Vehicle body front structure and vehicle with same

Abstract

The utility model discloses a vehicle body front portion structure and a vehicle with the vehicle body front portion structure, and the vehicle body front portion structure comprises a front longitudinal beam assembly, a rear longitudinal beam assembly and a rear longitudinal beam assembly, the upper longitudinal beam assembly is arranged on the upper side of the front longitudinal beam assembly, the front end of the upper longitudinal beam assembly is connected with the front longitudinal beam assembly, and the rear end of the upper longitudinal beam assembly extends outwards and backwards; the shock absorber tower base is connected between the front longitudinal beam assembly and the upper longitudinal beam assembly, an avoiding hole is formed in the shock absorber tower base, the avoiding hole vertically penetrates through the shock absorber tower base, and the avoiding hole is suitable for avoiding an upper swing arm of the vehicle. According to the front structure of the vehicle body, the front longitudinal beam assembly is connected with the upper longitudinal beam assembly and the shock absorber tower base in pairs, the structure is simple and stable, the shock absorber tower base is provided with the receding hole, and therefore the upper swing arm and the shock absorber tower base can occupy less space in the vertical direction when being installed and arranged. Therefore, when the engine hood is arranged at a lower position, the requirement for pedestrian protection can still be well met.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a front body structure and a vehicle having the same. Background Art

[0002] To meet the needs of the younger generation, vehicle styling with a youthful and sporty element has gradually become the mainstream and received increasing attention. In such vehicle models, the vehicle generally has an ultra-low ground clearance, large-size wheels, and a low-slung engine hood styling. To meet the requirements of frontal collision, 25% small offset collision, and pedestrian protection of the vehicle, it is necessary to have sufficient clearance between the engine hood and the shock absorber tower. However, in vehicles with a low-slung engine hood styling, the engine hood is arranged at a low position, making it difficult to meet the required spacing between the engine hood and the shock absorber tower. Summary of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. For this reason, the utility model provides a front body structure, which can maintain a good clearance between the engine hood and the shock absorber tower when the engine hood is arranged at a low position, so as to well meet the needs of pedestrian protection and the like.

[0004] The utility model also provides a vehicle having the above front body structure.

[0005] The front body structure according to the first aspect of the utility model includes: a front longitudinal beam assembly extending in the front-rear direction; an upper longitudinal beam assembly disposed on the upper side of the front longitudinal beam assembly, with the front end of the upper longitudinal beam assembly connected to the front longitudinal beam assembly and the rear end of the upper longitudinal beam assembly extending outward and backward; a shock absorber tower connected between the front longitudinal beam assembly and the upper longitudinal beam assembly, and the shock absorber tower is provided with an avoidance hole that penetrates the shock absorber tower vertically up and down, and the avoidance hole is adapted to avoid the upper swing arm of the vehicle.

[0006] According to the front body structure of the utility model, by providing the front longitudinal beam assembly, the upper longitudinal beam assembly, and the shock absorber tower, the front longitudinal beam assembly is connected to the upper longitudinal beam assembly and the shock absorber tower in pairs, with a simple and stable structure. The shock absorber tower is provided with an avoidance hole, which can reduce the space occupied in the up-down direction when the upper swing arm and the shock absorber tower are installed and arranged, so that the engine hood can still well meet the requirements of pedestrian protection when arranged at a low position.

[0007] In some embodiments of the present utility model, the shock absorber tower base includes: a first connection section and a second connection section. The first connection section extends in the vertical direction, and the second connection section extends in the horizontal direction. The lower end of the first connection section is connected to the front longitudinal beam assembly, the upper end of the first connection section is connected to one end of the second connection section, the other end of the second connection section is connected to the upper longitudinal beam assembly, and the avoidance hole penetrates the second connection section in the vertical direction.

[0008] In one embodiment of the present utility model, a first connection portion is provided at the lower end of the first connection section. The first connection portion abuts against the upper surface of the front longitudinal beam assembly. The first connection portion forms a first flanging extending downward on the inner side of the front longitudinal beam assembly, and the first flanging is riveted and / or fastened to the front longitudinal beam assembly.

[0009] In some examples of the present utility model, the front longitudinal beam assembly includes: a front longitudinal beam inner panel and a front longitudinal beam outer panel. The front longitudinal beam inner panel and the front longitudinal beam outer panel are arranged inside and outside and cooperate to define a cavity structure. The first connection section is connected to the front longitudinal beam inner panel.

[0010] In one example of the present utility model, a first connection flanging is provided on the front longitudinal beam inner panel. The first connection flanging extends in the vertical direction, and the first connection flanging is riveted and / or fastened to the first connection section.

[0011] In one embodiment of the present utility model, the first connection section forms a crush groove. The crush groove extends in the vertical direction and penetrates the lower end of the first connection section.

[0012] In one embodiment of the present utility model, a second connection portion is formed at the other end of the second connection section. The second connection portion is connected to the upper longitudinal beam assembly. The second connection portion forms a second flanging extending downward, and the second flanging is riveted to the upper longitudinal beam assembly.

[0013] In some examples of the present utility model, the upper longitudinal beam assembly includes: a channel rear inner panel and an upper longitudinal beam inner panel. The rear end of the upper longitudinal beam inner panel is connected to the channel rear inner panel, the front end of the upper longitudinal beam inner panel is connected to the front longitudinal beam assembly, and the channel rear inner panel is connected to the second connection section; an upper longitudinal beam outer panel. The upper longitudinal beam outer panel is disposed on the upper side of the upper longitudinal beam inner panel and the channel rear inner panel, and the upper longitudinal beam outer panel is connected to the upper longitudinal beam inner panel and the channel rear inner panel and cooperates to form a closed cavity.

[0014] In some embodiments of the present utility model, a strut assembly is further included. The strut assembly is disposed outside the upper longitudinal beam assembly in the left-right direction of the vehicle. One end of the strut assembly is connected to the upper longitudinal beam assembly, and the other end of the strut assembly is used for hinged connection with the inner panel assembly of the engine hood of the vehicle.

[0015] The vehicle according to the second aspect of the present utility model includes: an inner panel assembly of the engine hood and a front body structure according to the first aspect of the present utility model. There are two sets of the front body structures, and the two sets of the front body structures are symmetrically arranged in the left-right direction of the vehicle.

[0016] For the vehicle according to the present utility model, by providing the front body structure in the first aspect above, the front body structure is provided with a front longitudinal beam assembly, an upper longitudinal beam assembly and a shock absorber tower. The front longitudinal beam assembly is connected to the upper longitudinal beam assembly and the shock absorber tower in pairs, and the structure is simple and stable. The shock absorber tower is provided with an avoidance hole, which can enable the upper swing arm and the shock absorber tower to occupy less space in the up-down direction during installation and arrangement, so that when the engine hood is arranged at a lower position, the requirements of pedestrian protection can still be well met.

[0017] The additional aspects and advantages of the present utility model will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present utility model. Description of the Drawings

[0018] Figure 1 is a schematic diagram of a vehicle according to an embodiment of the present utility model;

[0019] Figure 2 is a schematic diagram of a front body structure according to an embodiment of the present utility model;

[0020] Figure 3 is a schematic diagram of the structure when the front body structure according to an embodiment of the present utility model is arranged in a vehicle;

[0021] Figure 4 is a schematic diagram of a shock absorber tower according to an embodiment of the present utility model;

[0022] Figure 5 is a schematic diagram of another angle of the shock absorber tower according to an embodiment of the present utility model;

[0023] Figure 6 is a schematic diagram of the shock absorber tower, the inner panel of the upper longitudinal beam and the rear inner panel of the channel according to an embodiment of the present utility model;

[0024] Figure 7 is a schematic diagram of the inner panel of the upper longitudinal beam and the rear inner panel of the channel according to an embodiment of the present utility model;

[0025] Figure 8Schematic diagram of the outer panel of the upper longitudinal beam according to an embodiment of the present utility model;

[0026] Figure 9 Schematic diagram of the inner panel of the front longitudinal beam according to an embodiment of the present utility model;

[0027] Figure 10 Schematic diagram of the outer panel of the front longitudinal beam according to an embodiment of the present utility model;

[0028] Figure 11 Schematic diagram when the shock absorber tower is assembled with the upper longitudinal beam assembly and the strut assembly according to an embodiment of the present utility model;

[0029] Figure 12 Schematic diagram of the outer panel of the upper longitudinal beam and the inner panel of the upper longitudinal beam in the upper longitudinal beam assembly according to an embodiment of the present utility model;

[0030] Figure 13 Schematic diagram of the strut assembly according to an embodiment of the present utility model;

[0031] Figure 14 Schematic diagram of the engine hood according to an embodiment of the present utility model.

[0032] Reference numerals:

[0033] 10, Front body structure;

[0034] 11, Front longitudinal beam assembly; 111, Inner panel of the front longitudinal beam; 1111, First connecting flange; 112, Outer panel of the front longitudinal beam;

[0035] 12, Upper longitudinal beam assembly; 121, Inner panel of the upper longitudinal beam; 122, Rear inner panel of the channel; 123, Outer panel of the upper longitudinal beam;

[0036] 13, Shock absorber tower; 131, First connecting section; 1311, First connecting portion; 1312, First flange; 132, Second connecting section; 1321, Second connecting portion; 1322, Second flange; 1301, Avoidance hole; 1302, Crumple zone;

[0037] 14, Strut assembly;

[0038] 20, Engine hood; 30, Upper swing arm;

[0039] 100, Vehicle. Detailed implementation manners

[0040] The embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present utility model, and should not be construed as a limitation of the present utility model.

[0041] The following will refer to Figures 1-14 describe the front body structure 10 according to the embodiments of the first aspect of the present utility model.

[0042] As Figures 1-14 shown, the front body structure 10 according to the embodiments of the first aspect of the present utility model includes: a front longitudinal beam assembly 11, an upper longitudinal beam assembly 12, and a shock absorber tower 13.

[0043] Specifically, the front longitudinal beam assembly 11 extends in the front-rear direction (such as Figure 1 the front-rear direction shown); the upper longitudinal beam assembly 12 is disposed on the upper side of the front longitudinal beam assembly 11 (such as Figure 1 the upper side in the up-down direction shown), the front end of the upper longitudinal beam assembly 12 is connected to the front longitudinal beam assembly 11, and the rear end of the upper longitudinal beam assembly 12 extends outward and backward; the shock absorber tower 13 is connected between the front longitudinal beam assembly 11 and the upper longitudinal beam assembly 12, and the shock absorber tower 13 is provided with an avoidance hole 1301, the avoidance hole 1301 penetrates the shock absorber tower 13 up and down, and the avoidance hole 1301 is adapted to avoid the upper swing arm 30 of the vehicle 100.

[0044] In this embodiment, the front longitudinal beam assembly 11 is provided, and the front longitudinal beam assembly 11 extends in the front-rear direction, which can provide good support for the vehicle 100 and play a good role in absorbing collision energy when the vehicle 100 has a frontal collision, so that the structure of the vehicle 100 maintains good stability. In this embodiment, the upper longitudinal beam assembly 12 is provided. The front end of the upper longitudinal beam assembly 12 is connected to the front longitudinal beam assembly 11 and the rear end extends outward and backward, which can cooperate with the structural shape of the engine hood 20 and provide good support for the engine hood 20. The upper longitudinal beam assembly 12 can play a good role in absorbing collision energy and conducting impact force when the vehicle 100 has a frontal collision or a 25% small offset collision, etc., so that the upper longitudinal beam assembly 12 can cooperate with the front longitudinal beam assembly 11 to resist impact well, and the front body structure 10 can have good structural stability.

[0045] In this embodiment, the shock absorber tower 13 is connected between the front longitudinal beam assembly 11 and the upper longitudinal beam assembly 12, so that the front longitudinal beam assembly 11, the upper longitudinal beam assembly 12, and the shock absorber tower 13 are connected to each other in pairs. When a frontal collision or the like occurs to the vehicle 100, the impact force can be transmitted among the front longitudinal beam assembly 11, the upper longitudinal beam assembly 12, and the shock absorber tower 13. Specifically, the impact force can be transmitted from the front longitudinal beam assembly 11 to the upper longitudinal beam assembly 12 and the shock absorber tower 13 respectively, and the impact force can also be transmitted from both ends of the upper longitudinal beam to the front longitudinal beam assembly 11 and the shock absorber tower 13 respectively. Then, the impact force is transmitted along the shock absorber tower 13 to the front longitudinal beam assembly 11, so that the front body structure 10 can form a closed force transmission path, thereby making the overall structural strength of the front body structure 10 better, having good impact resistance, and enabling the front body structure 10 to well meet the structural requirements of the frontal collision and 25% small overlap collision of the vehicle 100.

[0046] In this embodiment, an avoidance hole 1301 is provided on the shock absorber tower 13, and the avoidance hole 1301 is adapted to avoid the upper swing arm 30 of the vehicle 100. It can be understood that the upper swing arm 30 occupies a certain space in the up-and-down direction during operation. By providing the avoidance hole 1301 on the shock absorber tower 13 in this embodiment, the movement space of the upper swing arm 30 and the layout space of the shock absorber can partially overlap, so that the overall layout space of the shock absorber tower 13 and the upper swing arm 30 is more compact in the up-and-down direction, and the shock absorber tower 13 can be arranged lower. Therefore, when the vehicle 100 is assembled and the engine hood 20 is arranged lower, there can still be enough space between the engine hood 20 and the shock absorber tower 13, so as to well meet the requirements of frontal collision and pedestrian protection, etc.

[0047] For the front body structure 10 according to the embodiment of the present invention, by providing the front longitudinal beam assembly 11, the upper longitudinal beam assembly 12, and the shock absorber tower 13, the front longitudinal beam assembly 11, the upper longitudinal beam assembly 12, and the shock absorber tower 13 are connected to each other in pairs, the structure is simple and stable. By providing the avoidance hole 1301 on the shock absorber tower 13, the upper swing arm 30 and the shock absorber tower 13 can occupy less space in the up-and-down direction during installation and layout, so that the engine hood 20 can still well meet the requirements of pedestrian protection when it is arranged lower.

[0048] In some embodiments of the present invention, as Figures 2-4 shown, the shock absorber tower 13 may include: a first connection section 131 and a second connection section 132. The first connection section 131 extends in the up-and-down direction, and the second connection section 132 extends in the left-and-right direction (such as Figure 2extends in the left - right direction as shown. The lower end of the first connecting section 131 is connected to the front longitudinal beam assembly 11, the upper end of the first connecting section 131 is connected to one end of the second connecting section 132, the other end of the second connecting section 132 is connected to the upper longitudinal beam assembly 12, and the avoidance hole 1301 penetrates the second connecting section 132 in the up - down direction.

[0049] In this embodiment, the shock absorber tower 13 includes a first connecting section 131 extending vertically and a second connecting section 132 extending horizontally. The structure is simple, which is convenient for connecting the shock absorber tower 13 to the front longitudinal beam assembly 11 and for connecting the shock absorber tower 13 to the upper longitudinal beam assembly 12. The cooperation between the first connecting section 131 and the second connecting section 132 makes the structural strength of the shock absorber tower 13 better. The shock absorber tower 13 can be more stably and reliably connected between the front longitudinal beam assembly 11 and the upper longitudinal beam assembly 12. The avoidance hole 1301 is provided on the second connecting section 132, which can well meet the need for the shock absorber tower 13 to avoid the upper swing arm 30.

[0050] In an embodiment of the present utility model, as Figure 2 and Figure 4 shown, a first connecting portion 1311 may be provided at the lower end of the first connecting section 131. The first connecting portion 1311 abuts against the upper surface of the front longitudinal beam assembly 11. The first connecting portion 1311 forms a first flanging 1312 extending downward on the inner side of the front longitudinal beam assembly 11. The first flanging 1312 is riveted and / or fastened to the front longitudinal beam assembly 11.

[0051] In this embodiment, the first connecting portion 1311 is provided at the lower end of the first connecting section 131, and the first connecting portion 1311 abuts against the upper surface of the front longitudinal beam assembly 11, which is convenient for the assembly and fixation of the shock absorber tower 13 with the front longitudinal beam assembly 11 during assembly. The front longitudinal beam assembly 11 can well support the first connecting section 131 in the up - down direction, so that the shock absorber tower 13 can be well supported.

[0052] The first connecting portion 1311 forms a first flanging 1312, and the first flanging 1312 extends downward and is arranged on the inner side of the front longitudinal beam assembly 11. Here, the inner side refers to the side of the front longitudinal beam assembly 11 facing the inner side of the vehicle 100 in the vehicle 100. The first connecting section 131 is connected to the front longitudinal beam assembly 11 by riveting and / or fastening through the first flanging 1312. For example, the first flanging 1312 can be connected and fixed to the front longitudinal beam assembly 11 by self - piercing riveting, or the first flanging 1312 can be fixedly connected to the front longitudinal beam assembly 11 by fasteners, or the first flanging 1312 can be connected to the front longitudinal beam assembly 11 by both riveting and fastening methods.

[0053] In this embodiment, the first flanging 1312 is riveted and / or fastened to the front longitudinal beam assembly 11. The structure is simple, and the connection is stable and reliable, enabling the shock absorber tower 13 and the front longitudinal beam assembly 11 to form a connection structure with good strength, thereby making the front body structure 10 more stable and reliable.

[0054] In some examples of the present utility model, such as Figure 2 , Figure 9 and Figure 10 shown, the front longitudinal beam assembly 11 may include: an inner front longitudinal beam 111 and an outer front longitudinal beam 112. The inner front longitudinal beam 111 and the outer front longitudinal beam 112 are arranged inside and outside and cooperate to define a cavity structure, and the first connecting section 131 is connected to the inner front longitudinal beam 111.

[0055] In this embodiment, the front longitudinal beam assembly 11 is provided with an inner front longitudinal beam 111 and an outer front longitudinal beam 112. The inner front longitudinal beam 111 and the outer front longitudinal beam 112 are arranged inside and outside and cooperate to define a cavity structure. The structure is simple, which can greatly reduce the weight of the front longitudinal beam assembly 11, reduce the body weight of the vehicle 100, and thus play a good role in improving the fuel efficiency and dynamic performance of the vehicle 100. The cavity structure can play a good role in absorbing collision energy when the vehicle 100 encounters a frontal collision or the like, so that the front body structure 10 can better meet the requirements of vehicle 100 collision and forming protection.

[0056] In this embodiment, connecting the first connecting section 131 to the inner front longitudinal beam 111 has a simple structure and is convenient for connection and assembly.

[0057] In an example of the present utility model, such as Figure 2 and Figure 4 shown, the inner front longitudinal beam 111 may be provided with a first connecting flanging 1111. The first connecting flanging 1111 extends in the up and down direction, and the first connecting flanging 1111 is riveted and / or fastened to the first connecting section 131.

[0058] In this embodiment, the first connecting flanging 1111 is provided on the inner front longitudinal beam 111, and the first connecting flanging 1111 is riveted and / or fastened to the first connecting section 131, so that the connection between the inner front longitudinal beam 111 and the first connecting section 131 is more reliable, further improving the connection structure strength and connection stability between the shock absorber tower 13 and the front longitudinal beam assembly 11, making the overall structure strength of the front body structure 10 better, and making the front body structure 10 more stable and reliable.

[0059] The first connecting flange 1111 is riveted and connected and / or fastened to the first connecting section 131. For example, the first connecting flange 1111 and the first connecting section 131 can be fixedly connected by self-piercing riveting, and the first connecting flange 1111 and the first connecting section 131 can also be fixedly connected by fasteners. The first connecting flange 1111 can also be connected and fixed to the first connecting section 131 by a combination of riveting and fastening.

[0060] In an embodiment of the present utility model, as Figure 2 and Figure 4 shown, the first connecting section 131 may be formed with a crush groove 1302, and the crush groove 1302 extends in the up and down direction and penetrates the lower end of the first connecting section 131.

[0061] In this embodiment, the first connecting section 131 is formed with a crush groove 1302, which enables the shock absorber tower 13 to be more easily crushed and deformed at the position of the crush groove 1302 to absorb impact energy when the vehicle 100 encounters a frontal collision or the like, so that the shock absorber tower 13 can play a better role in collision energy absorption. The crush groove 1302 extends in the up and down direction and penetrates the lower end of the first connecting section 131. Specifically, the crush groove 1302 can penetrate the first flange 1312 in the up and down direction, so that the lower end of the first connecting section 131 can better play the role of crush energy absorption.

[0062] In an embodiment of the present utility model, as Figure 2 、 Figure 4 and Figure 11 shown, the other end of the second connecting section 132 may be formed with a second connecting portion 1321. The second connecting portion 1321 is connected to the upper longitudinal beam assembly 12. The second connecting portion 1321 is formed with a second flange 1322 extending downward, and the second flange 1322 is riveted to the upper longitudinal beam assembly 12.

[0063] In this embodiment, the second connecting portion 1321 is provided to be connected to the upper longitudinal beam assembly 12, and the second connecting portion 1321 extends downward to form a second flange 1322. The second flange 1322 is riveted to the upper longitudinal beam assembly 12, with a simple structure and reliable connection and fixation.

[0064] In some examples of the present utility model, as Figure 6 shown, the upper longitudinal beam assembly 12 may include: a channel rear inner plate 122, an upper longitudinal beam inner plate 121, and an upper longitudinal beam outer plate 123. The rear end of the upper longitudinal beam inner plate 121 is connected to the channel rear inner plate 122, the front end of the upper longitudinal beam inner plate 121 is connected to the front longitudinal beam assembly 11, and the channel rear inner plate 122 is connected to the second connecting section 132; the upper longitudinal beam outer plate 123 is disposed on the upper side of the upper longitudinal beam inner plate 121 and the channel rear inner plate 122, and the upper longitudinal beam outer plate 123 is connected to the upper longitudinal beam inner plate 121 and the channel rear inner plate 122 and cooperates to form a closed cavity.

[0065] In this embodiment, the upper longitudinal beam assembly 12 includes a channel rear inner plate 122, an upper longitudinal beam inner plate 121, and an upper longitudinal beam outer plate 123. The channel rear inner plate 122 is connected to the upper longitudinal beam inner plate 121, which can well meet the assembly requirements and force transmission requirements. The channel rear inner plate 122, the upper longitudinal beam inner plate 121, and the upper longitudinal beam outer plate 123 cooperate to form a closed cavity. The structure is simple, which can greatly reduce the weight of the upper longitudinal beam assembly 12, reduce the body weight of the vehicle 100, and thus play a very good role in improving the fuel efficiency of the vehicle 100 and the dynamic performance of the vehicle 100. The closed cavity can play a very good role in absorbing collision energy when the vehicle 100 encounters a frontal collision or the like, so that the front body structure 10 can better meet the requirements of vehicle 100 collision and pedestrian protection.

[0066] In an example of the present utility model, referring to Figure 6 and Figure 7 as shown, the channel rear inner plate 122 and the upper longitudinal beam inner plate 121 can be welded and connected. In this way, the channel rear inner plate 122 and the upper longitudinal beam inner plate 121 can be reliably and firmly connected, making the overall structural strength of the upper longitudinal beam better. Exemplarily, the channel rear inner plate 122 and the upper longitudinal beam inner plate 121 can be welded and connected by spot welding, and the channel rear inner plate 122 and the upper longitudinal beam inner plate 121 can be welded and fixed by a plurality of weld spots.

[0067] In an example of the present utility model, referring to Figure 1 as shown, both the channel rear inner plate 122 and the upper longitudinal beam inner plate 121 can be welded and connected to the upper longitudinal beam outer plate 123. In this way, the overall structural strength of the upper longitudinal beam assembly 12 is better, the structure is more stable and reliable, and the upper longitudinal beam assembly 12 can better resist external impacts and play a good supporting role for the engine hood 20.

[0068] Exemplarily, the channel rear inner plate 122 and the upper longitudinal beam outer plate 123 can be welded and connected by spot welding, and the upper longitudinal beam inner plate 121 and the upper longitudinal beam outer plate 123 can also be welded and connected by spot welding. For example, the upper longitudinal beam inner plate 121 can be welded and fixed to the upper longitudinal beam outer plate 123 by a plurality of weld spots, and the upper longitudinal beam inner plate 121 and the upper longitudinal beam outer plate 123 are welded and fixed by multiple weld spots. The number and spacing of the weld spots can be reasonably set according to actual welding needs.

[0069] In some examples of the present utility model, referring to Figure 11 and Figure 12 as shown, the second connecting portion 1321 and the channel rear inner plate 122 can be fastened and connected, and the second connecting portion 1321 can be fastened and connected to the upper longitudinal beam outer plate 123.

[0070] This can make the connection and fixation between the shock absorber tower 13 and the upper longitudinal beam assembly 12 more firm and reliable, further improving the connection strength between the shock absorber tower 13 and the upper longitudinal beam assembly 12, so that the shock absorber tower 13 can be more stably and reliably connected and fixed to the upper longitudinal beam assembly 12, and making the overall structural strength of the front body structure 10 better.

[0071] In some embodiments of the present invention, the shock absorber tower 13 can be an aluminum alloy part.

[0072] In this embodiment, the shock absorber tower 13 is set as an aluminum alloy part, making the shock absorber tower 13 lighter in weight, which can well meet the requirements of vehicle 100 lightweighting. The aluminum alloy part can have a relatively high damping coefficient and structural strength, so that the shock absorber tower 13 can better reduce the transmission of vibration, making the vehicle 100 run more smoothly. The shock absorber tower 13 can better play a role in supporting and fixing the shock absorber, and has better durability.

[0073] In some embodiments of the present invention, the shock absorber tower 13 can be an integral part.

[0074] In this embodiment, the shock absorber tower 13 is set as an integral part, which can make the shock absorber tower 13 have better structural strength. The shock absorber tower 13 can be more stably and reliably used for the support connection and fixation of the shock absorber, making it more convenient for the shock absorber tower 13 to be assembled with components such as the upper longitudinal beam assembly 12 and the front longitudinal beam assembly 11.

[0075] In some embodiments of the present invention, the shock absorber tower 13 can be an aluminum alloy part and the shock absorber tower 13 can be an integral part.

[0076] In this embodiment, the shock absorber tower 13 is set as an aluminum alloy part and an integral part, with simple structure, high structural strength and light weight. This enables the shock absorber tower 13 to be stably and reliably assembled with the shock absorber, and makes it more convenient for the shock absorber tower 13 to be assembled in the front body structure 10.

[0077] In an embodiment of the present invention, the thickness of the shock absorber tower 13 is variable, and reinforcing ribs can be provided on the shock absorber tower 13. This can enable the shock absorber tower 13 to meet the requirements of structural stiffness and strength by setting different thicknesses at different positions and providing reinforcing ribs, so that the front body structure 10 can better meet the performance requirements of small offset collision, and the weight of the shock absorber tower 13 can be set lighter to meet the lightweight needs of the vehicle 100.

[0078] In some embodiments of the present invention, such as Figure 1 and Figure 11As shown, it may further include a strut assembly 14. The strut assembly 14 is disposed outside the upper longitudinal beam assembly 12 in the left - right direction of the vehicle 100. One end of the strut assembly 14 is connected to the upper longitudinal beam assembly 12, and the other end of the strut assembly 14 is used for hinged connection with the inner panel assembly of the engine hood 20 of the vehicle 100.

[0079] In this embodiment, setting the strut assembly 14 can meet the opening and supporting requirements of the engine hood 20. The strut assembly 14 is arranged outside the upper longitudinal beam assembly 12 in the left - right direction of the vehicle 100, and the layout is convenient and reasonable. When arranging the strut assembly 14 and the upper longitudinal beam assembly 12, the strut assembly 14 can be located within the layout space of the upper longitudinal beam assembly 12 in the up - down direction. Thus, the space occupied by the strut assembly 14 between the engine hood 20 and the shock absorber tower 13 can be further reduced, so that the gap between the engine hood 20 and the shock absorber tower 13 can better meet the requirements in cases such as frontal collision and meet the requirements of pedestrian protection.

[0080] In this embodiment, one end of the strut assembly 14 is connected to the upper longitudinal beam assembly 12 and the other end is hinged to the inner panel assembly of the engine hood 20. The structure is simple and can well meet the assembly and use requirements of the strut assembly 14.

[0081] Next, refer to Figures 1-14 to describe the vehicle 100 according to the second - aspect embodiment of the present invention.

[0082] As Figures 1-14 shown, the vehicle 100 according to the embodiment of the present invention includes: an engine hood 20, an upper swing arm 30, and a front - body structure 10 according to the first - aspect embodiment of the present invention. There are two sets of the front - body structures 10, and the two sets of front - body structures 10 are symmetrically arranged in the left - right direction of the vehicle 100. The engine hood 20 is provided with an inner panel assembly of the engine hood 20, and the upper swing arm 30 is arranged below the front - body structure 10.

[0083] Other components and operations of the vehicle 100 according to the embodiment of the present invention are known to those of ordinary skill in the art and will not be described in detail here.

[0084] For the vehicle 100 according to the embodiment of the present invention, by setting the front - body structure 10 of the above - mentioned first - aspect embodiment, the front - body structure 10 is provided with a front longitudinal beam assembly 11, an upper longitudinal beam assembly 12, and a shock absorber tower 13. The front longitudinal beam assembly 11 is connected to the upper longitudinal beam assembly 12 and the shock absorber tower 13 in pairs. The structure is simple and stable. The shock absorber tower 13 is provided with an avoidance hole 1301, which can reduce the space occupied in the up - down direction when installing and arranging the upper swing arm 30 and the shock absorber tower 13. Thus, when the engine hood 20 is arranged at a lower position, it can still well meet the requirements of pedestrian protection.

[0085] The following will refer to Figures 1-14 describe the vehicle 100 according to a specific embodiment of the present utility model.

[0086] As Figures 1-14 shown, the vehicle 100 includes an engine hood 20 and a front body structure 10, and the front body structure 10 is used to support the engine hood 20. The front body structure 10 is symmetrically arranged in the left-right direction of the vehicle 100.

[0087] The front body structure 10 includes a front longitudinal beam assembly 11, an upper longitudinal beam assembly 12, a shock absorber tower 13 and a strut assembly 14. The front longitudinal beam assembly 11 extends in the front-rear direction. The front longitudinal beam assembly 11 includes a front longitudinal beam inner panel 111 and a front longitudinal beam outer panel 112. The front longitudinal beam inner panel 111 and the front longitudinal beam outer panel 112 cooperate to form a cavity structure. A first connecting flange 1111 is formed on the front longitudinal beam inner panel 111, and the first connecting flange 1111 extends upward. The front longitudinal beam inner panel 111 and the front longitudinal beam outer panel 112 are connected by spot welding.

[0088] The upper longitudinal beam assembly 12 extends outward and backward in the front-rear direction. The upper longitudinal beam assembly 12 includes an upper longitudinal beam inner panel 121, an upper longitudinal beam outer panel 123, and a channel rear inner panel 122. The upper longitudinal beam inner panel 121 and the channel rear inner panel 122 are arranged front and rear and are welded together. The upper longitudinal beam outer panel 123 is disposed on the upper side of the upper longitudinal beam inner panel 121 and the channel rear inner panel 122. The upper longitudinal beam outer panel 123 is welded to the upper longitudinal beam inner panel 121 and the channel rear inner panel 122 and cooperates to form a closed cavity. The front end of the upper longitudinal beam inner panel 121 is welded to the front longitudinal beam inner panel 111 by setting seven welding points.

[0089] The shock absorber tower 13 is an aluminum alloy part and is an integral part. The shock absorber tower 13 includes a first connecting section 131 and a second connecting section 132. The first connecting section 131 extends up and down, and the second connecting section 132 extends left and right. The upper end of the first connecting section 131 is connected to the second connecting section 132. A first connecting portion 1311 is provided at the lower end of the first connecting section 131. The first connecting portion 1311 abuts against the upper surface of the front longitudinal beam inner panel 111. A first flange 1312 extending downward is formed on the first connecting portion 1311. The first flange 1312 is disposed inside the front longitudinal beam inner panel 111 and is riveted and fixed to the front longitudinal beam inner panel 111 by eight rivets in a self-piercing riveting manner. The first connecting section 131 and the first connecting flange 1111 are self-piercing riveted by two rivets. The first flange 1312 and the front longitudinal beam inner panel 111 are also fastened by a bolt.

[0090] The first connecting section 131 is also fixedly connected to the first connecting flange 1111 and the front longitudinal beam outer panel 112 by hot melt self-tapping screws to enhance the connection structural strength between the front longitudinal beam assembly 11 and the shock absorber tower 13. The shock absorber tower 13 is provided with a crush groove 1302, and the crush groove 1302 is formed on the first connecting section 131, the first connecting portion 1311 and the first flange 1312.

[0091] The other end of the second connecting section 132 is formed with a second connecting portion 1321. An avoidance hole 1301 is provided on the second connecting portion 1321. The avoidance hole 1301 can be a triangular hole with rounded corners. The second connecting portion 1321 is fixedly connected to the rear inner panel 122 of the channel and the upper longitudinal beam outer panel 123 by hot melt self-tapping screws. The second connecting portion 1321 extends downward to form a second flange 1322. The second flange 1322 is fixedly connected to the rear inner panel 122 of the channel by six self-piercing rivets. Among them, a structural adhesive can be coated between the overlapping surface formed by the second connecting portion 1321 and the second flange 1322 and the rear inner panel 122 of the channel to further enhance the connection structural strength between the shock absorber tower 13 and the rear inner panel 122 of the channel.

[0092] The strut assembly 14 is arranged on the outer side of the upper longitudinal beam assembly 12 in the left-right direction of the vehicle 100. One end of the strut assembly 14 is fixedly connected to the upper longitudinal beam outer panel 123 of the upper longitudinal beam assembly 12. The other end of the strut assembly 14 is hingedly connected to a hinge on the inner panel assembly of the engine hood 20 in the engine hood 20. Specifically, the upper longitudinal beam outer panel 123 can be opened and a backing weld nut can be welded. The strut assembly 14 is threadedly connected with the backing weld nut. The hinge is bolted to the inner panel assembly of the engine hood 20. The strut assembly 14 is hinged to the hinge to control the opening and closing of the engine hood 20.

[0093] For the vehicle 100 according to the embodiment of the present invention, by providing the front body structure 10, the front body structure 10 is provided with a front longitudinal beam assembly 11, an upper longitudinal beam assembly 12 and a shock absorber tower 13. The front longitudinal beam assembly 11, the upper longitudinal beam assembly 12 and the shock absorber tower 13 are connected to each other in pairs. The structure is simple and stable. The shock absorber tower 13 is provided with an avoidance hole 1301, which can make the upper swing arm 30 and the shock absorber tower 13 occupy less space in the up-down direction during installation and arrangement, so that the engine hood 20 can still well meet the requirements of pedestrian protection when it is arranged at a lower position.

[0094] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0095] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, the meaning of "a plurality" is two or more unless otherwise specifically defined.

[0096] In the present utility model, unless otherwise clearly specified and defined, the terms such as "installation", "connection", "connection", "fixation", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or a communication connection; it may be directly connected, or indirectly connected through an intermediate medium, and may be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0097] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0098] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A vehicle body front structure, characterized in that: include: A front longitudinal beam assembly, wherein the front longitudinal beam assembly extends in a front-rear direction; An upper longitudinal beam assembly, wherein the upper longitudinal beam assembly is disposed on the upper side of the front longitudinal beam assembly, a front end of the upper longitudinal beam assembly is connected to the front longitudinal beam assembly, and a rear end of the upper longitudinal beam assembly extends outward and backward; A shock absorber tower seat, the shock absorber tower seat is connected between the front longitudinal beam assembly and the upper longitudinal beam assembly, the shock absorber tower seat is provided with an avoidance hole, the avoidance hole passes through the shock absorber tower seat up and down, and the avoidance hole is suitable for avoiding the upper swing arm of the vehicle.

2. The vehicle body front structure according to claim 1, characterized in that: The shock absorber tower base includes: a first connecting section and a second connecting section, the first connecting section extends in the up-down direction, the second connecting section extends in the left-right direction, the lower end of the first connecting section is connected to the front longitudinal beam assembly, the upper end of the first connecting section is connected to one end of the second connecting section, the other end of the second connecting section is connected to the upper longitudinal beam assembly, and the avoidance hole passes through the second connecting section in the up-down direction.

3. The vehicle body front structure according to claim 2, characterized in that: A first connecting portion is provided at the lower end of the first connecting section, the first connecting portion abuts against the upper surface of the front longitudinal beam assembly, and the first connecting portion is formed with a first flange extending downward on the inner side of the front longitudinal beam assembly, and the first flange is riveted and / or fastened to the front longitudinal beam assembly.

4. The vehicle body front structure according to claim 3, characterized in that: The front longitudinal beam assembly includes: a front longitudinal beam inner plate and a front longitudinal beam outer plate, the front longitudinal beam inner plate and the front longitudinal beam outer plate are arranged inside and outside and cooperate to define a cavity structure, and the first connecting section is connected to the front longitudinal beam inner plate.

5. The vehicle body front structure according to claim 4, characterized in that: A first connecting flange is provided on the inner plate of the front longitudinal beam, the first connecting flange extends in the up-down direction, the first connecting flange is riveted to the first connecting section, and / or the first connecting flange is fastened to the first connecting section.

6. The vehicle body front structure according to claim 2, characterized in that: The first connecting section is formed with a collapse groove, which extends in an up-down direction and passes through the lower end of the first connecting section.

7. The vehicle body front structure according to claim 2, characterized in that: The other end of the second connecting section is formed with a second connecting portion, the second connecting portion is connected to the upper longitudinal beam assembly, the second connecting portion is formed with a second flange extending downward, and the second flange is riveted to the upper longitudinal beam assembly.

8. The vehicle body front structure according to claim 7, characterized in that: The upper longitudinal beam assembly comprises: a channel rear inner plate and an upper longitudinal beam inner plate, wherein the rear end of the upper longitudinal beam inner plate is connected to the channel rear inner plate, the front end of the upper longitudinal beam inner plate is connected to the front longitudinal beam assembly, and the channel rear inner plate is connected to the second connecting section; The upper longitudinal beam outer plate is arranged on the upper side of the upper longitudinal beam inner plate and the rear inner plate of the channel, and the upper longitudinal beam outer plate is connected to the upper longitudinal beam inner plate and the rear inner plate of the channel and cooperates to form a closed cavity.

9. The vehicle body front structure according to claim 1, characterized in that: It also includes a strut assembly, which is arranged on the outer side of the upper longitudinal beam assembly in the left-right direction of the vehicle, one end of the strut assembly is connected to the upper longitudinal beam assembly, and the other end of the strut assembly is used for hinged connection with the vehicle's engine hood inner panel assembly.

10. A vehicle, characterized in that: include: An engine hood inner panel assembly and a vehicle body front structure according to any one of claims 1 to 9, wherein the vehicle body front structure is provided with two groups, and the two groups of the vehicle body front structure are symmetrically arranged in the left-right direction of the vehicle.

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