holes, and the filler also includes a second filling section, which fills the connection between the horizontal tube and the front bending section.

[0014] In one embodiment, the front bending section includes a first bending section and a second bending section connected together. The first bending section is connected to the horizontal tube, and the second bending section is connected to the rear bending section. The first bending section and the second bending section are arranged at an angle. The filler also includes a third filler section, which fills the connection between the first bending section and the second bending section.

[0015] In one embodiment, the front-end frame further includes a connection structure, the connection structure including at least two first connection anchor points and at least two second connection anchor points, each of the first connection anchor points being disposed on a crossbeam and located between the second weak area and the first weak area, and each of the second connection anchor points being disposed on a column.

[0016] In one embodiment, the horizontal tube has at least one positioning plane, and the horizontal tube is provided with a first snap-fit ​​portion, which snaps into the first connecting anchor point; and / or Each of the bent tubes has at least one positioning plane, and each of the bent tubes is provided with a second snap-fit ​​portion, which snaps into the second connecting anchor point.

[0017] In one embodiment, the width of the first weak area is 70mm~80mm; and / or The width of the second weak zone is 60mm~80mm.

[0018] In one embodiment, the connector includes: The mounting plate has a plug hole, the bent tube is plugged into the plug hole, and the mounting plate is screwed to the upper longitudinal beam by a first bolt; Flanges are provided at both ends of the mounting plate, and the flanges are set at an angle to the mounting plate. The flanges are screwed to the upper longitudinal beam by second bolts. The third bolt connects the upper longitudinal beam, the mounting plate, and the bent pipe in sequence.

[0019] An embodiment of the present invention also provides a body-in-white, including an A-pillar, a sill beam, an upper longitudinal beam, and a lower longitudinal beam. The A-pillar is connected to the sill beam, the upper longitudinal beam is connected to the A-pillar and extends along a first direction, the lower longitudinal beam is connected to the A-pillar and extends along the first direction, and the upper and lower longitudinal beams are spaced apart along a second direction. The body-in-white further includes: In the vehicle body structure described above, the connecting member is connected to the upper longitudinal beam; An energy-absorbing box is located at the end of the lower longitudinal beam away from the A-column, and the front end frame is connected to the energy-absorbing box; The front anti-collision beam is located at the end of the energy-absorbing box away from the lower longitudinal beam.

[0020] In one embodiment, the A-pillar includes an outer A-pillar panel and an inner A-pillar panel, which together form an installation cavity. The body-in-white also includes a reinforcing member, which includes a tube beam, a fourth bolt, and a fifth bolt. The fourth bolt and the fifth bolt are respectively located on opposite sides of the tube beam and are respectively connected to the inner A-pillar panel and the outer A-pillar panel. The fourth bolt and the fifth bolt are respectively connected to the upper longitudinal beam.

[0021] An embodiment of the present invention also proposes a vehicle comprising the body-in-white as described above.

[0022] This invention involves sequentially arranging a front-end frame, a force-transmitting beam, and connectors in the upper part of the vehicle's front compartment. The front-end frame can absorb part of the impact force generated by a collision through its own deformation and fracture. The force-transmitting beam then transfers the remaining impact force from the front-end frame to the connectors, which in turn transmit it to the main load-bearing components such as the vehicle's A-pillar and sill beams. This achieves graded dissipation of collision impact, ensures continuous and stable force transmission, and avoids the risk of impact failure at connection nodes. Without altering the existing vehicle body platform frame, an independent upper force transmission path is constructed to share the load-bearing capacity of the lower body, thereby improving frontal and small offset collision safety performance.

[0023] Specifically, the vehicle body structure includes a front frame, load-bearing beams, and connecting components. The front frame includes a crossbeam and two pillars. The crossbeam has a first weak zone in its middle, and the two pillars are located at both ends of the crossbeam. Each pillar has a second weak zone at its connection to the crossbeam. The pillars connect to the vehicle's energy-absorbing box. When a collision occurs, the first weak zone in the middle of the crossbeam preferentially undergoes block shear tearing, primarily absorbing the collision energy, while simultaneously guiding the residual load to the second weak zones on both sides. The second weak zones undergo localized crushing and cracking to further dissipate energy, while preserving key load-bearing hard points to prevent failure, transferring the load to the rear load-bearing beams, thus achieving energy absorption while ensuring an uninterrupted load transmission path.

[0024] When the load is introduced from the front frame into the force transmission beam, the force transmission beam includes a horizontal tube and two bent tubes. The two bent tubes are respectively located at both ends of the horizontal tube and are bent towards the side away from the front frame. After the horizontal tube is subjected to force, it further generates deformation to dissipate the impact energy, while the bent tubes directly transfer the load to the upper longitudinal beam of the vehicle.

[0025] The connector at the end of the bent tube is fixed to the upper longitudinal beam. When the bent tube is under stress, the fragile connection structure between the bent tube and the connector will break, causing the bent tube to move relative to the connector. The friction generated by the movement between the two further dissipates the impact energy.

[0026] In the technical solution of this application, the front frame is integrally die-cast into the horizontal tube, and the connector is integrally die-cast into the bent tube. This reduces the number of parts and connection points, and avoids instability and tearing of connection points while simplifying the process steps and structural complexity, ensuring the effectiveness of the force transmission path, and taking into account both the lightweight of the whole vehicle and passive safety. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0028] Figure 1 A schematic diagram of an embodiment of the vehicle body structure provided by the present invention; Figure 2 for Figure 1 Top view of the vehicle body structure; Figure 3 This is a structural diagram of the front frame in the vehicle body structure; Figure 4 for Figure 3 A magnified view of a section at point A in the middle; Figure 5 A schematic diagram of the front frame facing the rear of the vehicle; Figure 6 A schematic diagram of the front frame facing the front of the vehicle; Figure 7 This is a structural diagram of the force transmission beam in the vehicle body structure; Figure 8 for Figure 7 A magnified view of a section at point B in the middle; Figure 9 This is a top view of the force-transmitting beam; Figure 10 This is a cross-sectional view of the horizontal tube in the force transmission beam; Figure 11 A schematic diagram of the structure for installing connectors at the end of the force transmission beam; Figure 12 for Figure 11 A magnified view of a section at point C; Figure 13 This is a structural diagram of the connecting parts in the vehicle body structure; Figure 14 for Figure 13 Cross-sectional view of the connecting component; Figure 15 for Figure 13 Side view of the connecting component; Figure 16 This is a schematic diagram of the reinforcing structure in the body-in-white provided by the present invention; Figure 17 This is a cross-sectional view of the A-pillar in the body-in-white. Figure 18 This is a schematic diagram of the structure of the body-in-white provided by the present invention; Figure 19 This is a diagram illustrating the transmission of impact force during a frontal collision between vehicles.

[0029] Explanation of icon numbers: 100. Vehicle body structure; 1. Front-end frame; 11. Crossbeam; 111. First weak zone; 112. Second weak zone; 113. Horizontal plate; 114. Vertical plate; 115. Shock absorber bracket; 116. Intercooler bracket; 11a. Cavity; 11b. First groove; 11c. Second groove; 11d. Air inlet; 12. Column; 121. Connecting part; 13. Reinforcing structure; 131. Horizontal reinforcing rib; 132. Vertical reinforcing rib; 133. Diagonal reinforcing rib; 14. Connecting structure; 141. First connecting anchor point; 142. Second connecting anchor point; 2. Force transmission beam; 21. Horizontal tube; 211. Protruding structure; 21a. Filling hole; 21b. Positioning plane; 21c. First snap-fit ​​part; 21d. Second snap-fit ​​part; 22. Bent tube; 221. Front bent section; 2211. First bent section; 2212. Second bent section; 222. Rear bent section; 23. Filler; 231. First filling section; 232. Second filling section; 233. Third filling section; 3. Connector; 31. Mounting plate; 311. First bolt; 31a. Insertion hole; 32. Flanged edge; 321. Second bolt; 33. Third bolt; 34. First locking part; 35. Second locking part; 4. Reinforcing member; 41. Pipe beam; 42. Fourth bolt; 43. Fifth bolt; 110. Adapter bracket; 200. A-pillar; 210. Outer A-pillar panel; 220. Inner A-pillar panel; 200a. Mounting cavity; 300. Sill beam; 400. Upper longitudinal beam; 500. Lower longitudinal beam; 600. Energy-absorbing box; 700. Front bumper beam. Detailed Implementation

[0030] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of various embodiments. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] It should be noted that if directional indications (such as up, down, left, right, front, back, etc.) are involved in multiple embodiments of the present invention, the directional indications are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0032] Furthermore, if the various embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text implies three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0033] Current automotive front collision safety systems generally use high-strength steel lower longitudinal beams as the core force transmission carrier, combined with front anti-collision crossbeams and energy-absorbing boxes to form the main force transmission path of the lower body. In frontal collision conditions, the collision energy is dissipated through the orderly crushing of the energy-absorbing boxes and the progressive collapse deformation of the longitudinal beams, and the residual load is transferred to the sill beams, central tunnel and other main load-bearing frames of the body.

[0034] Corresponding to the front area of ​​the upper body, existing solutions mostly adopt a combination structure of separate stamped and welded elephant trunk beam, front upper crossbeam and scattered reinforcement components, which is only used to support the front cooling module, fender and front hood mounting points, without forming a continuous and unobstructed upper force transmission path; in frontal collision, especially small offset collision, the collision load cannot be effectively diverted to the A-pillar joint and the upper area of ​​the sill beam through the upper structure, resulting in an excessively high load proportion of the lower body longitudinal beam, which is prone to longitudinal beam bending instability and excessive intrusion of the passenger compartment in front, thus limiting the improvement of the overall vehicle collision safety performance.

[0035] Meanwhile, the aforementioned upper body front components are mostly integrated by using steel plate stamping followed by multi-point bolt connection or spot welding assembly. The number of parts is large and the assembly process is long. Under high-speed impact loads, the connection interface is prone to weld tearing and bolt slippage failure, causing interruption of the force transmission path and failing to stably perform the load transmission function. Moreover, the multi-part splicing structure has a large self-weight, which conflicts with the current development goals of vehicle lightweighting, cost reduction and efficiency improvement.

[0036] With the gradual application of lightweight materials such as magnesium alloys and aluminum alloys in the front end of the vehicle body, the traditional split assembly structure cannot fully utilize the molding advantages of the integrated die casting process. The connection reliability between the die-cast components and the steel tube beams is insufficient, and it is impossible to take into account both the weight reduction benefits of lightweight materials and the stable force transmission requirements under collision conditions. It is difficult to achieve efficient construction of the upper force transmission path without changing the existing vehicle body platform frame, and it is impossible to simultaneously meet the multiple design requirements of multi-level collision energy absorption, stable load transmission and vehicle lightweighting.

[0037] To address the aforementioned problems, this invention proposes a vehicle body structure 100 to solve or alleviate the technical issues mentioned above.

[0038] Please see Figure 1 and combined Figure 2 In one embodiment of this application, the vehicle body structure 100 includes a front frame 1, a force transmission beam 2, and a connector 3. The front frame 1 includes a crossbeam 11 and two columns 12. The crossbeam 11 has a first weak zone 111 in the middle. The two columns 12 are respectively located at both ends of the crossbeam 11. Each column 12 has a second weak zone 112 at the connection between it and the crossbeam 11. The columns 12 are used to connect with the energy absorption box 600 of the vehicle. The force transmission beam 2 is connected to the front frame 1. The connector 3 is sleeved on the force transmission beam 2 and is used to connect with the upper longitudinal beam 400 of the vehicle.

[0039] It should be noted that the first direction is the longitudinal direction of the vehicle, that is, the direction in which the vehicle extends forward and backward; the second direction is the vertical direction of the vehicle, that is, the direction in which the vehicle extends up and down; the third direction is the lateral direction of the vehicle, that is, the direction in which the vehicle extends left and right; and the fourth direction is the lateral direction of the vehicle, that is, the direction in which the vehicle extends left and right.

[0040] Please refer to the following: Figure 18 The vehicle body structure 100 is integrally located in the upper space of the vehicle's front compartment. The front frame 1 is arranged laterally along a second direction at the front end of the upper part of the front compartment. The crossbeam 11 extends along the second direction, and two columns 12 are respectively located at both ends of the crossbeam 11 along the second direction, and extend along a third direction to connect with the energy-absorbing box 600 below. The force transmission beam 2 is arranged along a first direction on the rearward side of the front frame 1. The force transmission beam 2 includes a horizontal tube 21 and bent tubes 22 located at both ends of the horizontal tube 21. The horizontal tube 21 extends along the second direction and is arranged in a front-to-back correspondence with the crossbeam 11 along the first direction. The two bent tubes 22 are respectively located at both ends of the horizontal tube 21 along the second direction, and extend backward along the first direction away from the front frame 1, respectively located on the left and right sides of the upper part of the front compartment. The connector 3 is fitted onto the end of each bent tube 22 away from the horizontal tube 21, located at the rear end of the bent tube 22 along the first direction, and the connector 3 is adapted and connected to the front end of the upper longitudinal beam 400 of the vehicle along the second direction, thereby constructing a continuous force transmission path from the front frame 1 to the force transmission beam 2 and then to the upper longitudinal beam 400 in the upper part of the front compartment.

[0041] Understandably, when a vehicle is involved in a frontal collision, the collision load acts on the front frame 1. The first weak zone 111 in the middle of the crossbeam 11 deforms and fractures first, dissipating some of the collision energy. At the same time, the remaining collision load is transmitted along the crossbeam 11 to the pillars 12 at both ends. When the load is transmitted to the connection between the pillars 12 and the crossbeam 11, the second weak zone 112 undergoes crush deformation to further absorb the collision energy. The remaining load is transmitted through the pillars 12 to the energy absorption box 600 of the vehicle and merges into the force transmission path of the lower body for energy dissipation.

[0042] At the same time, the collision load is synchronously transmitted to the horizontal tube 21 of the force transmission beam 2. After receiving the load, the horizontal tube 21 transmits it along the tube body to the bent tubes 22 on both sides. The bent tube 22 bends and extends along the side away from the front frame 1, and transmits the collision load backward to the connector 3 at its end. Then, the load is transmitted to the upper longitudinal beam 400 of the vehicle through the connector 3, thereby forming an independent collision force transmission path in the upper body area, realizing the upper and lower diversion of the collision load, sharing the load of the lower body, and improving the safety performance of the vehicle in frontal collision.

[0043] In one embodiment of this application, when preparing the vehicle body structure 100, the integral component of the force transmission beam 2, which includes a horizontal tube 21 and two bent tubes 22, is first processed and formed. The corresponding pipe section of the horizontal tube 21 is placed into the cavity of the corresponding die-casting mold as an insert and positioned and fixed. After the mold is closed, molten die-casting material is injected into the cavity. After the die-casting material cools and solidifies, the front end frame 1 is formed, so that the front end frame 1 and the horizontal tube 21 form a seamless integrated structure through in-mold casting.

[0044] Using the same process as described above, the end sections of each bent tube 22 that are away from the horizontal tube 21 are placed into the cavity of the corresponding die-casting mold as inserts and fixed. After the mold is closed, molten die-casting material is injected, and after cooling and solidification, a connector 3 is sleeved on the end of the bent tube 22, so that the connector 3 and the bent tube 22 form an integral connection structure 14.

[0045] It is understandable that by adopting the above-mentioned integrated die-casting method, the separate assembly process between the front frame 1 and the horizontal tube 21, and between the connector 3 and the bent tube 22 can be eliminated, thus eliminating the connection nodes formed by separate connection methods such as bolt connection and welding. This avoids stress concentration, tearing and slippage or structural instability at the connection points under collision load, and ensures that the collision force flow is continuously and smoothly transmitted between the front frame 1 and the force transmission beam 2, and between the bent tube 22 and the connector 3, thereby improving the structural reliability and force transmission stability of the upper force transmission path.

[0046] Meanwhile, the integrated die-cast structure combines the front-end accessory mounting structure with the load-bearing structure, reducing the number of independent mounting brackets, connecting fasteners, and other auxiliary components. This simplifies the assembly process of the upper part of the vehicle's front compartment, reduces the overall structural weight, and achieves lightweighting while ensuring collision load-bearing performance. Furthermore, the die-cast front-end frame 1, wrapped around the transverse tube 21, provides circumferential support to the transverse tube 21, enhancing its buckling resistance under load. The embedded transverse tube 21, acting as a rigid skeleton, strengthens the overall structural strength of the front-end frame 1. Together, they enhance the impact resistance of the vehicle body structure 100.

[0047] It should be noted that the front frame 1 and / or connector 3 may be made of metal or alloy materials such as aluminum alloy, magnesium alloy, or high-strength steel, or they may be made of polymer plastics such as resin-based composite materials. This application does not limit the specific materials used in this application.

[0048] To further reduce the overall weight of the upper structure of the front compartment, while improving the integration and structural adaptability of the components, as an example, the front frame 1 is made of magnesium alloy, and the connector 3 can also be made of magnesium alloy. In practical applications, only the front frame 1 can be made of magnesium alloy, only the connector 3 can be made of magnesium alloy, or both can be made of magnesium alloy. This application does not limit this.

[0049] Understandably, magnesium alloy possesses excellent liquid flow properties, making it suitable for high-pressure die casting. When fabricating the front-end frame 1, the molten magnesium alloy can fully encapsulate the corresponding section of the horizontal tube 21 within the die-casting cavity. After cooling and solidification, it forms a tight physical fit with the horizontal tube 21, achieving a stable bond without the need for additional fasteners. When fabricating the connector 3, the molten magnesium alloy can be formed along the contour of the bent tube 22's end. After solidification, it tightly fits onto the outside of the bent tube 22, forming a stable wrap-around connection structure 14. The magnesium alloy material can support complex ribs, mounting bosses, and overlapping surface structures in a single molding process, allowing the front-end frame 1 and connector 3 to directly integrate various front-end accessory mounting bases without the need for additional independent support components.

[0050] Please see Figure 5 In one embodiment of this application, to improve the overall structural stiffness and buckling resistance of the front-end frame 1 and ensure the stability of the collision load transfer process, the internal structure of the front-end frame 1 was further optimized.

[0051] Specifically, the crossbeam 11 and the two columns 12 together form a cavity 11a structure with an opening on one side, and a reinforcing structure 13 is provided inside the cavity 11a. The reinforcing structure 13 can be a rib-like structure or a grid-like structure, and its material can be consistent with the main body of the front frame 1 or other suitable alloy materials. This application does not limit this. The reinforcing structure 13 is integrally connected to the inner wall of the cavity 11a and is distributed along the extension direction of the cavity 11a, forming a supporting constraint on the side wall of the cavity 11a. It can limit the abnormal distortion of the cross section of the cavity 11a when the front frame 1 is subjected to collision load, and prevent the front frame 1 from collapsing and becoming unstable under impact load.

[0052] By combining the open cavity 11a with the internal reinforcing structure 13, the overall lightweight design of the front frame 1 can be achieved, while effectively improving the structural rigidity and deformation resistance of the front frame 1. This makes the deformation process of the first weak zone 111 and the second weak zone 112 controllable, ensuring that the collision load can be stably transmitted along the preset path. At the same time, the open cavity 11a structure can also reserve space for the arrangement of front cabin accessories, improving the functional integration and adaptability of the front frame 1.

[0053] Please see Figure 4 In one embodiment, in order to enhance the structural support strength inside the cavity 11a, improve the structural strength of the front frame 1 during daily use and the anti-distortion ability of the beam 11 and column 12 under collision load, and ensure the uniformity of load lateral transmission, this embodiment further defines the specific composition of the reinforcing structure 13.

[0054] Specifically, the reinforcing structure 13 includes transverse reinforcing ribs 131 and vertical reinforcing ribs 132. The transverse reinforcing ribs 131 extend along the length direction of the beam 11, i.e., the third direction, and can provide continuous support to the wall of the beam 11 along the transverse load transmission path, dispersing localized concentrated stress. The vertical reinforcing ribs 132 extend along the width direction of the beam 11, i.e., the second direction, and can provide deformation-resistant constraints in the cross-sectional direction of the beam 11, limiting irregular collapse deformation of the cavity 11a section of the beam 11 during a collision.

[0055] In one specific embodiment, the transverse stiffeners 131 and vertical stiffeners 132 are arranged in an alternating pattern, and their intersection forms a stress transfer node, which can disperse and transmit local impact loads in multiple directions, avoiding excessive stress concentration at a single location. The transverse stiffeners 131 and vertical stiffeners 132 can be integrally die-cast with the main body of the front frame 1, or they can be fixed to the inner wall of the cavity 11a by post-welding. Their material can be consistent with the main structure of the beam 11, or other suitable alloy materials can be selected. This application does not limit this.

[0056] By constructing a stable grid support structure inside the cavity 11a through the interlacing horizontal and vertical rib structure, the structural stiffness and buckling resistance of the beam 11 can be effectively improved while controlling the structural weight. This makes the deformation modes of the first weak zone 111 and the second weak zone 112 controllable, ensuring the stable and orderly graded energy absorption process. At the same time, it can improve the uniformity of load transmission along the transverse direction of the beam 11 and avoid premature structural failure caused by local stress concentration.

[0057] It should be noted that this application does not limit the number of horizontal reinforcing ribs 131 and vertical reinforcing ribs 132, or the spacing between adjacent horizontal reinforcing ribs 131 or adjacent vertical reinforcing ribs 132, and can be adapted to specific needs and specific vehicle models.

[0058] Please continue reading. Figure 4 In another embodiment, to further optimize the structural strength of the non-weak area between the first weak area 111 and the second weak area 112, the reinforcing structure 13 also includes diagonal reinforcing ribs 133.

[0059] Specifically, a portion of the diagonal reinforcing ribs 133 are arranged on the crossbeam 11, located in the transition area between the first weak zone 111 and the second weak zone 112; another portion of the diagonal reinforcing ribs 133 are arranged on the column 12, inclined along the extension direction of the column 12. The diagonal reinforcing ribs 133 connect adjacent transverse reinforcing ribs 131 and vertical reinforcing ribs 132, forming stable force transmission nodes at their intersection points. The diagonal reinforcing ribs 133 can be integrally die-cast with the main body of the front frame 1, or they can be fixed to the inner wall of the cavity 11a through subsequent connection processes. Their material can be consistent with the main body of the front frame 1, or other suitable alloy materials can be selected; this application does not limit this. During the transmission of the collision load from the first weak zone 111 to the second weak zones 112 on both sides, the diagonal reinforcing ribs 133 can guide the force flow to spread smoothly along the inclined path, avoiding excessive stress accumulation at the right-angle connection position of the transverse reinforcing ribs 131 and the vertical reinforcing ribs 132; the diagonal reinforcing ribs 133 arranged on the column 12 can enhance the multi-directional deformation resistance of the column 12 section and adapt to the stress state of the load being transmitted backward along the column 12.

[0060] Understandably, areas with transverse stiffeners 131, vertical stiffeners 132, and diagonal stiffeners 133 are considered non-weak areas, and this part of the structure will not fracture upon impact. Areas with only transverse stiffeners 131 and vertical stiffeners 132, but without diagonal stiffeners 133, are considered weak areas, including the first weak area 111 and the second weak area 112. The non-weak areas, by adding diagonal stiffeners 133, together with the transverse stiffeners 131 and vertical stiffeners 132, form a multi-directional continuous support network, further improving the buckling resistance of the cavity 11a structure. The first weak area 111 and the second weak area 112 ensure the stable and controllable deformation mode of the graded energy absorption, thus improving the overall impact force reliability of the front frame 1.

[0061] In one embodiment, in order to precisely control the deformation range and energy dissipation efficiency of the two weak zones, match the timing logic of graded energy absorption, and ensure the stability of the force transmission path during the collision, this embodiment further limits the width parameters of the first weak zone 111 and the second weak zone 112.

[0062] Specifically, the width of the first weak zone 111 along the third direction can be set to 70mm to 80mm. This width range can cover the main impact areas under frontal and offset collisions, so that the first weak zone 111 can form a sufficient shear tearing deformation area. The corresponding magnitude of collision energy is dissipated through the plastic deformation and fracture process of the material. At the same time, the width is not too large, which may cause the first weak zone 111 to go out of control, and the residual load can be orderly diverted to both sides.

[0063] The width of the second weak zone 112 along the third direction can be set to 60mm to 80mm. This width range is adapted to the load transmission path of the connection area between the crossbeam 11 and the column 12. While ensuring local crushing and cracking and effectively dissipating residual energy, it can reserve enough undeformed structure as a force transmission hard point, avoiding the complete failure of the connection between the crossbeam 11 and the column 12 due to the excessive size of the second weak zone 112. The width parameters of the first weak zone 111 and the second weak zone 112 can be adjusted separately according to the overall vehicle collision performance target, or they can be limited simultaneously according to a certain proportion. This application does not impose such limitations.

[0064] By limiting the widths of the first weak zone 111 and the second weak zone 112 to a reasonable range, the energy distribution ratio during frontal or offset collisions can be matched, ensuring that the first weak zone 111 and the second weak zone 112 can absorb energy during fracture without affecting the force transmission of non-weak zones. Simultaneously, this parameter range is adaptable to the molding process characteristics of magnesium alloy integral die casting, facilitating the control of the strength gradient in each region and improving the stability and consistency of the collision energy absorption process under different working conditions.

[0065] To balance the structural support strength and lightweight performance of the front frame 1, and to match the feasibility of high-pressure die casting, the thickness of the transverse reinforcing ribs 131, vertical reinforcing ribs 132, and diagonal reinforcing ribs 133 can be set to 3mm to 5mm. This thickness range can be adaptively selected according to the specific vehicle's collision performance requirements, load level, and lightweight objectives; this application does not impose any limitations on this. Within this thickness range, the various reinforcing ribs can provide stable structural support for the inner wall of the cavity 11a, effectively constraining cross-sectional distortion during the collision process and ensuring the uniformity of load transmission; at the same time, excessive material weight gain due to excessive rib thickness will not occur, avoiding structural redundancy. This thickness parameter is compatible with the filling characteristics of magnesium alloy high-pressure die casting, ensuring full molding of the rib areas, reducing molding defects, and guaranteeing the consistency and stability of the mechanical properties of each rib.

[0066] This design ensures the buckling resistance of the cavity 11a structure and maintains the graded energy absorption stability of the first weak zone 111 and the second weak zone 112, while reasonably controlling the overall quality and material usage of the front frame 1. It also improves the feasibility of die casting and the product yield, achieving a comprehensive balance between structural performance, lightweight level and manufacturing cost.

[0067] Please see Figure 6 In one embodiment, to balance the space requirements for the front structure of the front compartment with the accuracy of fracture triggering in the first weak zone 111, a first groove 11b is provided on the side of the crossbeam 11 facing the front of the vehicle. The first groove 11b is within the coverage area of ​​the first weak zone 111 and is recessed into the cavity 11a. The first groove 11b can be a continuous groove extending along the width direction of the crossbeam 11, or it can be a segmented groove structure. Its cross-sectional profile can be adaptively adjusted according to avoidance requirements and strength design, and this application does not limit it in this way.

[0068] Understandably, the first groove 11b can create an inward recessed space at the front of the crossbeam 11 to avoid front compartment mechanisms such as the hood latch, thereby improving the integration of the structure. At the same time, the setting of the first groove 11b will reduce the wall thickness of the crossbeam 11 at the corresponding position, reduce the local structural strength of the first weak area 111, and enable the first weak area 111 to reach the fracture threshold first when subjected to collision impact, and undergo shear tearing deformation along the preset position.

[0069] By setting a first groove 11b embedded in the cavity 11a within the first weak zone 111, the dual functions of component avoidance and strength control can be achieved simultaneously. This not only improves the space utilization rate of the front of the front compartment and adapts to the assembly requirements of surrounding components, but also controls the fracture initiation position and triggering timing of the first weak zone 111, ensuring that the staged energy absorption process proceeds in an orderly manner according to the preset mode.

[0070] Please continue reading. Figure 6 Similarly, to accommodate the surrounding component arrangement requirements at the corresponding position of the second weak zone 112, and to adjust the structural strength of the second weak zone 112, ensuring the reliability of the graded deformation of the first weak zone 111 and the second weak zone 112, a second groove 11c is provided on the side of the vertical plate 114 facing away from the cavity 11a. The second groove 11c is located within the coverage area of ​​the second weak zone 112 and is recessed into the cavity 11a. The cross-sectional profile of the second groove 11c can be adapted and adjusted according to the shape and strength design requirements of the avoidance component; this application does not limit this.

[0071] The second groove 11c forms an inwardly recessed accommodating space on the outer side of the vertical plate 114 to avoid peripheral assembly components on the corresponding side of the front compartment, eliminating the need for an additional independent avoidance structure and improving the structural integration of the front frame 1 and the space utilization of the front compartment. Simultaneously, the second groove 11c reduces the wall thickness of the vertical plate 114 at the corresponding location, specifically reducing the local structural strength of the second weak area 112. This allows the area to undergo controllable crushing and cracking deformation along a predetermined path when receiving collision loads transmitted from the crossbeam 11. The first groove 11b and the second groove 11c respectively adapt to the avoidance requirements of different directions in the front compartment, improving structural integration. They also form a two-stage deformation triggering structure with strength gradient matching, ensuring a stable and reliable graded energy absorption process. Both can be formed simultaneously with the integrated die-casting process, which helps control manufacturing costs.

[0072] Please see Figure 5 To ensure reliable assembly between the front frame 1 and the front compartment force transmission structure, and to prevent interference from connection points with the pre-deformation process of the two weak zones, the front frame 1 also includes a connection structure 14. The connection structure 14 includes at least two first connection anchor points 141 and at least two second connection anchor points 142. Each first connection anchor point 141 is located on the crossbeam 11, between the second weak zone 112 and the first weak zone 111. This area experiences relatively limited deformation during a collision, maintaining the structural stability of the connection point and preventing connection failure caused by deformation of the weak zone. Each second connection anchor point 142 is located on a corresponding pillar 12, adaptable to the connection requirements of side engine compartment components or body structure 100. The first connection anchor points 141 and second connection anchor points 142 can be boss structures with mounting holes or pre-embedded inserts. They can be integrally die-cast with the frame body or assembled and fixed through subsequent processes; this application does not limit this.

[0073] In this embodiment, by using the first connecting anchor point 141 and the second connecting anchor point 142 set in different areas, a multi-point stable connection between the front frame 1 and the force transmission beam 2 can be achieved, ensuring that the collision load can be smoothly transmitted to the force transmission beam 2 along the frame structure and maintaining the continuity of the force transmission path. At the same time, the first connecting anchor point 141 and the second connecting anchor point 142 both avoid the main deformation areas of the first weak area 111 and the second weak area 112, so as not to damage the energy absorption structure design of the weak area, and ensure that the deformation mode of graded energy absorption is carried out in an orderly manner, so as to achieve the synergy between the force transmission connection performance and the collision energy absorption function.

[0074] Please see Figure 5 To achieve stable connection between the front frame 1 and the front energy-absorbing structure, ensure that collision loads can be orderly introduced into the frame body, and maintain the continuity of the upper force transmission path, a connecting part 121 is provided at the end of the column 12 away from the crossbeam 11. The connecting part 121 is used to connect with the energy-absorbing box 600. The connecting part 121 can be a flange boss structure with mounting holes or a sleeve structure with embedded fit. It can be integrally die-cast with the main body of the column 12 or assembled and fixed by subsequent processes. This application does not limit this. The connecting part 121 serves as the front load input interface of the front frame 1 and can be matched and assembled with the rear structure of the energy-absorbing box 600. The collision impact load transmitted from the front anti-collision beam 700 is introduced into the overall structure formed by the column 12 and the crossbeam 11 through the energy-absorbing box 600, so that the load can enter the first weak zone 111 and the second weak zone 112 according to the preset path to complete the graded dissipation.

[0075] Please see Figure 5 To balance the installation requirements of the hood damping components with the precision of triggering the second weak zone 112 in the event of a collision, and to improve the structural functional integration, a shock absorber bracket 115 is provided on the front side of the horizontal plate 113. The arrangement of the shock absorber bracket 115 corresponds to the second weak zone 112. The shock absorber bracket 115 can be a boss structure with an installation interface or a raised bracket structure. It can be integrally die-cast with the main body of the horizontal plate 113, or it can be fixed to the surface of the horizontal plate 113 through a subsequent connection process. This application does not limit this.

[0076] Understandably, the shock absorber bracket 115 can serve as the mounting base for the hood shock absorber, providing a support point for cushioning and damping when the hood is closed, eliminating the need for an additional independent mounting bracket and improving the functional integration of the front frame 1. Simultaneously, as an outwardly protruding load-bearing structure, when the vehicle experiences a frontal collision impact, the shock absorber bracket 115, under the influence of external force in the corresponding direction, can compress the wall of the crossbeam 11 inward, creating a concentrated local force on the second weak zone 112. This assists in transmitting force to the second weak zone 112, causing it to fracture at a preset position, thus optimizing the timeliness of deformation triggering.

[0077] By setting the damping block bracket 115 at the corresponding position of the second weak zone 112, the installation of the damping component and the collision fracture auxiliary trigger can be realized simultaneously. This not only reduces the number of front compartment parts and improves space utilization, but also further ensures the controllability of the fracture position of the second weak zone 112, forming a stable and orderly graded energy absorption process in conjunction with the first weak zone 111. Moreover, this structure can be formed simultaneously with the integrated die-casting process, which is conducive to controlling production and manufacturing costs.

[0078] In one embodiment of this application, to meet the assembly support requirements of the engine compartment cooling components and ensure the stability of the staged energy absorption process, an intercooler bracket 116 is provided on the side of the horizontal plate 113 facing the front of the vehicle. The intercooler bracket 116 is positioned between the first weak zone 111 and the second weak zone 112. The intercooler bracket 116 can be a boss structure with an installation interface or a support arm structure. It can be integrally die-cast with the main body of the horizontal plate 113 or fixed to the surface of the horizontal plate 113 through a subsequent connection process. This application does not limit this. The intercooler bracket 116 can serve as the front mounting base of the intercooler, providing a stable assembly point for the engine compartment cooling system components and improving the accessory integration capability of the front frame 1. The transition area where the intercooler bracket 116 is located has a relatively small deformation amplitude during the collision, which will not damage the energy absorption structure design of the first weak zone 111 and the second weak zone 112, and can ensure that the first weak zone 111 and the second weak zone 112 are triggered to deform sequentially.

[0079] In this embodiment, by arranging the intercooling bracket 116 in the transition area between the first weak area 111 and the second weak area 112, it is possible to achieve stable assembly of the cooling components and improve the functional integration of the front frame 1, while avoiding the main deformation areas of the first weak area 111 and the second weak area 112, ensuring that the deformation mode of graded energy absorption is stable and controllable, and effectively balancing the accessory installation function and collision safety performance; moreover, the intercooling bracket 116 can be formed simultaneously with the integrated die-casting process, which is beneficial to reduce assembly steps.

[0080] Please see Figure 5In one embodiment, to improve the filling quality of the cavity during the integral die-casting process, reduce molding defects in the internal structure of the cavity 11a, and ensure the consistency of mechanical properties in each area, an air inlet 11d is provided on the crossbeam 11. The air inlet 11d can be a through-hole structure penetrating the wall of the crossbeam 11, and its number and opening size can be adapted and adjusted according to the filling requirements of the die-casting process. This application does not limit this. During the integral die-casting process of the front frame 1, the air inlet 11d can serve as a gas flow channel, realizing gas exchange between the inside and outside of the cavity during the molten material filling stage, assisting in the discharge of air trapped inside the cavity, balancing the cavity air pressure, and enabling the molten material to fully fill the various rib structures and other fine structural areas such as the transverse reinforcing ribs 131, vertical reinforcing ribs 132, and diagonal reinforcing ribs 133 inside the cavity 11a, thereby reducing the probability of molding defects such as porosity and insufficient filling.

[0081] Please see Figure 7 In one embodiment, the force transmission beam 2 is symmetrically arranged along the longitudinal center plane of the vehicle body, comprising a transversely extending horizontal tube 21 and two symmetrically arranged bent tubes 22. The horizontal tube 21 is arranged along the width direction of the vehicle body, located at the upper front of the front compartment, corresponding to the position in front of the radiator module. The horizontal tube 21 is entirely inserted into the front frame 1, forming a fitted and fixed structure with the front frame 1. The two bent tubes 22 are located at the left and right ends of the horizontal tube 21, respectively. Each bent tube 22 includes a front bent section 221 and a rear bent section 222 that are connected. The front end of the front bent section 221 is integrally connected to the corresponding end of the horizontal tube 21, and the rear end of the front bent section 221 is smoothly connected to the front end of the rear bent section 222. The horizontal tube 21 and the two bent tubes 22 together enclose an internal area with a rear opening, which corresponds to the component storage space in the upper part of the front engine compartment.

[0082] It is worth noting that the angle between the horizontal tube 21 and the front bend section 221 facing the inner area is less than or equal to the angle between the front bend section 221 and the rear bend section 222 facing the inner area. The front bend section 221 extends backward from the end of the horizontal tube 21 and tilts outward from the vehicle body. The rear bend section 222 continues to extend backward from the end of the front bend section 221 and gradually converges towards the inner side of the vehicle body. The rear ends of the two rear bend sections 222 correspond to the front ends of the upper longitudinal beams 400 on the left and right sides of the vehicle body, respectively. The rear ends of the rear bend sections 222 are equipped with fasteners, which achieve rigid connection with the upper longitudinal beams 400 on the corresponding sides through the fasteners.

[0083] After the overall assembly is completed, the horizontal tube 21 is located at the front end of the upper part of the front compartment and can bear the collision load transmitted by the front frame 1. The bent tubes 22 on both sides form a continuous force transmission channel from front to back, which diverts the collision load from the front frame 1 to the upper longitudinal beams 400 on both sides, and then to the A-pillar and sill beam 300 area, forming an auxiliary collision force transmission path at the front of the upper body. Together with the force transmission paths of the front anti-collision beam 700, energy absorption box 600 and lower longitudinal beam 500 of the lower body, they form a load diversion structure that runs parallel to each other.

[0084] Please see Figure 9 To further reduce the risk of stress concentration in the bending area of ​​the force transmission beam 2, and to adapt to the component layout space inside the front compartment, thereby improving the smoothness of collision load transmission along the tube body, the angle between the horizontal tube 21 and the front bending section 221 facing the inner area, i.e., angle α shown in the figure, can be set to 110°~130°. This angle range matches the lateral layout dimensions of the front end of the front compartment, which can guide the collision load to the rear of the vehicle while controlling the lateral space occupied by the front of the force transmission beam 2, avoiding excessive encroachment on the installation area of ​​surrounding accessories. The specific value of angle α can be adapted and adjusted according to the overall layout scheme of the front compartment of different vehicle models, and this application does not limit it.

[0085] Similarly, the angle between the front bend 221 and the rear bend 222 on the side facing the inner region, i.e., angle β shown in the figure, can be set to 150°~160°. This angle range allows the front bend 221 and the rear bend 222 to maintain a gentle bending shape at the transition position between the front and rear sections. When the impact load is transmitted along the axial direction of the rear bend 222, the directional transition can be completed smoothly, effectively reducing the local stress peak at the turning point. The bending transition area of ​​the front bend 221 and the rear bend 222 can adopt a smooth arc transition structure, and the material can be a high-strength metal material to further enhance the buckling resistance and impact resistance of the bending area.

[0086] By designing the two bending angles together, a continuous and stable force transmission channel can be constructed within the limited upper space of the front compartment. This ensures the continuity of load transmission during a collision, reduces the probability of breakage or instability at the bending positions of the front bending section 221 and the rear bending section 222, and can also adapt to the front compartment component layout requirements of different vehicle models, taking into account both structural load-bearing performance and spatial layout adaptability.

[0087] To further enhance the overall buckling resistance and structural stiffness of the load-bearing beam 2, strengthen the load-bearing capacity of the tube under impact loads, and facilitate the positioning and assembly of the tube with surrounding components, the cross-section of the load-bearing beam 2 can adopt a non-circular tube structure to avoid the problem of insufficient bending and torsional load-bearing capacity of circular tube structures. The cross-sectional profile can be designed as a pentagonal or hexagonal irregular cross-section, or other polygonal cross-sectional structures can be used according to actual load-bearing requirements; this application does not limit this. The non-circular irregular cross-section can effectively increase the moment of inertia of the tube section, improve the structural strength of the tube under bending and torsional loads, and at the same time form a flat positioning and mating surface, facilitating the alignment and installation of the load-bearing beam 2 with the front frame 1, fasteners, and other surrounding components.

[0088] Through the above-mentioned structural design of non-circular irregular cross sections, the overall load-bearing stiffness of the force transmission beam 2 can be improved without significantly increasing the weight of the components, while optimizing the convenience of assembly and positioning, and taking into account both collision force transmission performance and process assembly efficiency.

[0089] Please continue reading. Figure 7 In one embodiment, to specifically enhance the buckling resistance of the high-stress region of the force transmission beam 2, the local load-bearing capacity is improved without increasing the overall wall thickness of the tube, thus balancing structural strength and lightweight design requirements. The force transmission beam 2 also includes a filler 23. It should be noted that the filler 23 can fill the entire interior of the force transmission beam 2, or it can fill at least a portion of the space inside the horizontal tube 21, or at least a portion of the space inside the bent tube 22. It can also be segmented and filled in the corresponding interior spaces of the horizontal tube 21 and the bent tube 22 simultaneously. The specific filling position and filling length can be adapted and adjusted according to the stress distribution results of the tube under collision conditions, and this application does not limit this.

[0090] It should also be noted that the filler 23 can be a foamed lightweight material or other support material with porous compressive strength. The material density and filling volume can be flexibly adjusted according to the load-bearing requirements of the target area. The filling operation can be performed by injecting the corresponding material through the pre-set filling hole 21a in the pipe. After the material solidifies, the filling hole 21a can be sealed, forming a stable internal support structure inside the pipe. The filling process can be selected according to the material characteristics, and this application does not limit it.

[0091] It is understandable that when filler 23 is placed in the load input area inside the horizontal tube 21, it can provide uniform inward support to the tube wall. When a collision load is applied to the front end of the tube, it can effectively reduce the tendency of the tube wall to undergo local depressions and wrinkles, ensuring the structural integrity of the initial force transmission section and enabling the load to be smoothly transmitted to subsequent tube sections. When filler 23 is placed in the bending transition area inside the bent tube 22, it can form multi-point internal support for the tube wall at the turning point, dispersing the local stress peak generated during the load turning process and reducing the risk of shear fracture or buckling in the bending area.

[0092] By setting filler 23 in the corresponding section inside the force transmission beam 2, the stress distribution pattern during the collision process can be matched, and the structural reinforcement of the key area can be achieved with a small weight increase. This effectively delays the timing of local instability of the tube body, ensures the continuous stability of the entire force transmission path, and avoids unnecessary weight increase caused by thickening the entire tube, thus balancing collision safety performance and vehicle lightweighting indicators.

[0093] In one embodiment, to achieve precise segmented placement of the filler 23 inside the horizontal tube 21, so that the reinforced filling area precisely corresponds to the stress-bearing section connecting the horizontal tube 21 and the front end frame 1, while simplifying the filling process and improving the controllability of the filling position and quality, at least two filling holes 21a are provided on the tube wall of the horizontal tube 21. The filling holes 21a can be arranged at intervals along the axial direction of the horizontal tube 21. The specific number, diameter, and spacing of the holes can be adapted and adjusted according to the length of the target filling section and the characteristics of the filling material, which is not limited in this application.

[0094] During the filling process, the liquid filler 23 fills the area between the two filling holes 21a through the two filling holes 21a. When the filler 23 from the two filling holes 21a meets in the area between the two filling holes 21a, the filling of the area between the two filling holes 21a is completed, thus ensuring that the filler 23 is filled in the preset area.

[0095] As an example, when filling the horizontal tube 21, the filler 23 includes a first filling segment 231, which fills the space inside the tube between two filling holes 21a. After the material has cured and set, a clearly defined first filling segment 231 is formed. By defining the position of the two filling holes 21a, the axial coverage range of the filling segment can be precisely controlled, and point-by-point segmented filling can be achieved without the need for additional sealing components inside the tube.

[0096] The horizontal tube 21 has two stress-bearing areas for connection with the front frame 1, and both stress-bearing areas are filled with filler material 23. This area is the core input section for the transmission of collision load from the front frame 1 to the force transmission beam 2. The first filler section 231 inside can form uniform inward support for the tube wall, disperse the local compressive stress at the connection point, reduce the tendency of the tube wall to sink locally, ensure the structural integrity of the load input point, and enable the collision load to be smoothly transmitted to the subsequent tube sections.

[0097] By designing the filling holes 21a and using a segmented filling structure, the internal reinforcement can be precisely applied to the stress-bearing area connecting the horizontal tube 21 and the front frame 1. This achieves performance reinforcement at key force transmission locations with less filling material, avoiding unnecessary weight gain from full tube filling. At the same time, the filling process is simple and controllable, taking into account both collision load-bearing performance and the economy of production.

[0098] Please continue reading. Figure 7 In one embodiment, to enhance the buckling resistance of the connection between the horizontal pipe 21 and the front bend section 221, the stress concentration area at the bend between the horizontal pipe 21 and the bend 22 is covered, while controlling the amount of filler material to avoid unnecessary weight increase. The front bend section 221 is provided with at least two filling holes 21a. The filling holes 21a can be arranged at intervals along the extension direction of the pipe body on the front and rear sides of the connection area. The number of holes, the diameter of the holes, and the specific position can be adapted and adjusted according to the length of the bend area and the flow characteristics of the filler material. This application does not limit this. During the filling operation, the liquid filler 23 is filled through the filling holes 21a on the horizontal pipe 21 near the bend 22 and the filling holes 21a on the front bend section 221 of the bend 22 near the horizontal pipe 21. The filler 23 entering from both sides enters the pipe section area at the connection between the horizontal pipe 21 and the front bend section 221, which constitutes the second filling section 232.

[0099] Understandably, this connection point is a transitional section where the direction of the force transmission beam 2 deflects. The collision load completes the force flow direction conversion at this point, and the local stress level is significantly higher than that of the straight horizontal pipe 21. The second filling section 232 completely covers the internal space of the connection area. After curing, it can fit tightly against the inner wall of the pipe, providing full circumferential support to the pipe wall from the inside. The specific filling material can be referred to the description of the first filling section 231 above, and will not be repeated here.

[0100] By setting corresponding filling holes 21a at the ends of the horizontal tube 21 and the front bending section 221 and forming a second filling section 232 at the connection position, the internal reinforcement can be applied to the turning connection area where the collision stress is concentrated. The performance enhancement of key parts can be achieved with a small increase in material, which can ensure the structural stability of the force transmission path at the turning position and avoid a significant increase in overall weight.

[0101] Please continue reading. Figure 7 In one embodiment, in order to adapt to the pipe wall stretching deformation characteristics of the thermal expansion forming process, reduce the forming and processing difficulty of the pipe body bending area, and ensure the uniformity of the pipe body wall thickness and structural mechanical properties after forming.

[0102] The front bending section 221 includes a first bending section 2211 and a second bending section 2212 connected to each other. The first bending section 2211 is connected to the horizontal tube 21, and the second bending section 2212 is connected to the rear bending section 222. The first bending section 2211 and the second bending section 2212 are set at an angle, and the overall directional transition of the front bending section 221 is completed by two small-angle deflections.

[0103] The connection between the first bending segment 2211 and the second bending segment 2212 can adopt a smooth arc transition structure. The deflection angles of the two segments can be adjusted according to the overall turning requirements and the material forming limits, without needing to maintain the same deflection amplitude. The first bending segment 2211, the second bending segment 2212, the horizontal pipe 21, and the rear bending segment 222 are integrally formed by thermal expansion molding, ensuring that the entire pipe body has no splicing breaks and maintaining the continuity of the force transmission path.

[0104] The two-section, small-angle deflection front bending section 221 structure can adapt to the process characteristics of thermal expansion forming, improve the tube forming qualification rate and wall thickness uniformity, and ensure the structural strength consistency of the finished product; it can also smoothly guide the direction conversion of the collision load, disperse the stress concentration in the bending area, and flexibly adapt to the component layout space inside the front compartment, taking into account process feasibility, collision bearing performance and spatial adaptability.

[0105] In one embodiment, to further enhance the impact resistance of the deflection connection position within the front bend section 221 and ensure the structural stability of the force transmission path in the directional transition zone, the filler 23 also includes a third filler section 233, which fills the connection between the first bend section 2211 and the second bend section 2212. This position is a transition zone where the pipe orientation undergoes a secondary deflection within the front bend section 221. When the collision load completes its directional adjustment here, local stress concentration will occur. At the same time, due to the thermal expansion deformation characteristics, the wall thickness distribution of the pipe wall in this area differs from that in the straight section, making it a key control area for the pipe's load-bearing performance.

[0106] The third filling section 233 can be formed by injecting material through the pre-set filling hole 21a in the wall of the front bent section 221. After the filling material fills the internal cavity connecting the two bent sections, it solidifies and forms a tightly fitting internal support structure with the inner wall of the tube. The filling material can be referred to the relevant content of the first filling section 231 mentioned above, and will not be repeated here.

[0107] It should be noted that the first filling segment 231, the second filling segment 232, and the third filling segment 233 mentioned above can be made using the same process and the same foaming material, or they can be made using different materials. This application does not limit this. As some examples, the filler 23 can be made of polyurethane foaming material or epoxy-based foaming material. This application does not limit the specific material type of the filler 23.

[0108] Please see Figure 10 It should be noted that, in one embodiment, the overall cross-sectional profile of the force transmission beam 2 adopts a hexagonal-like cross-section. The hexagonal cross-sectional shape can effectively increase the moment of inertia of the section, delaying the buckling deformation of the tube during a collision. The lengths and angle ratios of each side of the cross-section can be adjusted according to actual load-bearing requirements and the space available in the forward compartment; this application does not impose any limitations on this.

[0109] Optionally, the cross-section of the force transmission beam 2 has two positioning planes 21b, which are arranged opposite to each other. The oppositely arranged positioning planes 21b provide a flat mating reference surface. When the force transmission beam 2 is assembled with the front frame 1 or other peripheral components, it can achieve a close fit and alignment through the positioning planes 21b, avoiding circumferential rotational displacement of the tube body during assembly, thus improving assembly accuracy and structural stability after connection. The width of the positioning planes 21b can be adapted to the installation interface dimensions of the mating components, and the positioning planes 21b can be formed integrally with the tube body using a molding process.

[0110] By using a hexagonal cross-section structure in conjunction with the positioning plane 21b, the overall collision bearing capacity of the force transmission beam 2 can be strengthened, while simplifying the assembly and positioning process, improving the reliability of component connections, and balancing structural performance and process assembly efficiency.

[0111] Please continue reading. Figure 10 In one embodiment, in order to further optimize the connection reliability between the front frame 1 and the force transmission beam 2, and to prevent the force transmission beam 2 from deflecting relative to the front frame 1, the force transmission beam 2 is also provided with a snap-fit ​​part, which is located at the connection point of the horizontal tube 21 and the first connection anchor point 141 of the front frame 1, and at the connection point of the bent tube 22 and the second connection anchor point 142 of the front frame 1.

[0112] Specifically, the horizontal tube 21 is provided with two first snap-fit ​​portions 21c, each corresponding to one of the two first connecting anchor points 141; the two connection points between the horizontal tube 21 and the bent tube 22 are respectively provided with second snap-fit ​​portions 21d, each corresponding to one of the two second connecting anchor points 142. It should be noted that the first snap-fit ​​portions 21c and the second snap-fit ​​portions 21d can be protruding or recessed, and this application does not limit them in this way.

[0113] During the integral die-casting process of the front frame 1, the molten die-casting material can fully fill the contour space of the first snap-fit ​​part 21c and the second snap-fit ​​part 21d. After cooling and solidification, it forms an interlocking structure with the snap-fit ​​parts, increasing the contact area of ​​the connection interface between the force transmission beam 2 and the front frame 1, and improving the shear bearing capacity at the interface. At the same time, the first snap-fit ​​part 21c and the second snap-fit ​​part 21d can form displacement constraints in multiple directions, including circumferential and axial directions, restricting relative deflection and slippage between the horizontal tube 21, the bent tube 22 and the front frame 1. This can not only improve the positioning accuracy of the components during die-casting and reduce forming deviations, but also prevent relative movement at the connection interface under collision loads, ensuring the continuous flow of the force transmission path.

[0114] Please see Figure 8 In one embodiment, to enhance the contact bearing capacity of the connection area between the horizontal tube 21 and the front end frame 1, strengthen the local structural strength of the connection stress section, and ensure the force transmission stability at the collision load input position, a protruding structure 211 is provided at the corresponding position of the connection stress between the horizontal tube 21 and the front end frame 1. The protruding structure 211 extends along the axial direction of the horizontal tube 21 and its distribution range can be adjusted according to the connection interface shape of the front end frame 1. The specific structural shape can be designed according to the fitting requirements, and this application does not limit it. The protruding structure 211 can be formed with the main body of the horizontal tube 21 through an integral molding process. In the thermal expansion molding process, it can be directly expanded and formed through the corresponding shape of the mold cavity, or it can be prepared through subsequent local shaping processes. The specific processing method can be selected according to the production process conditions.

[0115] Understandably, the raised structure 211 can increase the effective contact area between the horizontal tube 21 and the front frame 1, making the force distribution more uniform after the two are connected, dispersing the local compressive stress at the connection point, and avoiding the crushing deformation of the contact surface caused by stress concentration; at the same time, the wall thickness of the tube at the corresponding position of the raised structure 211 is effectively increased, enhancing the local bending and compressive load-bearing capacity. During the process of the collision load being transmitted from the front frame 1 to the horizontal tube 21, this area is less likely to experience local indentation, ensuring the structural integrity of the load input section and enabling the load to be smoothly transmitted to the subsequent sections of the tube.

[0116] It should be noted that the protruding structure 211 can be set together with the first snap-fit ​​part 21c or it can be set separately; this application does not limit this.

[0117] To ensure the overall structural continuity and cross-sectional consistency of the irregular cross-section force transmission beam 2, and to improve the forming accuracy and structural strength of the tube bending area, the force transmission beam 2 can be processed and prepared using a thermal expansion forming process.

[0118] During the forming process, the pipe to be formed can be placed into the cavity of a forming mold that matches the target pipe structure. The entire or partial area of ​​the pipe is heated to allow the pipe material to enter the plastic deformation range. Then, a high-pressure fluid medium is introduced into the pipe, and the internal fluid pressure drives the outer wall of the pipe to gradually expand and fit against the inner wall of the mold cavity until the outer contour of the pipe completely matches the shape of the mold cavity, thus simultaneously completing the forming of the irregular cross-section bulging and the overall bending structure.

[0119] It should be noted that for complex tubular structures with multiple bends and variable cross-sections, the overall processing can be completed by one-time mold forming, or the expansion forming of different areas can be completed in stages. The specific forming process can be selected according to the structural complexity of the tubular structure and the production preparation conditions. This application does not limit this.

[0120] To strengthen the connection between the force transmission beam 2 and the longitudinal beam 400 on the vehicle body, and to ensure the continuity of force transmission between the bent pipe 22, the connector 3 and the upper longitudinal beam 400, and to prevent the connection between the force transmission beam 2 and the upper longitudinal beam 400 from loosening or sliding under impact load.

[0121] Please see Figure 11 and combined Figure 12 In one embodiment, a connector 3 is provided at the ends of the two bent tubes 22 of the force transmission beam 2. Specifically, the connector 3 includes a mounting plate 31, a flange 32, and a third bolt 33. The mounting plate 31 has an insertion hole 31a, into which the bent tube 22 is inserted to complete the radial positioning of the bent tube 22 and the mounting plate 31, thereby limiting the lateral relative displacement between the two. The mounting plate 31 can be screwed to the corresponding mounting surface of the upper longitudinal beam 400 by the first bolt 311 to form a surface contact main load-bearing connection structure 14.

[0122] Flanges 32 are provided at both ends of the mounting plate 31. The flanges 32 are set at an angle to the mounting plate 31, which can fit and conform to the side mounting surface of the upper longitudinal beam 400. The flanges 32 are screwed to the upper longitudinal beam 400 by the second bolts 321, which increases the connection constraint from the side, effectively suppresses the torsional deflection of the mounting plate 31 when it is under load, and improves the overall torsional resistance of the connection structure 14.

[0123] The third bolt 33 connects sequentially along the assembly direction to the corresponding pipe walls of the upper longitudinal beam 400, mounting plate 31, and bent pipe 22, linking the three together as a whole and further ensuring the axial connection stiffness between them. Through the plug-in positioning combined with multi-directional bolt locking, a multi-dimensional constraint structure is constructed, which can effectively disperse stress concentration at the connection interface, improve the connection reliability and impact resistance of the connector 3 and the upper longitudinal beam 400, ensure stable load transmission at the end of the upper force transmission path, and simplify the assembly method, adapting to the batch assembly and subsequent maintenance disassembly requirements of the entire vehicle.

[0124] In one embodiment, to further increase the dissipation level of collision energy and alleviate the stress concentration problem at the connection 121 between the force transmission beam 2 and the connector 3 under large impact loads, the mounting plate 31 is rigidly fixed to the upper longitudinal beam 400 by the first bolt 311 and the second bolt 312. After the third bolt 33 breaks, only the axial locking between the bent tube 22 and the mounting plate 31 is released. The bent tube 22 can slide relative to the connector 31a axially. During the movement, the outer wall of the bent tube 22 and the inner wall of the connector 31a come into contact with each other and generate friction. Part of the collision energy is absorbed through friction. When the front bent section 221 of the bent tube 22 comes into contact with the connector 3, the front bent section 221 and the rear bent section 222 have a certain angle, which restricts the further relative movement between the force transmission beam 2 and the connector 3.

[0125] By triggering the frictional energy absorption mechanism through the fractured third bolt 33, an additional energy dissipation stage can be added during the collision process, effectively reducing the peak load transmitted to the upper longitudinal beam 400. At the same time, the controllable sliding of the bent tube 22 buffers the impact load, reducing the possibility of the force transmission beam 2 buckling failure and improving the collision safety performance of the upper force transmission path.

[0126] It should be noted that this application does not limit the molding process or molding material of the connector 3. As an example, you can refer to the relevant content of the front-end framework 1 mentioned above, which will not be repeated here.

[0127] Please see Figure 14 To further optimize the connection reliability between the connector and the vehicle A-pillar 200, the connector 3 also includes a first locking part 34. The first locking part 34 is located in the area between the mounting plate 31 and the flange 32, and its two ends overlap the mounting plate 31 and the flange 32 respectively. When the first bolt 311 is locking the A-pillar 200 and the connector 3, it will be connected to the first locking part 34, thereby preventing the connector 3 from breaking off from the A-pillar 200 in the event of a collision, and enhancing the point contact strength of the first bolt 311.

[0128] Please continue reading. Figure 14 In one embodiment, the connector 3 further includes a second locking part 35 spaced apart from the first locking part 34. The second locking part 35 is connected to the mounting plate 31 and the flange 32 respectively. The second locking part 35 can reliably install the second bolt 321 and is not prone to breakage in the event of a collision.

[0129] In one embodiment, the angle γ of the center line of the insertion hole 31a relative to the horizontal direction can be set to 5°. The insertion hole 31a can be formed as an inclined through hole along the angle γ, and the end section of the bent tube 22 can be adapted to the inclination angle of the insertion hole 31a to complete the insertion and assembly. The inclined insertion hole 31a allows an oblique contact and compression relationship to be formed between the outer wall of the bent tube 22 and the inner wall of the insertion hole 31a.

[0130] Please see Figure 15 To further improve the fit between the flange 32 and the upper longitudinal beam 400 and reduce the risk of structural interference during assembly, in one embodiment, the flange 32 is gradually inclined away from the mounting plate 32 from the bottom towards the opening. The angle θ is the bending angle between the flange 32 and the surface of the mounting plate 31, and the angle θ can be designed to be 9°. The flange 32 and the mounting plate 31 cooperate with each other. When the connector 3 is assembled to the upper longitudinal beam 400, the flange 32 can stably fit the side structure of the upper longitudinal beam 400. The multi-directional bolt locking points can share the torsional load caused by the collision, reduce the possibility of the connector 3 deflecting when impacted, and ensure the structural reliability of the connection node between the connector 3 and the upper longitudinal beam 400.

[0131] Please see Figure 18 This application also proposes a body-in-white, which includes an A-pillar, a sill beam 300, an upper longitudinal beam 400, and a lower longitudinal beam 500. The A-pillar is connected to the sill beam 300, and both the upper and lower longitudinal beams 400 are connected to the A-pillar 200. The upper longitudinal beam 400 extends forward and backward along a first direction, with one beam on each side of the body. The rear end of each upper longitudinal beam 400 is fixedly connected to the upper area of ​​the corresponding side A-pillar 200, and the entire beam is arranged in the side area of ​​the upper part of the front compartment. The lower longitudinal beam 500 extends forward and backward along the first direction, with one beam on each side of the body. The rear end of each lower longitudinal beam 500 is fixedly connected to the lower area of ​​the corresponding side A-pillar 200, and the entire beam is arranged in the side area of ​​the lower part of the front compartment. The upper longitudinal beam 400 and the lower longitudinal beam 500 on the same side are arranged laterally at intervals along a second direction, and their extension directions are parallel to each other, together forming the longitudinal load-bearing frame of the side of the front compartment. The collision load can be transmitted rearward through the upper longitudinal beam 400 and the lower longitudinal beam 500 to the A-pillar 200, and then through the A-pillar 200 to the sill beam 300, thus realizing the distributed transmission of the load on the passenger compartment frame.

[0132] The body-in-white also includes the body structure 100, energy-absorbing box 600, and front bumper beam 700 as described above. The body structure 100 is connected to the upper longitudinal beam 400 via the connector 3 at the end of the bent tube 22, and the lower part of the front frame 1 of the body structure 100 is connected to the energy-absorbing box 600 via the adapter bracket 110. The energy-absorbing box 600 is located at the end of the lower longitudinal beam 500 away from the A-pillar, and the front frame 1 is connected to the energy-absorbing box 600. The front bumper beam 700 is located at the end of the energy-absorbing box 600 away from the lower longitudinal beam 500.

[0133] Combination Figure 19 The diagram shows the frontal collision load transmission path, with the arrows indicating the direction of impact force transmission. The connections and force transmission relationships of the various components are as follows: The front bumper beam 700 is arranged laterally along the second direction at the front end of the front compartment. Two energy-absorbing boxes 600 are provided, and the two energy-absorbing boxes 600 are arranged alternately on the left and right along the second direction. Each energy-absorbing box 600 extends back and forth along the first direction. The front end of the energy-absorbing box 600 is fixedly connected to the rear end face of the front bumper beam 700, and the rear end of the energy-absorbing box 600 is fixedly connected to the front end of the corresponding side lower longitudinal beam 500. Together, they form the core collision bearing and energy absorption unit of the front of the lower vehicle body.

[0134] The body structure 100 is located in the upper space of the front compartment. The front frame 1 is arranged laterally along the second direction above the rear side of the front anti-collision beam 700. The columns 12 on the left and right sides of the front frame 1 are respectively connected to the energy absorption boxes 600 on the corresponding sides, so that the upper structure is related to the lower body load-bearing system. The force transmission beam 2 is set along the first direction on the rear side of the front frame 1. The bent tubes 22 at both ends of the force transmission beam 2 extend backward. The connectors 3 at the ends of each bent tube 22 are respectively fixedly connected to the front end of the upper longitudinal beam 400 on the corresponding side, thereby creating an auxiliary force transmission path independent of the lower body in the upper part of the front compartment.

[0135] When a frontal collision occurs, the collision load first acts on the front surface of the front bumper beam 700. The front bumper beam 700 evenly distributes the load laterally and then transmits it rearward to the energy-absorbing boxes 600 on both sides. One path of the load dissipates part of the collision energy through the progressive crushing deformation of the energy-absorbing box 600, and then continues to be transmitted rearward along the first direction to the lower longitudinal beam 500. From there, it is transmitted to the lower part of the A-pillar and further diverted to the sill beam 300, forming the main force transmission path of the lower body.

[0136] Another portion of the load is transmitted upward through the energy-absorbing box 600 to the column 12 of the front frame 1, entering the upper force transmission path. After the load is applied to the front frame 1, the first weak zone 111 in the middle of the crossbeam 11 and the second weak zone 112 at both ends undergo controllable deformation in sequence, dissipating part of the collision energy. The remaining load is transmitted to the horizontal tube 21 of the force transmission beam 2 embedded in the front frame 1, and then diverted along the horizontal tube 21 to the bent tubes 22 on both sides. It is then smoothly transmitted to the connector 3 through the bent tubes 22, and finally introduced into the upper longitudinal beam 400 and continues to be transmitted to the upper area of ​​the A-pillar. This achieves dual-path diversion of the collision load, effectively reducing the load ratio of the lower body and improving the overall vehicle collision safety performance.

[0137] Please see Figure 18 and combined Figure 19To further enhance the structural strength of the A-pillar 200 and ensure it can withstand impact forces without significant deformation or tearing, in one embodiment, the A-pillar 200 includes an outer A-pillar panel 210 and an inner A-pillar panel 220, which together form a mounting cavity 200a for accommodating the reinforcing member 4. The reinforcing member 4 includes a tube beam 41 and a fourth bolt 42 and a fifth bolt 43 respectively disposed on two opposite sides of the tube beam 41. Specifically, the fourth bolt 42 is used to fix one end of the upper longitudinal beam 400 to the outer A-pillar panel 210, and the fifth bolt 43 is used to fix the other end of the upper longitudinal beam 400 to the inner A-pillar panel 220.

[0138] By enhancing the cross-sectional stiffness of the A-pillar 200 through the internal tubular beam 41, and in conjunction with the tandem locking structure of the fourth bolt 42 and the fifth bolt 43, the overall bending and torsional resistance of the A-pillar 200 can be effectively improved, reducing the probability of bending deformation or local tearing of the A-pillar 200 under collision load. At the same time, it can evenly distribute the collision load transmitted by the upper longitudinal beam 400 to the outer A-pillar panel 210, the inner A-pillar panel 220, and the internal tubular beam 41, avoiding stress concentration in the connection area, and ensuring that the load can be smoothly distributed along the A-pillar 200 to the main load-bearing structure of the passenger compartment such as the sill beam 300, further strengthening the force transmission stability of the upper force transmission path and improving the safety protection performance of the passenger compartment under vehicle collision conditions.

[0139] The specific structure of the aforementioned body structure 100 is as described in the above embodiments. Since this body-in-white adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0140] This application also proposes a vehicle that includes a body-in-white as described above. The specific structure of the body-in-white is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0141] It should be noted that, in terms of body structure and function, the vehicle proposed in this application can be a sedan, SUV, MPV, or pickup truck. In terms of power type, it can be a gasoline-powered vehicle, a pure electric vehicle, a hybrid vehicle, a plug-in hybrid vehicle, a range-extended electric vehicle, or a fuel cell vehicle; this application does not limit the specific type.

[0142] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A vehicle body structure, characterized in that, include: The front frame (1) includes a crossbeam (11) and two columns (12). The crossbeam (11) has a first weak zone (111) in the middle. The two columns (12) are respectively located at both ends of the crossbeam (11). Each column (12) has a second weak zone (112) at the connection between itself and the crossbeam (11). The columns (12) are used to connect to the energy-absorbing box (600) of the vehicle. Force transmission beam (2), which is connected to the front end frame (1); A connector (3) is fitted onto the force transmission beam (2) and is used to connect to the upper longitudinal beam (400) of the vehicle.

2. The vehicle body structure as described in claim 1, characterized in that, The front-end frame (1) is made of magnesium alloy; and / or The connector (3) is made of magnesium alloy.

3. The vehicle body structure as described in claim 2, characterized in that, The crossbeam (11) and the two columns (12) form a cavity (11a) with an opening, the opening being disposed on the side facing the force transmission beam (2), and a reinforcing structure (13) being provided inside the cavity (11a).

4. The vehicle body structure as described in claim 3, characterized in that, The reinforcing structure (13) includes a transverse reinforcing rib (131) and a vertical reinforcing rib (132). The transverse reinforcing rib (131) extends along the length direction of the crossbeam (11), and the vertical reinforcing rib (132) extends along the width direction of the crossbeam (11). The transverse reinforcing rib (131) and the vertical reinforcing rib (132) are staggered.

5. The vehicle body structure as described in claim 4, characterized in that, The reinforcing structure (13) further includes a diagonal reinforcing rib (133), which is disposed on the crossbeam (11) and located between the first weak area (111) and the second weak area (112). The diagonal reinforcing rib (133) is also disposed on the column (12), and the diagonal reinforcing rib (133) connects the adjacent horizontal reinforcing rib (131) and the vertical reinforcing rib (132).

6. The vehicle body structure as described in any one of claims 1 to 5, characterized in that, The force transmission beam (2) includes a horizontal tube (21) and two bent tubes (22). The two bent tubes (22) are respectively located at both ends of the horizontal tube (21) and are bent toward the side away from the front end frame (1). The horizontal tube (21) is connected to the front end frame (1), and the bent tubes (22) are connected to the connector (3).

7. The vehicle body structure as described in claim 6, characterized in that, Each of the bent tubes (22) includes a front bent section (221) and a rear bent section (222) connected to each other. The front bent section (221) is located at one end of the horizontal tube (21). The horizontal tube (21) and the two bent tubes (22) enclose an internal region with an opening on one side. The angle between the horizontal tube (21) and the front bent section (221) facing the internal region is less than or equal to the angle between the front bent section (221) and the rear bent section (222) facing the internal region.

8. The vehicle body structure as described in claim 7, characterized in that, The angle between the horizontal tube (21) and the front bent section (221) facing away from the front end frame (1) is 110°~130°; and / or The angle between the front bending section (221) and the rear bending section (222) facing away from the front end frame (1) is 150°~160°.

9. The vehicle body structure as described in claim 7, characterized in that, The force transmission beam (2) further includes a filler (23) that fills at least a portion of the space inside the transverse tube (21); and / or The filler (23) fills at least a portion of the space inside the bent tube (22).

10. The vehicle body structure as described in claim 9, characterized in that, The horizontal tube (21) is provided with at least two filling holes (21a), and the filler (23) includes a first filling section (231), which fills the area between the two filling holes (21a). The horizontal tube (21) is partially filled with the first filling section (231) for connection with the front end frame (1); and / or The front bend section (221) is provided with at least two filling holes (21a), and the filler (23) further includes a second filling section (232), which fills the connection between the horizontal tube (21) and the front bend section (221).

11. The vehicle body structure as described in claim 10, characterized in that, The front bending section (221) includes a first bending section (2211) and a second bending section (2212) connected to each other. The first bending section (2211) is connected to the horizontal tube (21), and the second bending section (2212) is connected to the rear bending section (222). The first bending section (2211) and the second bending section (2212) are set at an angle. The filler (23) further includes a third filler segment (233), which fills the connection between the first bent segment (2211) and the second bent segment (2212).

12. The vehicle body structure as described in any one of claims 1 to 5, characterized in that, The front-end frame (1) further includes a connection structure (14), which includes at least two first connection anchors (141) and at least two second connection anchors (142). Each first connection anchor (141) is located on the crossbeam (11) and between the second weak area (112) and the first weak area (111). Each second connection anchor (142) is located on a column (12).

13. The vehicle body structure as described in claim 12, characterized in that, The horizontal tube (21) has at least one positioning plane (21b), and the horizontal tube (21) is provided with a first snap-fit ​​portion (21c), which snaps into the first connecting anchor point (141); and / or Each of the bent tubes (22) has at least one of the positioning planes (21b), and each of the bent tubes (22) is provided with a second snap-fit ​​portion (21d), which snaps into the second connecting anchor point (142).

14. The vehicle body structure as described in any one of claims 1 to 5, characterized in that, The width of the first weak area (111) is 70mm~80mm; and / or The width of the second weak zone (112) is 60mm~80mm.

15. The vehicle body structure as described in any one of claims 1 to 5, characterized in that, The connector (3) includes: Mounting plate (31) has a plug hole (31a) into which the bent tube (22) is plugged, and the mounting plate (31) is screwed to the upper longitudinal beam (400) by a first bolt (311); A flange (32) is provided at both ends of the mounting plate (31). The flange (32) is set at an angle to the mounting plate (31). The flange (32) is screwed to the upper longitudinal beam (400) by a second bolt (321). The third bolt (33) connects the upper longitudinal beam (400), the mounting plate (31), and the bent pipe (22) in sequence.

16. A white body, characterized in that, The body-in-white includes an A-pillar (200), a door sill beam (300), an upper longitudinal beam (400), and a lower longitudinal beam (500). The A-pillar (200) is connected to the door sill beam (300), the upper longitudinal beam (400) is connected to the A-pillar (200) and extends along a first direction, the lower longitudinal beam (500) is connected to the A-pillar (200) and extends along the first direction, and the upper longitudinal beam (400) and the lower longitudinal beam (500) are spaced apart along a second direction. The body-in-white also includes: In the vehicle body structure (100) as described in any one of claims 1 to 15, the connecting member (3) is connected to the upper longitudinal beam (400); An energy-absorbing box (600) is located at the end of the lower longitudinal beam (500) away from the A-column, and the front end frame (1) is connected to the energy-absorbing box (600); A front bumper beam (700) is located at the end of the energy-absorbing box (600) away from the lower longitudinal beam (500).

17. The body-in-white as described in claim 16, characterized in that, The A-pillar (200) includes an outer A-pillar panel (210) and an inner A-pillar panel (220). The outer A-pillar panel (210) and the inner A-pillar panel (220) enclose and form an installation cavity (200a). The body-in-white also includes a reinforcing member (4). The reinforcing member (4) includes a tube beam (41), a fourth bolt (42), and a fifth bolt (43). The fourth bolt (42) and the fifth bolt (43) are respectively located on opposite sides of the tube beam (41) and are respectively connected to the outer A-pillar panel (210) and the inner A-pillar panel (220). The fourth bolt (42) and the fifth bolt (43) are respectively connected to the upper longitudinal beam (400).

18. A vehicle, characterized in that, Including the body-in-white as described in claim 17.

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