Vehicle body front structure and vehicle

Abstract

The utility model provides a vehicle body front portion structure and a vehicle, the vehicle body front portion structure of the utility model relates to the vehicle body technical field, the vehicle body front portion structure comprises a longitudinal beam and an energy absorption box connected to the front end of the longitudinal beam, the cross sectional area of the energy absorption box is gradually increased from front to back along the front-back direction of the vehicle, the longitudinal beam is provided with a longitudinal beam front section with the front end connected with the energy absorption box, and the cross sectional area of the longitudinal beam front section is gradually increased from back to front in the front-back direction of the vehicle. According to the vehicle body front structure, as the cross sectional areas of the rear portion of the energy absorption box and the front portion of the longitudinal beam are both increased, the contact area with a wall barrier can be increased, the energy absorption box can smoothly and stably transmit collision force to the longitudinal beam, the contribution degree of the longitudinal beam under the small overlapping collision working condition is improved, and therefore the safety performance of a vehicle is improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body technology, and in particular to a front body structure. It also relates to a vehicle equipped with this front body structure. Background Technology

[0002] In existing vehicles, the upper side beam and longitudinal beam of the engine compartment both extend along the X direction of the vehicle, that is, along the front-to-back direction of the vehicle. The upper side beam and longitudinal beam are connected by the upper side beam and longitudinal beam connecting plate. The connection between the upper side beam and longitudinal beam extending along the Y direction of the vehicle, that is, along the left-to-right direction of the vehicle.

[0003] The above structure has the following disadvantages: In the case of a frontal offset small overlap collision, the barrier slides from the front of the vehicle to the rear along the longitudinal beam. The longitudinal beam cannot effectively participate in the collision force transmission, resulting in large collision forces on parts such as the A-pillar on the side of the vehicle. This may lead to serious deformation of the vehicle structure and intrusion into the passenger compartment, affecting the vehicle's safety performance. Utility Model Content

[0004] In view of this, the present invention aims to propose a front structure for the vehicle body to improve the vehicle's performance in dealing with frontal offset small overlap collisions.

[0005] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0006] A front structure of a vehicle body includes a longitudinal beam and an energy-absorbing box connected to the front end of the longitudinal beam;

[0007] The cross-sectional area of ​​the energy-absorbing box gradually increases from front to back along the longitudinal direction of the vehicle;

[0008] The longitudinal beam has a front section that is connected to the energy-absorbing box at its front end, and the cross-sectional area of ​​the front section of the longitudinal beam gradually increases from back to front along the longitudinal direction of the vehicle.

[0009] Furthermore, both the inner and outer sides of the front section of the longitudinal beam gradually slope outward from the rear to the front along the vehicle's longitudinal direction, and the slope angle of the outer side of the front section of the longitudinal beam is greater than the slope angle of the inner side of the front section of the longitudinal beam.

[0010] Furthermore, the inclination angle α1 of the inner side of the front section of the longitudinal beam is ≥5°; and / or, the inclination angle α2 of the outer side of the front section of the longitudinal beam is ≥20°.

[0011] Furthermore, the inner side of the energy-absorbing box is at least partially coplanar with the inner side of the front section of the longitudinal beam; the outer side of the energy-absorbing box extends forward from the front end of the outer side of the longitudinal beam along the longitudinal direction of the vehicle.

[0012] Furthermore, it also includes an upper side beam of the cabin; the upper side beam of the cabin has a front section of the upper side beam connected to the front section of the longitudinal beam, and the front section of the upper side beam is curved.

[0013] Furthermore, it also includes a front wheel cover connected between the upper side beam of the engine compartment and the longitudinal beam; the front wheel cover includes a front section and a rear section of the front wheel cover connected together, and the connection part of the front section and the rear section of the front wheel cover gradually slopes downward from front to back along the longitudinal direction of the vehicle.

[0014] Furthermore, the longitudinal beam includes an outer longitudinal beam plate and an inner longitudinal beam plate that are fastened together, and the outer longitudinal beam plate is integrated with the front section of the front wheel cover plate into a single structure.

[0015] Furthermore, a front shock absorber tower is formed on the rear section of the front wheel arch; the connecting portion includes a first connecting section formed on the front wall of the front shock absorber tower, and a second connecting section formed on the inner wall of the front shock absorber tower.

[0016] Furthermore, the first connecting section gradually slopes downward from the outside to the inside of the vehicle along the left-right direction of the whole vehicle, and the upper end of the first connecting section extends to the upper side beam of the engine compartment; and / or, the second connecting section gradually slopes downward from front to back along the front-rear direction of the whole vehicle, and the rear end of the second connecting section extends to the lower front reinforcement beam.

[0017] Compared with the prior art, this utility model has the following advantages:

[0018] The front structure of the vehicle body described in this utility model increases the contact area with the barrier due to the increased cross-sectional area of ​​both the rear of the energy-absorbing box and the front of the longitudinal beam, thereby improving the contribution of the longitudinal beam in small overlap collisions. The design of the energy-absorbing box with a smaller front and larger rear cross-sectional area prevents structural instability before the collision force is transmitted to the longitudinal beam, improving the force transmission stability of the energy-absorbing box in collision situations, thus facilitating the transmission of the collision force to the longitudinal beam. The design of the longitudinal beam with a larger front and smaller rear cross-sectional area maximizes the collection of the barrier collision force and transmits it to the rear of the longitudinal beam. Furthermore, the impact force is gradually absorbed and decomposed by the front section of the longitudinal beam during the transmission from front to rear, thereby increasing the contribution of the longitudinal beam in dealing with collision situations, reducing the collision force on parts such as the A-pillar of the vehicle body, and improving the vehicle's safety performance.

[0019] Furthermore, the inner and outer sides of the front section of the longitudinal beam are gradually inclined outwards from rear to front along the vehicle's longitudinal direction. This outward-expanding design of the inner and outer sides of the front section of the longitudinal beam is beneficial for the longitudinal beam to absorb the collision force under small overlap frontal offset collision conditions. The fact that the inclination angle of the outer side of the longitudinal beam is greater than that of the inner side creates a front-larger, rear-smaller cross-sectional area for the front section of the longitudinal beam, which enhances the effectiveness of the front structure of the engine compartment in transmitting collision force under small overlap frontal offset collision conditions. Limiting the inclination angles of both the inner and outer sides of the front section of the longitudinal beam is designed to ensure that the front section of the longitudinal beam can better absorb the collision force under small overlap frontal offset collision conditions.

[0020] In addition, by making the inner side of the energy-absorbing box at least partially coplanar with the inner side of the front section of the longitudinal beam, and by making the outer side of the energy-absorbing box extend forward from the front end of the outer side of the longitudinal beam along the front-rear direction of the vehicle, the cross-sectional area of ​​the energy-absorbing box can be made to have a smaller front and larger rear effect, which is beneficial to improving the force transmission stability of the energy-absorbing box.

[0021] The design of the upper side beam's front section being curved and its connection to the longitudinal beam without intermediate connectors reduces the number of welding points and improves structural reliability. The curved structure optimizes impact force transmission; after a barrier impacts the upper side beam of the engine compartment, it moves rearward. Due to the curve, the barrier, guided by the front section of the upper side beam, tends to slide outward along the vehicle's left-right direction, significantly reducing the force acting directly on the side A-pillar and thus improving the vehicle's safety performance in small overlap frontal collisions.

[0022] Furthermore, by sloping the connection between the front and rear sections of the front wheel arches downwards from front to rear along the vehicle's longitudinal direction, creating a structure that is higher at the front and lower at the rear, the connection is less prone to tearing under impact forces, thus improving collision safety performance. Integrating the longitudinal beam outer plate with the front section of the front wheel arches into a single structure enhances the strength of the front body structure. During a collision, the integrated structure of the front wheel arches and longitudinal beam outer plates shares the load, leveraging the higher strength of the integrated structure to further improve vehicle safety performance.

[0023] The front shock absorber tower is formed on the rear section of the front wheel arch, which helps to improve the structural strength of the shock absorber mounting area. The first connecting section of the connection part is formed on the front wall of the front shock absorber tower, and the second connecting section of the connection part is formed on the inner wall of the front shock absorber tower. This can reduce the impact of the component connection of the front wheel arch on the overall structural strength, thereby improving the collision safety performance.

[0024] The first connecting section is made to gradually slope downwards from the outside to the inside of the vehicle along the left-right direction, and the upper end of the first connecting section extends to the upper side beam of the engine compartment. This allows the upper side beam of the engine compartment to work with the longitudinal beams to better absorb energy and transmit force in frontal small overlap offset collisions, thereby improving the collision safety performance of the front structure of the vehicle. The second connecting section is made to gradually slope downwards from front to rear along the front-rear direction, and the rear end of the second connecting section extends to the lower front bulkhead reinforcement beam. This allows the collision force to be transferred to the lower front bulkhead reinforcement beam through the front wheel arches. This allows the lower front bulkhead reinforcement beam to work with the engine compartment longitudinal beams to cope with the collision force in frontal small overlap offset collisions, thereby further improving the collision safety performance of the front structure of the vehicle.

[0025] Another objective of this utility model is to provide a vehicle having a front body structure as described above.

[0026] The vehicle described in this utility model has the same beneficial effects as the aforementioned front body structure compared to the prior art, and will not be repeated here. Attached Figure Description

[0027] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0028] Figure 1 This is a schematic diagram of the front structure of the vehicle body according to Embodiment 1 of this utility model;

[0029] Figure 2 for Figure 1 Enlarged view of part A in the middle;

[0030] Figure 3 For along Figure 1 Sectional view of the middle BB line;

[0031] Figure 4 for Figure 1 A structural diagram from another perspective.

[0032] Explanation of reference numerals in the attached figures:

[0033] 1. Longitudinal beams; 2. Energy-absorbing boxes; 3. Upper side beams of the nacelle; 4. Anti-collision beams; 5. Front wheel arches; 6. Lower front bulkhead reinforcement beams;

[0034] 101. Front section of longitudinal beam; 102. Outer plate of longitudinal beam; 103. Inner plate of longitudinal beam;

[0035] 301. Front section of the upper beam; 302. Outer plate of the upper beam; 303. Inner plate of the upper beam;

[0036] 501. Front section of front wheel arch; 502. Rear section of front wheel arch; 503. Front shock absorber tower; 504. Connection part;

[0037] 5041, First connecting segment; 5042, Second connecting segment. Detailed Implementation

[0038] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0039] In the description of this utility model, it should be noted that the terms "upper" and "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0040] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0041] In the accompanying drawings of this utility model, the front-to-back direction refers to the vehicle's front-to-back direction, typically indicating the vehicle's length; the left-to-right direction refers to the vehicle's left-to-right direction, typically indicating the vehicle's width; and the up-down direction refers to the vehicle's height. In the drawings: the arrows point forward to the front of the vehicle, the arrows backward to the rear of the vehicle, the arrows upward to the top of the vehicle, and the arrows downward to the bottom of the vehicle. When sitting in the driver's seat facing the front of the vehicle, the side with your left hand is the left side, and the side with your right hand is the right side. In the drawings, the arrows point left to the left side of the vehicle and right to the right side. The terms "inner" and "outer" are relative. "Inner" refers to the interior space of the vehicle, while "outer" refers to the exterior of the vehicle, that is, the area away from the interior space.

[0042] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0043] Example 1

[0044] This embodiment relates to a front body structure that, by improving its own structure, can increase the contribution of the longitudinal beams and the upper side beam of the engine compartment in dealing with collisions, so that the front body structure can better cope with frontal small overlap offset collisions, thereby improving the collision safety performance of the vehicle.

[0045] Based on the above design concept, an exemplary structure of the front body structure in this embodiment is as follows: Figure 1 and Figure 4 As shown, in terms of overall structure, the front structure of the vehicle body in this embodiment includes a longitudinal beam 1 and an energy-absorbing box 2 connected to the front end of the longitudinal beam 1.

[0046] It should be understood that, in the left-right direction of the vehicle, there are longitudinal beams 1 and energy-absorbing boxes 2 on both the left and right sides of the vehicle. The longitudinal beams 1 and energy-absorbing boxes 2 on both sides are symmetrical about the center line of the vehicle in the left-right direction, and the energy-absorbing boxes 2 on both sides are connected by anti-collision beams 4. The following description takes the longitudinal beam 1 and energy-absorbing box 2 on the right side of the vehicle as an example.

[0047] It should be noted that the longitudinal beam 1 in this embodiment includes the engine compartment longitudinal beam, and the improved structure in this embodiment is mainly the structure of the engine compartment longitudinal beam. In the existing structure, the cross-sectional areas of the energy-absorbing box 2 and the longitudinal beam 1 are basically the same, with no significant abrupt change in cross-sectional dimensions. The upper engine compartment beam 3 generally extends along the longitudinal direction of the vehicle, and the front part of the upper engine compartment beam 3 is connected to the front part of the longitudinal beam 1 through a connecting structure extending along the left and right direction of the vehicle. Under the condition of a frontal offset small overlap collision, due to the impact force, the connecting weld is easily torn and fails under the action of shear force, and the longitudinal beam 1 cannot effectively absorb the collision energy, affecting the safety collision effect.

[0048] In this embodiment, such as Figure 2 As shown, the cross-sectional area of ​​the energy-absorbing box 2 gradually increases from front to back along the front-rear direction of the vehicle, and the longitudinal beam 1 has a front section 101 of the longitudinal beam connected to the energy-absorbing box 2 at the front end, and the cross-sectional area of ​​the front section 101 of the longitudinal beam gradually increases from back to front along the front-rear direction of the vehicle.

[0049] In this embodiment, the front structure of the vehicle body features a design where the cross-sectional area of ​​the energy-absorbing box 2 is smaller at the front and larger at the rear. This design prevents structural instability before the collision force is transmitted to the longitudinal beam 1, thus improving the force transmission stability of the energy-absorbing box 2 in collision situations. This facilitates the transmission of the collision force to the longitudinal beam 1. The design where the cross-sectional area of ​​the longitudinal beam 1 is larger at the front and smaller at the rear maximizes the collection of the barrier collision force and transmits it to the rear of the longitudinal beam 1. This increases the contribution of the longitudinal beam 1 in dealing with collision situations, thereby reducing the collision force on parts such as the A-pillar on the side of the vehicle body and improving the vehicle's safety performance.

[0050] To improve the load-bearing capacity of the front structure of the vehicle body, as a preferred implementation method, such as Figure 2As shown, the inner and outer sides of the front section 101 of the longitudinal beam are inclined outward from the rear to the front along the front-rear direction of the vehicle. This design structure with the inner and outer sides of the front section 101 of the longitudinal beam being outwardly flared is beneficial for the longitudinal beam 1 to bear the collision force under the condition of frontal small overlap offset collision.

[0051] In a preferred embodiment, the inclination angle of the outer side of the front section 101 of the longitudinal beam is greater than the inclination angle of the inner side of the front section 101 of the longitudinal beam, so that the cross-sectional area of ​​the front section 101 of the longitudinal beam has the effect of being larger in the front and smaller in the back, which can improve the effect of the longitudinal beam 1 in participating in the collision force transmission under the condition of frontal small overlap offset collision.

[0052] In this embodiment, the inclination angle α1 of the inner side of the front section 101 of the longitudinal beam is ≥5°, such as 6°, 7°, 8°, etc., and the inclination angle α2 of the outer side of the front section 101 of the longitudinal beam is ≥20°, such as 20°, 25°, 30°, etc. It should be noted that the inclination angles of the inner and outer sides of the front section 101 of the longitudinal beam are limited here so that the front section 101 of the longitudinal beam can better withstand the collision force under the condition of frontal small overlapping offset collision.

[0053] It should also be noted that, from the front-rear direction of the vehicle, the front section 101 of the longitudinal beam is located at the front of the longitudinal beam 1, while the cross-sectional dimensions of the structure of the longitudinal beam 1 located behind the front section 101 can still refer to the existing technology.

[0054] Still refer to Figure 2 As shown, in a preferred embodiment, the inner side of the energy-absorbing box 2 is at least partially coplanar with the inner side of the front section 101 of the longitudinal beam, and the outer side of the energy-absorbing box 2 extends forward from the front end of the outer side of the longitudinal beam along the longitudinal direction of the vehicle. With this configuration, compared to existing energy-absorbing boxes 2, the energy-absorbing box 2 of this embodiment has a larger cross-sectional area, and the cross-sectional area of ​​the energy-absorbing box 2 can form a front-smaller, rear-larger effect, which is beneficial to improving the force transmission stability and collision energy absorption effect of the energy-absorbing box 2.

[0055] In the existing technology, the upper side beam 3 of the engine compartment and the barrier are in contact in the front-rear direction of the vehicle. The upper side beam 3 of the engine compartment is also arranged in the front-rear direction of the vehicle. When the barrier moves to the rear of the vehicle, the upper side beam 3 of the engine compartment is compressed in the front-rear direction of the vehicle, which will directly squeeze the side A-pillar, posing a significant challenge to the safety space of the occupants.

[0056] Therefore, in order to improve the collision safety performance of the front structure of the vehicle body, such as Figure 3 As shown, in a preferred embodiment, the front structure of the vehicle body in this embodiment also includes an upper side beam 3 of the engine compartment. The upper side beam 3 of the engine compartment has a front section 301 of the upper side beam connected to the front section 101 of the longitudinal beam at its front end, and the front section 301 of the upper side beam is curved.

[0057] Here, the front section 301 of the upper side beam is defined as curved, and the front end of the upper side beam is connected to the front section 101 of the longitudinal beam without passing through an intermediate connector, reducing the number of connection welding points and improving structural reliability. The curved structure can optimize the effect of collision force transmission. After the barrier collides with the upper side beam 3 of the engine compartment, it will move backward. Due to the existence of the curve, the barrier will be guided by the front section 301 of the upper side beam and tend to slide outward to the side of the vehicle along the left and right direction. The force acting directly on the side A-pillar can be greatly reduced, thereby improving the vehicle's safety performance in the face of small overlap frontal offset collisions, and the contribution of the upper side beam 3 of the engine compartment to force transmission will also increase.

[0058] like Figure 4 As shown in the preferred embodiment, the front structure of the vehicle body in this embodiment also includes a front wheel cover 5 connected between the upper side beam 3 of the engine compartment and the longitudinal beam. The front wheel cover 5 includes a front section 501 and a rear section 502 of the front wheel cover connected together. The connection part 504 between the front section 501 and the rear section 502 of the front wheel cover gradually slopes downward from front to back along the longitudinal direction of the vehicle, thus forming a structure that is high in the front and low in the rear. Under the action of collision force, the connection part 504 is not easy to tear, which can improve the collision safety performance.

[0059] Reference Figure 3 As shown, the engine compartment longitudinal beam includes an outer longitudinal beam plate 102 and an inner longitudinal beam plate 103 that are fastened together. A longitudinal beam cavity is formed between the outer longitudinal beam plate 102 and the inner longitudinal beam plate 103, and the longitudinal beam cavity extends along the longitudinal direction of the vehicle. The engine compartment upper side beam 3 includes an upper side beam outer plate 302 and an upper side beam inner plate 303 that are fastened together. An upper side beam cavity is formed between the outer upper side beam plate 302 and the upper side beam inner plate 303, and the upper side beam cavity extends along the extension direction of the engine compartment upper side beam 3.

[0060] As a preferred embodiment, the longitudinal beam outer plate 102 and the front wheel arch 501 are integrated into a single structure, which helps to improve the strength of the front structure of the vehicle body. During a collision, the integrated structure of the front wheel arch 501 and the longitudinal beam outer plate 102 shares the load. Compared with the existing structure where the front wheel arch 5 and the longitudinal beam outer plate 102 are separate upper and lower parts and the connecting part 504 extends along the longitudinal direction of the vehicle, this embodiment integrates the longitudinal beam outer plate 102 with the front wheel arch 501, which can take advantage of the higher strength of the integrated structure and further improve the vehicle's safety performance.

[0061] It should be noted that in the prior art, the thickness of the front wheel cover 5 is generally thinner than the thickness of the longitudinal beam outer plate 102. The thickness of the conventional front wheel cover 5 is between 1mm and 1.2mm, and the thickness of the longitudinal beam outer plate 102 is between 1.5mm and 1.8mm.

[0062] In this embodiment, the front section 501 of the front wheel cover is integrated with the outer plate 102 of the longitudinal beam, and the thickness of the outer plate 102 of the longitudinal beam is adopted. The thickness of the rear section 502 of the front wheel cover is still adopted with the original design thickness, which makes the front section 501 of the front wheel cover thicker, which can better bear the collision force and improve the structural strength of the front structure of the vehicle body.

[0063] Continue to refer to Figure 3 As shown, in a preferred embodiment, a front shock absorber tower 503 is formed on the rear section 502 of the front wheel arch. The aforementioned connection portion 504 includes a first connection section 5041 formed on the front wall of the front shock absorber tower 503 and a second connection section 5042 formed on the inner wall of the front shock absorber tower 503, and the first connection section 5041 and the second connection section 5042 are connected together.

[0064] The front wall of the front shock absorber tower 503 is the side wall facing the front of the vehicle in the longitudinal direction of the vehicle, and the inner wall of the front shock absorber tower 503 is the side wall facing the inside of the vehicle in the lateral direction of the vehicle.

[0065] In the above structure, a front shock absorber tower 503 is formed on the rear section 502 of the front wheel cover, which helps to improve the structural strength of the shock absorber mounting part. The first connecting section 5041 of the connecting part 504 is formed on the front wall of the front shock absorber tower 503, and the second connecting section 5042 of the connecting part 504 is formed on the inner wall of the front shock absorber tower 503. This can reduce the impact of the front wheel cover 5 component connection on the overall structural strength, thereby improving the collision safety performance.

[0066] Continue to refer to Figure 4 As shown, in a preferred embodiment, the first connecting section 5041 gradually slopes downward from the outside to the inside of the vehicle along the left-right direction of the whole vehicle, and the upper end of the first connecting section 5041 extends to the upper side beam 3 of the engine compartment, forming a high front structure, so that the upper side beam 3 of the engine compartment can work with the longitudinal beam 1 to better absorb energy and transmit force in the frontal small overlap offset collision condition, thereby improving the collision safety performance of the front structure of the vehicle body.

[0067] Still refer to Figure 4 As shown, in a preferred embodiment, the second connecting section 5042 gradually slopes downwards from front to rear along the longitudinal direction of the vehicle, and the rear end of the second connecting section 5042 extends to the lower front bulkhead reinforcement beam 6, forming a low rear structure. Since the lower front bulkhead reinforcement beam 6 extends along the lateral direction of the vehicle, the rear end of the second connecting section 5042 extending to the lower front bulkhead reinforcement beam 6 allows the lower front bulkhead reinforcement beam 6 to work with the engine compartment longitudinal beams to cope with the collision force under small overlap frontal offset collision conditions, thereby further improving the collision safety performance of the front structure of the vehicle body.

[0068] In this embodiment, the front structure of the vehicle body can form an innovative front energy-absorbing structure by gradually increasing the cross-sectional area of ​​the energy-absorbing box 2 from front to back along the longitudinal direction of the vehicle, and gradually increasing the cross-sectional area of ​​the front section 101 of the longitudinal beam from back to front along the longitudinal direction of the vehicle. In the case of a frontal offset small overlap collision, since the cross-sectional areas of the rear part of the energy-absorbing box 2 and the front part of the longitudinal beam 1 are both increased, the contact area with the barrier can be increased, thereby improving the contribution of the longitudinal beam 1 to force transmission in the case of a small overlap collision.

[0069] Example 2

[0070] This embodiment relates to a vehicle having a front body structure as described in Embodiment 1.

[0071] By applying the front body structure of Embodiment 1, the vehicle in this embodiment can improve the contribution of the longitudinal beam 1, the upper side beam 3 of the engine compartment, and the front wheel arch 5 to force transmission under the condition of small overlap offset frontal collision. The barrier can tilt to the outside of the vehicle under the guidance of the upper side beam 3 of the engine compartment, and the force acting directly on the side A-pillar is greatly reduced, thereby helping to protect the safety of the occupants inside the vehicle.

[0072] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A front structure of a vehicle body, characterized in that: It includes a longitudinal beam (1) and an energy-absorbing box (2) connected to the front end of the longitudinal beam (1); The cross-sectional area of ​​the energy-absorbing box (2) gradually increases from front to back along the longitudinal direction of the vehicle; The longitudinal beam (1) has a front section (101) that is connected to the energy-absorbing box (2) at its front end, and the cross-sectional area of ​​the front section (101) gradually increases from back to front along the front-rear direction of the vehicle.

2. The front structure of the vehicle body according to claim 1, characterized in that: The inner and outer sides of the front section (101) of the longitudinal beam are both inclined from the rear to the front of the vehicle in the longitudinal direction, and the inclination angle of the outer side of the front section (101) of the longitudinal beam is greater than the inclination angle of the inner side of the front section (101) of the longitudinal beam.

3. The front structure of the vehicle body according to claim 2, characterized in that: The inclination angle α1 of the inner surface of the front section (101) of the longitudinal beam is ≥5°; and / or, The inclination angle α2 of the outer side of the front section (101) of the longitudinal beam is ≥20°.

4. The front structure of the vehicle body according to claim 2, characterized in that: The inner side of the energy-absorbing box (2) is at least partially coplanar with the inner side of the front section (101) of the longitudinal beam; The outer side of the energy-absorbing box (2) extends forward from the front end of the outer side of the longitudinal beam (1) along the front-rear direction of the vehicle.

5. The vehicle front structure according to any one of claims 1-4, characterized in that: It also includes the upper side beam of the cabin (3); The upper side beam (3) of the cabin has a front section (301) of the upper side beam connected to the front section (101) of the longitudinal beam at its front end, and the front section (301) of the upper side beam is curved.

6. The front structure of the vehicle body according to claim 5, characterized in that: It also includes a front wheel cover (5) connected between the upper side beam (3) of the cabin and the longitudinal beam (1); The front wheel cover (5) includes a front wheel cover front section (501) and a front wheel cover rear section (502) connected together. The connection part (504) of the front wheel cover front section (501) and the front wheel cover rear section (502) gradually slopes downward from front to back along the front-rear direction of the vehicle.

7. The front structure of the vehicle body according to claim 6, characterized in that: The longitudinal beam (1) includes an outer longitudinal beam plate (102) and an inner longitudinal beam plate (103) that are fastened together. The outer longitudinal beam plate (102) is integrated with the front section (501) of the front wheel cover as a single structure.

8. The front structure of the vehicle body according to claim 6, characterized in that: A front shock absorber tower (503) is formed on the rear section (502) of the front wheel cover; The connection portion (504) includes a first connection section (5041) formed on the front wall of the front damping tower (503) and a second connection section (5042) formed on the inner wall of the front damping tower (503).

9. The front structure of the vehicle body according to claim 8, characterized in that: The first connecting section (5041) gradually slopes downwards from the outside to the inside of the vehicle along the left-right direction, and the upper end of the first connecting section (5041) extends to the upper side beam (3) of the engine compartment; and / or, The second connecting section (5042) gradually slopes downward from front to back along the front-rear direction of the whole vehicle, and the rear end of the second connecting section (5042) extends to the front lower reinforcing beam (6).

10. A vehicle, characterized in that: The vehicle is provided with a front body structure as described in any one of claims 1-9.

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