Vehicle body front part force transmission structure and vehicle

Abstract

The utility model provides a vehicle body front part force transmission structure and a vehicle, which belong to the technical field of vehicles and comprise a front anti-collision beam, a wheel cover edge beam and a connecting structure. An energy absorption box is arranged on the back face of the front anti-collision beam. The wheel cover edge beam is located behind the energy absorption box. The connecting structure is connected between the front end of the wheel cover edge beam and the rear end of the energy absorption box; and in the front-back direction of the vehicle body, the orthographic projection of the connecting part between the connecting structure and the front end of the wheel cover edge beam is within the coverage range of the energy absorption box. The connecting structure is matched with a short front overhang, so that the structure of the edge beam of the wheel cover is simplified; the connecting structure can further form a force transmission channel, optimize a force transmission path, enable collision force to be transmitted backwards to the wheel cover edge beam, improve the deformation and energy absorption performance of the wheel cover edge beam in the collision process, increase the offset of the whole vehicle in the width direction of the vehicle body and reduce the intrusion amount of a cab.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and more specifically relates to a vehicle body front force transmission structure and a vehicle. Background Art

[0002] The car energy absorption box is an important energy absorption device in the car bumper system. It is installed between the front anti-collision beam and the front wheel cover side beam. As a metal thin-walled component, the energy absorption box is easy to deform during a collision. It can effectively absorb the collision energy and reduce the damage of the impact force to the longitudinal beam of the car body.

[0003] In the prior art, the front end of the wheel arch side beam is directly connected to the energy absorption box. In order to adapt the position of the energy absorption box to meet the assembly requirements, the front end of the wheel arch side beam must be bent toward the direction close to the energy absorption box, resulting in a complex structure at the front end of the wheel arch side beam; moreover, the energy absorption box cannot effectively transmit the collision force backwards. Due to the imbalance in the transmission of the collision load force, the damage to the wheel arch side beam will increase, thereby increasing the collision damage to the vehicle itself. Utility Model Content

[0004] The utility model aims to provide a vehicle body front force transmission structure and a vehicle, aiming to solve the technical problems existing in the prior art that the front end of the wheel arch side beam is complex in structure and the energy absorption box cannot effectively transmit the collision force backwards.

[0005] In order to achieve the above-mentioned purpose, the technical solution adopted by the utility model is: to provide a vehicle body front force transmission structure, including:

[0006] A front anti-collision beam; an energy absorption box is provided on the back of the front anti-collision beam;

[0007] A wheel arch side beam, located behind the energy absorption box; and

[0008] A connecting structure connected between the front end of the wheel arch side beam and the rear end of the energy absorption box;

[0009] Wherein, in the front-rear direction of the vehicle body, the orthographic projection of the connection portion between the connection structure and the front end of the wheel arch side beam is within the coverage range of the energy absorption box.

[0010] In a possible implementation, the vehicle body front force transmission structure further includes:

[0011] A cabin longitudinal beam, located behind the energy absorption box and inside the wheel house side beam;

[0012] The connection structure is also connected to the front end of the cabin longitudinal beam, and the orthographic projection of the connection portion is within the coverage of the energy absorption box.

[0013] In some embodiments, the connection structure includes:

[0014] A connecting body, buckled on the periphery of the cabin longitudinal beam;

[0015] The front end of the wheel arch side beam is buckled on the periphery of the connecting body.

[0016] In some embodiments, a second flange is provided at the front end of the wheel arch side beam, and the second flange is connected to the outer surface of the connecting body.

[0017] In some embodiments, the connection structure further includes:

[0018] The longitudinal beam end plate is connected between the rear end of the energy absorption box, the front end of the cabin longitudinal beam and the connection body.

[0019] In some embodiments, the longitudinal beam end plate has a first through hole and a second through hole; the first through hole connects the inner cavity of the cabin longitudinal beam with the inner cavity of the energy absorption box, and the second through hole connects the inner cavity of the connection body with the inner cavity of the energy absorption box.

[0020] In some embodiments, a first flange is provided at the front end of the connection body, and the first flange is connected to the rear surface of the longitudinal beam end plate.

[0021] In some embodiments, the connection structure further includes:

[0022] The reinforcing plate is arranged inside the connecting body.

[0023] In some embodiments, the reinforcing plate includes a plate body, and a first side plate and a second side plate respectively formed on the outer peripheral edge of the plate body;

[0024] Among them, the first side panel, the connecting body and the wheel house side beam are stacked and connected in sequence, and the second side panel is connected to the cabin longitudinal beam.

[0025] The beneficial effects of the front vehicle body force transmission structure provided by the utility model are as follows: compared with the prior art, the front vehicle body force transmission structure of the utility model is provided with a connecting structure between the energy absorption box and the wheel arch side beam, and the connecting structure is used to meet the assembly requirements, without increasing the degree of bending of the front end of the wheel arch side beam, thereby simplifying the structure of the wheel arch side beam; moreover, the orthographic projection of the connecting part between the connecting structure and the front end of the wheel arch side beam is within the coverage range of the energy absorption box, and the connecting structure can also extend the backward force transmission path, so that the collision force is transmitted backward to the wheel arch side beam through the connecting structure, thereby increasing the deformation energy absorption performance of the wheel arch side beam in a collision, increasing the offset of the entire vehicle in the width direction of the vehicle body, and reducing the intrusion of the cab.

[0026] The utility model also provides a vehicle, comprising the above-mentioned vehicle body front force transmission structure.

[0027] The vehicle provided by the utility model adopts the above-mentioned front body force transmission structure, so that the body collision force transmission channel is optimized, the deformation of the cab and the A-pillar can be reduced, and the requirements of safety collision regulations are met. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0029] Figure 1 A schematic diagram of the structure of the front force transmission structure of the vehicle body provided by the embodiment of the utility model Figure 1 ;

[0030] Figure 2 A schematic diagram of the exploded structure of the front force transmission structure of the vehicle body provided by an embodiment of the utility model;

[0031] Figure 3 for Figure 2 A schematic diagram of the enlarged structure at the middle circle A;

[0032] Figure 4 A schematic diagram of a top view of a vehicle body front force transmission structure provided by an embodiment of the utility model;

[0033] Figure 5 for Figure 4 The cross-sectional structure diagram along the AA line;

[0034] Figure 6 A schematic diagram of the structure of the front force transmission structure of the vehicle body provided by the embodiment of the utility model Figure 2 ;

[0035] Figure 7 for Figure 6 Schematic diagram of the enlarged structure at the middle circle B.

[0036] In the figure:

[0037] 1. Front anti-collision beam; 11. Energy absorption box;

[0038] 2. Cabin longitudinal beam; 21. Cabin longitudinal beam outer plate; 22. Cabin longitudinal beam inner plate;

[0039] 3. Connection structure; 31. Connection body; 311. First flange; 32. Stringer end plate; 321. First through hole; 322. Second through hole; 33. Reinforcement plate; 331. Plate body; 332. First side plate; 333. Second side plate;

[0040] 4. wheel arch side beam; 41. wheel arch side beam outer plate; 411. second flange; 42. wheel arch side beam inner plate. DETAILED DESCRIPTION

[0041] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0042] It should be noted that the directions or positional relationships indicated by "front", "rear", "inside", "outside", "up" and "down" in this embodiment are based on the direction of the vehicle itself, where the head of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "up", and the bottom of the vehicle represents "down", the "inside" side refers to the side facing inside the cab, and the "outside" side refers to the side facing outside the cab.

[0043] In addition, the front and rear direction of the vehicle body defined in the embodiments of the present invention refers to the front and rear direction of the forward direction of the vehicle during driving, the left and right direction of the vehicle body defined refers to the left and right direction of the forward direction of the vehicle during driving, and the up and down direction of the vehicle body defined refers to the up and down direction of the forward direction of the vehicle during driving.

[0044] Please also read Figure 1 , Figure 2 , Figure 4 and Figure 6 Now, the front force transmission structure of the vehicle body provided by the utility model is described. The front force transmission structure of the vehicle body comprises a front anti-collision beam 1, a wheel house side beam 4 and a connection structure 3. An energy absorption box 11 is provided on the back of the front anti-collision beam 1; the wheel house side beam 4 is located behind the energy absorption box 11; the connection structure 3 is connected between the front end of the wheel house side beam 4 and the rear end of the energy absorption box 11; wherein, in the front-to-back direction of the vehicle body, the orthographic projection of the connection part between the connection structure 3 and the front end of the wheel house side beam 4 is within the coverage range of the energy absorption box 11.

[0045] The energy absorbing box 11 is arranged at the back end of the front anti-collision beam 1. The energy absorbing box 11 has an energy absorbing inner cavity that collapses and deforms along the front-rear direction of the vehicle body. The energy absorbing box 11 can absorb collision energy.

[0046] It should be noted that the back side of the front anti-collision beam 1 refers to the side of the front anti-collision beam 1 facing the rear of the vehicle body, and the side opposite to the back side facing the front of the vehicle body is the front side of the front anti-collision beam 1 .

[0047] The wheel arch side beam 4 is located behind the energy absorption box 11. The wheel arch side beam 4 includes a wheel arch side beam outer plate 41 and a wheel arch side beam inner plate 42. The wheel arch side beam outer plate 41 and the wheel arch side beam inner plate 42 are spot welded together. Among them, the positioning holes of the wheel arch side beam inner plate 42 and the wheel arch side beam outer plate 41 are through holes, which facilitates the loading and positioning of parts and ensures the positioning consistency.

[0048] The connection structure 3 is connected to at least one of the inner plate 42 of the wheel arch side beam and the outer plate 41 of the wheel arch side beam. It should be noted that the connection structure 3 has a cavity, and the cavity is connected to the inner cavity of the energy absorption box 11; the connection structure 3 is not only used to assemble the front end of the wheel arch side beam 4, but also can form a force transmission channel.

[0049] The beneficial effects of the force transmission structure of the front part of the vehicle body provided by the utility model are as follows: compared with the prior art, a connecting structure 3 is arranged between the energy absorption box 11 and the wheel arch side beam 4, and the connecting structure 3 is utilized to adapt to the shorter front overhang, and there is no need to increase the bending degree of the front end of the wheel arch side beam 4, thereby simplifying the structure of the wheel arch side beam 4; moreover, the orthographic projection of the connecting part between the connecting structure 3 and the front end of the wheel arch side beam 4 is within the coverage range of the energy absorption box 11, and the connecting structure 3 can also form a force transmission channel, optimize the force transmission path, and transmit the collision force backward to the wheel arch side beam 4, thereby increasing the deformation energy absorption performance of the wheel arch side beam 4 in the collision, increasing the offset of the entire vehicle in the width direction of the vehicle body, and reducing the intrusion of the cab.

[0050] In some embodiments, the above-mentioned front body force transmission structure can also adopt the following method: Figure 1 , Figure 2 , Figure 4 and Figure 6 The structure shown, see Figure 1 , Figure 2 , Figure 4 and Figure 6 The force transmission structure at the front of the vehicle body also includes a cabin longitudinal beam 2, which is located behind the energy absorption box 11 and on the inner side of the wheel arch side beam 4; wherein the connecting structure 3 is also connected to the front end of the cabin longitudinal beam 2, and the orthographic projection of the connecting part is within the coverage range of the energy absorption box 11.

[0051] The cabin longitudinal beam 2 includes a cabin longitudinal beam outer plate 21 and a cabin longitudinal beam inner plate 22. The cabin longitudinal beam outer plate 21 and the cabin longitudinal beam inner plate 22 are connected by welding points. The connecting structure 3 is connected to at least one of the cabin longitudinal beam outer plate 21 and the cabin longitudinal beam inner plate 22. The connecting structure 3 not only connects the energy absorption box 11 and the wheel house side beam 4, but also connects the cabin longitudinal beam 2 and the energy absorption box 11, and connects the cabin longitudinal beam 2 and the wheel house side beam 4.

[0052] In the prior art, the cabin longitudinal beam 2 is an important component of the vehicle. Under a small offset collision condition, the overlapping area between the barrier and the cabin longitudinal beam 2 is small. The cabin longitudinal beam 2 cannot play a good energy absorption role in a 25% collision. The intrusion into the cab in a 25% frontal collision is large, causing great harm to the passengers.

[0053] The 25% small overlap collision boundary is the middle of the cabin longitudinal beam 2. Figure 4 and Figure 5 The dotted line in the figure indicates the 25% collision boundary. Affected by the structure of the front anti-collision beam 1, the actual collision obstacle avoidance end is a curved surface, making it more difficult to transmit the collision force to the cabin longitudinal beam 2. In this embodiment, a connecting structure 3 is added between the cabin longitudinal beam 2, the wheel house side beam 4, and the energy absorption box 11, so that the force transmission path of the collision force can be divided into two paths, which are transmitted to the wheel house side beam 4 and the cabin longitudinal beam 2 respectively, further optimizing the force transmission effect.

[0054] The force transmission structure of the front part of the vehicle body provided by the utility model can also transmit the collision force to the cabin longitudinal beam 2 by arranging a connecting structure 3 between the energy absorption box 11, the wheel house side beam 4 and the cabin longitudinal beam 2, so that the cabin longitudinal beam 2 absorbs energy and deforms; and, in the front and rear directions of the vehicle body, the orthographic projection of the connecting part between the connecting structure 3 and the front end of the cabin longitudinal beam 2 is within the coverage range of the energy absorption box 11, which can further increase the deformation energy absorption performance of the cabin longitudinal beam 2 in a 25% collision, increase the offset of the whole vehicle in the width direction of the vehicle body, and reduce the intrusion of the cab.

[0055] Based on the overall introduction above, the front force transmission structure of the vehicle body of this embodiment is based on the fact that the vehicle body is generally a left-right symmetrical structure. In order to clearly show the various components, this embodiment only takes the cabin longitudinal beam 2 and the wheel house side beam 4 on the right side of the vehicle body as an example for explanation, and the structures of the cabin longitudinal beam 2 and the wheel house side beam 4 can refer to the existing technology and will not be repeated here.

[0056] In some embodiments, the above-mentioned connection structure 3 includes a connection body 31, and the connection body 31 is buckled on the periphery of the cabin longitudinal beam 2; the front end of the wheel house side beam 4 is buckled on the periphery of the connection body 31.

[0057] The vertical cross-section of the connecting body 31 is in an inverted U-shape, and the opening of the inverted U-shape faces the cabin longitudinal beam 2, so that the connecting body 31 itself forms a cavity, so as to enhance the force transmission effect and absorb the collision energy.

[0058] The cabin longitudinal beam 2, the connecting body 31 and the wheel arch side beam 4 are sequentially buckled and stacked from the inside to the outside. On the one hand, the area occupied by the connecting body 31 in the left and right direction of the vehicle body can be reduced without affecting the formation of a force transmission channel of the connecting body 31 in the front and rear direction of the vehicle body. On the other hand, the assembly operation of the cabin longitudinal beam 2, the connecting body 31 and the wheel arch side beam 4 can also be simplified.

[0059] Specifically, since the vertical cross-section of the connecting body 31 is an inverted U-shape, the connecting body 31 includes an upper top plate, an outer plate and a lower bottom plate which are connected in sequence, and the upper top plate and the lower bottom plate are respectively spot-welded to the outer peripheral surfaces of the cabin longitudinal beam outer plate 21; the front end of the wheel arch side beam outer plate 41 is spot-welded to the outer peripheral surface of the connecting body 31.

[0060] See also Figure 3 and Figure 7 On the basis of the above-mentioned embodiment, the front end of the wheel arch side beam 4 is provided with a second flange 411 , and the second flange 411 is connected to the outer surface of the connecting body 31 .

[0061] Specifically, the second flange 411 is located at the front end of the wheel house side beam outer plate 41. The vertical section of the front end of the wheel house side beam outer plate 41 is also inverted U-shaped, and there are three groups of second flanges 411, which are respectively formed at the upper front edge, the outer front edge and the lower front edge of the wheel house side beam outer plate 41. The second flange 411 is folded outward relative to the front end of the wheel house side beam outer plate 41, and is spot-welded to the outer peripheral surface of the connecting body 31 to improve the convenience and stability of the assembly of the wheel house side beam outer plate 41 and the connecting body 31.

[0062] In some embodiments, the connection structure 3 can also be used as follows: Figure 2 and Figure 6 The structure shown, see Figure 2 and Figure 6 The connection structure 3 further includes a longitudinal beam end plate 32. The longitudinal beam end plate 32 is connected between the rear end of the energy absorption box 11, the front end of the cabin longitudinal beam 2 and the front end of the connection body 31.

[0063] The energy absorption box 11 can be regarded as a cylindrical structure that penetrates along the front-to-back direction of the vehicle body. The front end of the energy absorption box 11 is connected to the front anti-collision beam 1, and the front anti-collision beam 1 is used to block the front end opening of the energy absorption box 11. The rear end of the energy absorption box 11 is connected to the longitudinal beam end plate 32, and the longitudinal beam end plate 32 is used to block the rear end opening of the energy absorption box 11.

[0064] The longitudinal beam end plate 32 plays a connecting role and is connected between the energy absorption box 11, the cabin longitudinal beam 2 and the connecting body 31. It can block the rear end opening of the energy absorption box 11 to simplify the structure of the energy absorption box 11, and ensure stable assembly with the cabin longitudinal beam 2 and the connecting body 31.

[0065] Specifically, the longitudinal beam end plate 32 is connected to the rear end of the energy absorption box 11 by bolts. The front end of the cabin longitudinal beam inner plate 22 is welded to the rear plate surface of the longitudinal beam end plate 32, and the front end of the connecting body 31 is welded to the rear plate surface of the longitudinal beam end plate 32.

[0066] See also Figure 2On the basis of the above embodiment, the longitudinal beam end plate 32 has a first through hole 321 and a second through hole 322; the first through hole 321 connects the inner cavity of the cabin longitudinal beam 2 with the inner cavity of the energy absorption box 11, and the second through hole 322 connects the inner cavity of the connecting body 31 with the inner cavity of the energy absorption box 11.

[0067] The hole structure of the first through hole 321 is adapted to the front end opening of the cabin longitudinal beam 2 . The first through hole 321 is used to connect the inner cavity of the energy absorption box 11 with the inner cavity of the cabin longitudinal beam 2 so that the collision force can be transmitted backward, further increasing the deformation energy absorption effect of the cabin longitudinal beam 2 .

[0068] The hole-shaped structure of the second through hole 322 is adapted to the front end opening of the connecting body 31 . The second through hole 322 is used to connect the inner cavity of the energy absorption box 11 with the U-shaped inner cavity of the connecting body 31 , so as to optimize the force transmission channel of the connecting body 31 and enhance the deformation energy absorption effect of the connecting body 31 .

[0069] In some embodiments, the connecting body 31 may also be Figure 3 and Figure 7 The structure shown, see Figure 3 and Figure 7 A first flange 311 is provided at the front end of the connecting body 31 , and the first flange 311 is connected to the rear surface of the longitudinal beam end plate 32 .

[0070] Specifically, three groups of first flanges 311 are formed respectively at the front edge of the upper top plate, the front edge of the outer plate, and the front edge of the lower bottom plate of the connecting body 31. The first flanges 311 are folded outward relative to the front end of the connecting body 31 and are spot-welded to the rear plate surface of the longitudinal beam end plate 32 to improve the convenience and stability of assembling the connecting body 31 and the longitudinal beam end plate 32.

[0071] In some embodiments, the connection structure 3 can also be used as follows: Figure 2 , Figure 3 and Figure 5 The structure shown, see Figure 2 , Figure 3 and Figure 5 The connection structure 3 further includes a reinforcing plate 33, which is arranged inside the connection body 31 to improve the strength of the connection body 31. In addition, the reinforcing plate 33 is also connected to the cabin longitudinal beam outer plate 21.

[0072] The front end of the connecting body 31 is connected to the energy absorption box 11 through the first flange 311 and the longitudinal beam end plate 32, and the collision force absorbed by the energy absorption box 11 can be transmitted backward to the connecting body 31; and a reinforcing plate 33 is added inside the connecting body 31, and the reinforcing plate 33 is welded to the outer surface of the cabin longitudinal beam outer plate 21, and the connecting body 31 is buckled on the outer periphery of the cabin longitudinal beam outer plate 21, that is, the connecting body 31 is welded to the upper and lower surfaces of the cabin longitudinal beam outer plate 21, and the collision force can be transmitted to the cabin longitudinal beam 2 through the double connection of the connecting body 31, the reinforcing plate 33 and the cabin longitudinal beam 2, and the collision force is dispersed into a component force along the left and right direction of the vehicle body and a component force along the up and down direction of the vehicle body.

[0073] Preferably, the reinforcing plate 33 includes a plate body 331, and a first side plate 332 and a second side plate 333 respectively formed on the outer peripheral edge of the plate body 331; the first side plate 332, the outer side plate of the connecting body 31 and the wheel house side beam outer plate 41 are sequentially superimposed and connected, and the second side plate 333 is connected to the cabin longitudinal beam outer plate 21. The above connection method is preferably welding.

[0074] The first side panel 332, the outer side panel of the connecting body 31 and the wheel arch side beam outer panel 41 overlap at the overlapping edges, and a three-layer welding method is adopted to further enhance the inherent strength of the connecting structure 3 and optimize the force transmission path.

[0075] The specific assembly process of the front force transmission structure of the vehicle body provided by the utility model is as follows:

[0076] The wheel house side beam inner plate 42 and the wheel house side beam outer plate 41 are spot welded by a welding robot to form the wheel house side beam 4. The welded wheel house side beam 4, the connecting body 31, the reinforcing plate 33, and the cabin longitudinal beam outer plate 21 are spot welded in sequence to form a side beam connecting plate assembly. The longitudinal beam end plate 32 is welded to the cabin longitudinal beam inner plate 22 as a whole, and is connected to the above-mentioned side beam connecting plate assembly by robot welding points to form a cabin longitudinal beam 2 and wheel house side beam 4 connection assembly. Finally, the energy absorption box 11 is screwed to the longitudinal beam end plate 32 to form the front force transmission structure of the vehicle body.

[0077] The force transmission structure of the front part of the vehicle body provided by the utility model improves the situation in the prior art that the collision force of the 25% small overlap collision test cannot be transmitted through the cabin longitudinal beam 2 and the wheel house side beam 4 by adjusting the structure of the cabin longitudinal beam 2 and the wheel house side beam 4 and adding the connecting structure 3, so that the overall joint area structure of the vehicle body is strengthened, the torsional rigidity and the bending and torsion resistance of the vehicle body are further improved, the steering roll of the whole vehicle is smaller, the safety collision regulations are met, the integrity of the cab and the A-pillar of the vehicle body is ensured, and the driving experience is improved.

[0078] Based on the same inventive concept, an embodiment of the present application also provides a vehicle, comprising the above-mentioned front vehicle body force transmission structure.

[0079] The vehicle provided by the utility model adopts the above-mentioned front body force transmission structure, so that the body collision force transmission channel is optimized, the deformation of the cab and the A-pillar can be reduced, and the requirements of safety collision regulations are met.

[0080] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle body front force transmission structure, characterized in that: include: A front anti-collision beam (1); an energy absorption box (11) is provided on the back of the front anti-collision beam (1); A wheel arch side beam (4) is located behind the energy absorption box (11); and A connecting structure (3) connected between the front end of the wheel arch side beam (4) and the rear end of the energy absorption box (11); Wherein, in the front-rear direction of the vehicle body, the orthographic projection of the connection portion between the connection structure (3) and the front end of the wheel arch side beam (4) is within the coverage range of the energy absorption box (11).

2. The front body force transmission structure according to claim 1, characterized in that: The front body force transmission structure also includes: A cabin longitudinal beam (2) is located behind the energy absorption box (11) and inside the wheel house side beam (4); The connection structure (3) is also connected to the front end of the cabin longitudinal beam (2), and the orthographic projection of the connection portion is within the coverage range of the energy absorption box (11).

3. The vehicle body front force transmission structure according to claim 2, characterized in that: The connection structure (3) comprises: A connecting body (31) is buckled on the periphery of the cabin longitudinal beam (2); The front end of the wheel arch side beam (4) is buckled on the periphery of the connecting body (31).

4. The front body force transmission structure according to claim 3, characterized in that: The front end of the wheel arch side beam (4) is provided with a second flange (411), and the second flange (411) is connected to the outer surface of the connecting body (31).

5. The front body force transmission structure according to claim 3, characterized in that: The connection structure (3) further comprises: The longitudinal beam end plate (32) is connected between the rear end of the energy absorption box (11), the front end of the cabin longitudinal beam (2) and the connection body (31).

6. The vehicle body front force transmission structure according to claim 5, characterized in that: The longitudinal beam end plate (32) has a first through hole (321) and a second through hole (322); the first through hole (321) connects the inner cavity of the cabin longitudinal beam (2) with the inner cavity of the energy absorption box (11), and the second through hole (322) connects the inner cavity of the connection body (31) with the inner cavity of the energy absorption box (11).

7. The vehicle body front force transmission structure according to claim 5, characterized in that: The front end of the connection body (31) is provided with a first flange (311), and the first flange (311) is connected to the rear surface of the longitudinal beam end plate (32).

8. The vehicle body front force transmission structure as claimed in claim 3, characterized in that: The connection structure (3) further comprises: A reinforcing plate (33) is arranged inside the connecting body (31).

9. The vehicle body front force transmission structure according to claim 8, characterized in that: The reinforcing plate (33) comprises a plate body (331), and a first side plate (332) and a second side plate (333) respectively formed on the outer peripheral edge of the plate body (331); Wherein, the first side panel (332), the connecting body (31) and the wheel house side beam (4) are sequentially stacked and connected, and the second side panel (333) is connected to the cabin longitudinal beam (2).

10. A vehicle, characterized in that: It comprises the vehicle body front force transmission structure as described in any one of claims 1-9.

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