Vehicle body front structure and vehicle

Abstract

The utility model provides a vehicle body front structure and a vehicle. The vehicle body front structure comprises a front cabin longitudinal beam and a front wheel cover plate located between the front cabin longitudinal beam and a front cabin roof side rail. The front wheel cover plate comprises a front wheel cover front part and a front wheel cover rear part which are connected together, and a front damping tower is formed on the front wheel cover rear part; the front wheel cover front portion is integrally formed on the front cabin longitudinal beam and provided with a first portion located on the front side of the front wheel cover rear portion and a second portion extending to the position below the front wheel cover rear portion. According to the vehicle body front structure, the front wheel cover front part and the front wheel cover rear part are arranged, and the front wheel cover front part is integrally formed on the front cabin longitudinal beam, so that the connection strength and the force transmission performance between the front wheel cover plate and the front cabin longitudinal beam are improved, and the front wheel cover plate and the front cabin longitudinal beam can be prevented from being pulled off and torn under the working condition of small overlapping collision; therefore, the hindering capability of the front wheel cover to the collision barrier is improved, and the collision safety of the vehicle is improved.

Description

Technical Field

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

[0002] In existing technologies, front wheel arch panels are typically manufactured as a single piece and welded to the front engine compartment longitudinal beam and the upper front engine compartment side beam. However, in a small overlap frontal collision, the welds between the front wheel arch panel and the front engine compartment longitudinal beam are prone to tearing and detachment, failing to provide an effective connection. This results in insufficient barrier resistance from the front wheel arch panel, allowing the barrier to impact the front sidewall and A-pillar, causing deformation of the front sidewall and A-pillar and compressing the passenger space, thus affecting the vehicle's collision safety. Utility Model Content

[0003] In view of this, the present invention aims to propose a front structure for a vehicle body to improve collision safety.

[0004] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0005] A front structure of a vehicle body includes a front engine compartment longitudinal beam and a front wheel cover located between the front engine compartment longitudinal beam and the upper side beam of the front engine compartment;

[0006] The front wheel arch includes a front portion of the front wheel arch connected together, and a rear portion of the front wheel arch with a front shock absorber tower formed thereon;

[0007] The front wheel arch is integrally formed on the front engine compartment longitudinal beam and has a first portion located on the front side of the rear portion of the front wheel arch, and a second portion extending to the lower rear portion of the front wheel arch.

[0008] Furthermore, along the front-to-back direction of the vehicle, the connecting seam between the front part of the front wheel arch and the rear part of the front wheel arch is set at a gradually lower position.

[0009] Furthermore, the top of the first portion is connected to the upper side beam of the forward nacelle; and / or, the rear end of the second portion extends to be connected to the lower crossbeam of the front bulkhead.

[0010] Furthermore, the front engine compartment longitudinal beam includes an inner longitudinal beam plate and an outer longitudinal beam plate that are fastened together along the left-right direction of the vehicle; a longitudinal beam cavity is formed between the inner longitudinal beam plate and the outer longitudinal beam plate, and the front part of the front wheel cover is integrally formed on the outer longitudinal beam plate.

[0011] Furthermore, the front part of the front wheel arch has the same thickness as the outer plate of the longitudinal beam, and is not less than the thickness of the rear part of the front wheel arch.

[0012] Furthermore, an angled region is formed between the front edge of the front wheel arch and the top edge of the outer plate of the longitudinal beam, and the front edge of the front wheel arch and the top edge of the outer plate of the longitudinal beam are connected in the angled region by a rounded transition structure.

[0013] Furthermore, the front end of the longitudinal beam of the front engine compartment has an end portion located in front of the front wheel arch; the width of the end portion gradually increases from back to front in the longitudinal direction of the vehicle, and an outwardly inclined slope is formed on the side of the end portion near the outside of the vehicle.

[0014] Furthermore, the front end of the longitudinal beam of the front engine compartment is provided with a connecting plate for connecting to the front anti-collision beam; the front end of the upper beam of the front engine compartment extends to the front end of the longitudinal beam of the front engine compartment, and a part of the upper beam of the front engine compartment is connected to the inclined surface, while the other part is connected to the connecting plate.

[0015] Furthermore, the upper side beam of the front nacelle includes an inner upper beam plate and an outer upper beam plate that are fastened together; an upper beam cavity is formed between the inner upper beam plate and the outer upper beam plate, and the front end of the inner upper beam plate is connected to the inclined surface, while the front end of the outer upper beam plate is connected to the connecting plate.

[0016] Compared with the prior art, this utility model has the following advantages:

[0017] The front structure of the vehicle body described in this utility model includes a front wheel arch and a rear wheel arch. The front wheel arch is integrally formed on the longitudinal beam of the front engine compartment and has a first part located on the front side of the rear wheel arch and a second part extending to the lower part of the rear wheel arch. This improves the connection strength and force transmission performance between the front wheel arch and the longitudinal beam of the front engine compartment. Under small overlap collision conditions, it can prevent the front wheel arch from tearing off from the longitudinal beam of the front engine compartment, thereby improving the front wheel arch's ability to resist collision barriers and reducing the impact of collision forces on the front sidewall and A-pillar, thus improving the vehicle's collision safety.

[0018] Furthermore, the gradually lowered joint between the front and rear sections of the front wheel arch not only increases the connection length and strength between the front and rear sections, making it less likely for the front wheel arch to detach from the forward engine compartment longitudinal beam during a small overlap collision, thus ensuring the barrier-blocking performance of the front wheel arch, but also guides the impact force downward and rearward along the joint, allowing it to be transmitted and dispersed via the forward engine compartment longitudinal beam. The top of the first section connects to the upper side beam of the forward engine compartment, facilitating the connection between the front wheel arch and the upper side beam; the rear end of the second section extends to connect with the lower front bulkhead crossbeam, further guiding the impact force to be transmitted and dispersed via the lower front bulkhead crossbeam.

[0019] Furthermore, the longitudinal beam cavity formed between the inner and outer longitudinal beam plates enhances the structural strength and force transmission performance of the forward engine compartment longitudinal beams. The integral molding of the front wheel arch onto the outer longitudinal beam ensures strong connection between the forward engine compartment longitudinal beam and the front of the front wheel arch, further improving the load-bearing capacity of the front wheel arch in small overlap collisions. The identical thickness of the front of the front wheel arch and the outer longitudinal beam allows for integral molding and improves their ability to absorb and transmit impact forces. The fact that the thickness of the front of the front wheel arch is no less than that of the rear further enhances its structural strength and collision performance. The front edge of the front of the front wheel arch and the top edge of the outer longitudinal beam are connected at the angle by a rounded transition structure, ensuring smoother force transmission between them and preventing tearing at the angle, thus improving collision performance.

[0020] Furthermore, the gradually increasing width of the end section and the sloping design enhance the load-bearing capacity of the front engine compartment longitudinal beams and facilitate the dispersion and transmission of collision forces. The connecting plate facilitates the connection between the front engine compartment longitudinal beams and the front bumper beam, making the connection more reliable. The upper beam of the front engine compartment is connected to both the sloping surface and the connecting plate, allowing collision forces to be transferred from the front engine compartment longitudinal beams to the upper beam, thus improving the dispersion and transmission of collision forces at the front of the vehicle. The front end of the inner panel of the upper beam is connected to the sloping surface, and the front end of the outer panel is connected to the connecting plate, allowing collision forces to be transmitted along the upper beam cavity and through both the inner and outer panels, further enhancing the upper beam's ability to transmit collision forces.

[0021] In addition, another objective of this utility model is to provide a vehicle having the front body structure described above.

[0022] The vehicle described in this utility model, by setting the above-mentioned front body structure, helps to improve the vehicle's collision safety. Attached Figure Description

[0023] 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:

[0024] Figure 1 This is a schematic diagram of the front structure of the vehicle body according to Embodiment 1 of this utility model from a first-view perspective;

[0025] Figure 2 This is a schematic diagram of the front structure of the vehicle body described in Embodiment 1 of this utility model from a second perspective;

[0026] Figure 3This is a schematic diagram of the front structure of the vehicle body as described in Embodiment 1 of this utility model from a third-person perspective;

[0027] Figure 4 This is a schematic diagram of the front structure of a vehicle body as described in Embodiment 1 of this utility model from one perspective.

[0028] Figure 5 This is a schematic diagram of the front structure of the vehicle body described in Embodiment 1 of this utility model from another perspective;

[0029] Figure 6 This is a schematic diagram of the front wheel cover plate according to Embodiment 1 of this utility model;

[0030] Figure 7 This is a schematic diagram of the front part of the front wheel arch as described in Embodiment 1 of this utility model;

[0031] Figure 8 This is a schematic diagram of the rear part of the front wheel arch as described in Embodiment 1 of this utility model;

[0032] Figure 9 This is a schematic diagram of the structure of the upper side beam of the front engine compartment as described in Embodiment 1 of this utility model.

[0033] Explanation of reference numerals in the attached figures:

[0034] 1. Forward engine compartment longitudinal beam; 2. Forward engine compartment upper side beam; 3. Front wheel arch; 4. Front bulkhead lower crossbeam; 5. Front bumper beam; 6. Connecting plate; 7. Energy absorption box; 8. A-pillar;

[0035] 101. Inner plate of longitudinal beam; 1011. Upper flange; 1012. Lower flange; 1013. Sixth flange; 102. Outer plate of longitudinal beam; 1021. Fifth flange; 103. End portion; 1031. Sloping surface; 1032. Reinforcing rib;

[0036] 201. Inner plate of the upper beam; 2011. Seventh flange; 202. Outer plate of the upper beam; 2021. Eighth flange;

[0037] 301. Front part of the front wheel arch; 3011. First part; 3012. Second part; 3013. First flange; 3014. Second flange; 302. Rear part of the front wheel arch; 3021. Third flange; 3022. Rear part; 3023. Fourth flange; 303. Angle area; 304. Rounded corner transition structure; 305. Connecting joint; 3051. First section; 3052. Second section; 306. Front shock absorber tower; 3061. Tower body part; 3062. Cover plate;

[0038] 701. End plate. Detailed Implementation

[0039] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0040] In the description of this utility model, it should be noted that the directional terms used in this embodiment, such as "up," "down," "left," "right," "front," and "rear," are defined based on the vertical, horizontal, and longitudinal directions of the vehicle. Specifically, the vertical direction of the vehicle is the height direction (Z-axis), the longitudinal direction is the length direction (X-axis), and the horizontal direction is the width direction (Y-axis). Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0041] 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.

[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 structure of a vehicle body to solve the problem that the connection between the front wheel arch 3 and the front engine compartment longitudinal beam 1 is unreasonable in the prior art. Under small overlap collision conditions, the welded position between the front wheel arch 3 and the front engine compartment longitudinal beam 1 is prone to pull-out and tearing, resulting in poor impact force bearing effect of the front wheel arch 3.

[0045] In terms of overall structure, the front body structure described in this embodiment includes a front engine compartment longitudinal beam 1 and a front wheel arch 3 located between the front engine compartment longitudinal beam 1 and the front engine compartment upper side beam 2. The front wheel arch 3 includes a front wheel arch portion 301 connected together and a rear wheel arch portion 302 on which a front shock absorber tower 306 is formed. The front wheel arch portion 301 is integrally formed on the front engine compartment longitudinal beam 1 and has a first portion 3011 located on the front side of the rear wheel arch portion 302 and a second portion 3012 extending to the bottom of the rear wheel arch portion 302.

[0046] The front structure of the vehicle body described in this embodiment includes a front wheel arch 301 and a rear wheel arch 302. The front wheel arch 301 is integrally formed on the front engine compartment longitudinal beam 1 and has a first portion 3011 located in front of the rear wheel arch 302 and a second portion 3012 extending below the rear wheel arch 302. This improves the connection strength and force transmission performance between the front wheel arch 3 and the front engine compartment longitudinal beam 1. In small overlap collision conditions, it prevents the front wheel arch 3 from tearing off from the front engine compartment longitudinal beam 1, thereby improving the front wheel arch 3's ability to resist collision barriers, reducing the impact of collision forces on the front sidewall and A-pillar 8, and thus improving the vehicle's collision safety.

[0047] Based on the above overview, an exemplary structure of the front body structure described in this embodiment is as follows: Figures 1 to 5 As shown in the figure. Considering that the front structure of the vehicle body is symmetrically arranged, only the structure of one side of the front structure of the vehicle body is shown in the figure. As a preferred embodiment, the front engine compartment longitudinal beam 1 includes an inner longitudinal beam plate 101 and an outer longitudinal beam plate 102 that are fastened together along the left and right direction of the whole vehicle. A longitudinal beam cavity is formed between the inner longitudinal beam plate 101 and the outer longitudinal beam plate 102, and the front part 301 of the front wheel cover is integrally formed on the outer longitudinal beam plate 102.

[0048] Here, the longitudinal beam cavity formed between the inner longitudinal beam plate 101 and the outer longitudinal beam plate 102 helps to improve the structural strength and force transmission performance of the front engine compartment longitudinal beam 1. The front wheel arch 301 is integrally formed on the outer longitudinal beam plate 102, further enhancing the connection strength and reliability between the front wheel arch 301 and the front engine compartment longitudinal beam 1. In a small overlap collision, the front wheel arch plate 3 is less likely to detach from the front engine compartment longitudinal beam 1, ensuring the load-bearing capacity of the front wheel arch plate 3. This allows the collision force to be transmitted rearward through the front wheel arch plate 3, thereby improving the effectiveness of the front structure of the vehicle in transmitting collision forces.

[0049] In terms of specific structure, such as Figure 4 As shown, the inner longitudinal beam plate 101 has a U-shaped cross-section with the opening facing outwards. An upward-curved flange 1011 is provided at the top of the inner longitudinal beam plate 101, and a downward-curved flange 1012 is provided at the bottom. The outer longitudinal beam plate 102 is flat. Specifically, the inner longitudinal beam plate 101 is connected to the inner side of the outer longitudinal beam plate 102 via the upward-curved flange 1011 and the downward-curved flange 1012, and the inner longitudinal beam plate 101 and the outer longitudinal beam plate 102 are connected together by welding. The structure of the inner longitudinal beam plate 101 and the outer longitudinal beam plate 102 is simple, and their cooperation helps ensure the performance of the forward engine room longitudinal beam 1.

[0050] In this embodiment, refer to Figure 5 and Figure 6As shown, due to the settings of the positions of the first part 3011 and the second part 3012 in the front part 301 of the front fender, the overall front part 301 of the front fender has an integrated structure with a higher front and a lower rear. As a preferred implementation, along the front-rear direction of the whole vehicle from front to rear, the connecting split 305 between the front part 301 of the front fender and the rear part 302 of the front fender is set to gradually decrease. Such a setting not only helps to increase the connection length and connection strength between the front part 301 of the front fender and the rear part 302 of the front fender, so that the front part 301 of the front fender is not easily separated from the front engine bay longitudinal beam 1 during a small overlap collision, and ensures the blocking performance of the front fender panel 3 against the barrier, which is beneficial to further reduce the impact of the collision force on the front side panel and the A-pillar 8.

[0051] In addition, the connecting split 305 can also guide the collision force to be transmitted and dispersed gradually downward and backward along the front-to-back direction, and transmitted to the front engine bay longitudinal beam 1, and the front engine bay longitudinal beam 1 is used to transmit the collision force, so that the collision force can be more evenly distributed in the connection area of the entire front fender panel 3 and its internal structure, further improving the force-bearing and force-transmitting performance of the front fender panel 3.

[0052] Refer to Figure 5 and Figure 6 As shown, in the left-right direction of the whole vehicle in this embodiment, the projection of the connecting split 305 is in a "丿" shape, and its overall transition is smooth. Specifically, the connecting split 305 has a first section 3051 and a second section 3052 that are connected in the front-rear direction of the whole vehicle. Among them, the first section 3051 is located between the rear edge of the first part 3011 and the front edge of the rear part 302 of the front fender, and the second section 3052 is located between the upper edge of the second part 3012 and the lower edge of the rear part 302 of the front fender.

[0053] As Figure 8 As shown, the tower part 3061 of the front shock absorber tower 306 is usually formed on the rear part 302 of the front fender. A cover plate 3062 is provided on the top of the tower part 3061, and a front shock absorber mounting point is provided on the cover plate 3062. Of course, in addition to only forming the tower part 3061 of the front shock absorber tower 306, so that the entire front shock absorber tower 306 structure is formed on the rear part 302 of the front fender, it is also feasible, but this will greatly increase the difficulty of forming the rear part 302 of the front fender and increase the manufacturing cost of the vehicle.

[0054] To facilitate the connection of the front fender panel 3, the top of the first part 3011 is connected to the upper edge beam 2 of the front engine bay. As Figure 1 and Figure 7As shown, a first flange 3013 is provided at the top of the first part 3011. The first flange 3013 specifically overlaps the inner side of the upper side beam 2 of the forward engine compartment and is welded to the upper side beam 2 of the forward engine compartment. In addition, a second flange 3014 is provided at the rear edge of the first part 3011. The second flange 3014 overlaps the front edge of the tower part 3061 and is welded to the tower part 3061, forming the aforementioned first segment 3051. The upper edge of the second part 3012 overlaps the lower edge of the tower part 3061 and is welded to the tower part 3061, forming the aforementioned second segment 3052.

[0055] As a possible implementation method, such as Figure 8 As shown, a third flange 3021 is provided at the top of the front edge of the rear part 302 of the front wheel arch. The third flange 3021 is specifically located between the first flange 3013 and the upper side beam 2 of the front engine compartment, and the three are welded together. This helps to further improve the connection strength between the front part 301 and the rear part 302 of the front wheel arch, as well as the connection strength between the front wheel arch plate 3 and the upper side beam 2 of the front engine compartment. The rear part 302 of the front wheel arch has a rear portion 3022, and the rear edge of the rear portion 3022 is provided with a fourth flange 3023 that is welded to the lower crossbeam 4 of the front bulkhead.

[0056] Furthermore, in this embodiment, the rear end of the second part 3012 extends to connect with the lower front crossbeam 4. This facilitates the guidance of the collision force to be transmitted and dispersed to the lower front crossbeam 4. Figure 4 As shown, the rear end of the longitudinal beam outer plate 102 is provided with a fifth flange 1021 for welding to the lower front crossbeam 4. Additionally, as... Figure 5 As shown, the rear end of the inner plate 101 of the longitudinal beam is welded to the lower crossbeam 4 of the front enclosure, and the rear end of the inner plate 101 of the longitudinal beam is also provided with a sixth flange 1013 for connecting with the lower crossbeam 4 of the front enclosure.

[0057] In this embodiment, the outer plate 102 of the longitudinal beam, the inner plate 101 of the longitudinal beam, and the rear part 302 of the front wheel arch are all connected to the lower crossbeam 4 of the front bulkhead, so that the collision force can be dispersed and transmitted along the lower crossbeam 4 of the front bulkhead. At the same time, the structure of each flange is simple, easy to process and form, and has a good connection effect.

[0058] In a preferred embodiment, the front portion 301 of the front wheel arch has the same thickness as the outer plate 102 of the longitudinal beam, and is not less than the thickness of the rear portion 302 of the front wheel arch. This makes the front portion 301 of the front wheel arch and the outer plate 102 of the longitudinal beam have the same thickness, facilitating their continuous molding. Furthermore, compared to a conventional front wheel arch plate 3, the increased thickness of the front portion 301 improves the connection reliability between the front wheel arch plate 3 and the outer plate 102 of the longitudinal beam, and also enhances the front wheel arch plate 3's ability to withstand impact forces.

[0059] In some embodiments, the thickness of the front portion 301 of the front wheel arch can be greater than the thickness of the rear portion 302 of the front wheel arch, thus specifically improving the structural strength of the front wheel arch panel 3. In other embodiments, the thickness of the front portion 301 of the front wheel arch can be the same as the thickness of the rear portion 302 of the front wheel arch, which also helps to improve the structural strength of the front wheel arch panel 3, thereby further enhancing the collision safety of the front wheel arch panel 3.

[0060] In a preferred embodiment, the thickness of the front portion 301 of the front wheel arch is greater than the thickness of the rear portion 302 of the front wheel arch. The thickness of the front portion 301 and the outer plate 102 of the longitudinal beam can be set between 1.5-1.8 mm, and the thickness of the rear portion 302 of the front wheel arch can be set between 1-1.2 mm. Specifically, the thickness of the front portion 301 and the outer plate 102 of the longitudinal beam can be, for example, 1.5 mm, 1.6 mm, 1.7 mm, or 1.8 mm, and the thickness of the rear portion 302 of the front wheel arch can be, for example, 1 mm, 1.05 mm, 1.1 mm, 1.15 mm, or 1.2 mm. The specific thickness values ​​can be determined according to the usage requirements.

[0061] like Figure 6 and Figure 7 As shown, an angled region 303 is formed between the front edge of the front wheel arch 301 and the top edge of the outer plate 102 of the longitudinal beam, and the front edge of the front wheel arch 301 and the top edge of the outer plate 102 of the longitudinal beam are connected in the angled region 303 by a rounded corner transition structure 304. The angled region 303 is roughly "L"-shaped, and the rounded corner transition structure 304 specifically refers to the rounded corner treatment of the angled region 303.

[0062] In this embodiment, the included angle region 303 is connected by a rounded corner transition structure 304, which makes the transmission of collision force between the front wheel arch 301 and the outer plate of the longitudinal beam 102 smoother, which helps to prevent tearing between the two in the included angle region 303, thereby improving collision performance, especially safety under small overlap collisions.

[0063] As a preferred implementation method, such as Figure 4 As shown, the front end of the front engine compartment longitudinal beam 1 has an end portion 103 located in front of the front wheel arch 3. The width of the end portion 103 gradually increases from rear to front in the longitudinal direction of the vehicle, and an outwardly inclined slope 1031 is formed on the side of the end portion 103 closest to the outside of the vehicle. The gradually increasing width of the end portion 103 and the slope 1031 improve the load-bearing capacity of the front engine compartment longitudinal beam 1 and facilitate the rearward dispersion and transmission of collision forces.

[0064] Combination Figure 3 and Figure 4As shown, the front end of the forward engine compartment longitudinal beam 1 is provided with a connecting plate 6 that connects to the front bumper beam 5. The front end of the forward engine compartment upper beam 2 extends from the front end of the forward engine compartment longitudinal beam 1, and a portion of the forward engine compartment upper beam 2 is connected to the inclined surface 1031, while the other portion is connected to the connecting plate 6. The connecting plate 6 facilitates the connection between the forward engine compartment longitudinal beam 1 and the front bumper beam 5, making the connection between the two more reliable. The forward engine compartment upper beam 2 is connected to both the inclined surface 1031 and the connecting plate 6, which facilitates the transfer of collision force from the forward engine compartment longitudinal beam 1 to the forward engine compartment upper beam 2, thereby improving the dispersion and transmission effect of collision force.

[0065] In terms of specific structure, an energy-absorbing box 7 is provided at the front end of the connecting plate 6, and the front bumper beam 5 is connected between the front ends of the energy-absorbing boxes 7 on both the left and right sides. To facilitate the connection between the energy-absorbing box 7 and the connecting plate 6, an end plate 701 is provided at the rear end of the energy-absorbing box 7. The end plate 701 is specifically connected to the connecting plate 6, thereby connecting the energy-absorbing box 7 and the forward engine compartment longitudinal beam 1 together. The collision force borne by the front bumper beam 5 is transferred to the forward engine compartment longitudinal beam 1 and the forward engine compartment upper beam 2 through the energy-absorbing box 7. Here, the energy-absorbing box 7 not only transmits the collision force but also absorbs the collision energy, thus helping to reduce the impact of the collision force.

[0066] Additionally, the upper side beam 2 of the front nacelle includes an inner upper beam panel 201 and an outer upper beam panel 202 that are fastened together. An upper side beam cavity is formed between the inner upper beam panel 201 and the outer upper beam panel 202. The front end of the inner upper beam panel 201 is connected to the inclined surface 1031, and the front end of the outer upper beam panel 202 is connected to the connecting plate 6. This connection allows the front end of the inner upper beam panel 201 to be connected to the inclined surface 1031, and the front end of the outer upper beam panel 202 to be connected to the connecting plate 6. This ensures that the collision force is transmitted along the upper side beam cavity and along the inner and outer upper beam panels 201 and 202, respectively, and is also transmitted to the front sidewall and A-pillar 8, thereby further improving collision performance.

[0067] Reference Figure 3 and Figure 9 As shown, in the vertical direction of the vehicle, the upper side beam 2 of the front engine compartment is located outside the longitudinal beam 1 of the front engine compartment. The collision force from the energy-absorbing box 7 can be transmitted to both the upper side beam 2 and the longitudinal beam 1 of the front engine compartment, thus distributing the force in both the longitudinal and vertical directions of the vehicle. To facilitate the connection between the inner plate 201 of the upper side beam and the inclined surface 1031, a seventh flange 2011 is provided at the front end of the inner plate 201 of the upper side beam, which is welded to the front end of the inclined surface 1031. An eighth flange 2021 is provided at the front end of the outer plate 202 of the upper side beam, which is welded to the connecting plate 6, thereby connecting the outer plate 202 of the upper side beam and the connecting plate 6 together.

[0068] In addition, reinforcing ribs 1032 can be provided on the inclined surface 1031 to further improve the connection strength between the inclined surface 1031 and the inner plate 201 of the upper beam. Of course, reinforcing protrusions or ribs can also be provided on structures such as the front wheel cover plate 3 to improve the structural strength.

[0069] The front structure of the vehicle body described in this embodiment optimizes the structure and forming method of the front wheel arch 3 and the front engine compartment longitudinal beam 1. This results in the front wheel arch 3 having two main parts: a front part 301 and a rear part 302. Furthermore, the front part 301 is integrally formed with the front engine compartment longitudinal beam 1, which strengthens the connection between the front wheel arch 3 and the front engine compartment longitudinal beam 1, making it less likely for the front wheel arch 3 to detach from the front engine compartment longitudinal beam 1. In small overlap collisions, the front wheel arch 3, along with components such as the front engine compartment longitudinal beam 1, the front shock absorber tower 306, and the upper side beam 2 of the front engine compartment, disperse and transmit the collision force. The entire front structure of the vehicle body can more effectively cope with the collision force, thus providing better collision safety.

[0070] Example 2

[0071] This embodiment relates to a vehicle having a front body structure as described above.

[0072] The vehicle described in this embodiment, by setting the aforementioned front body structure, helps to improve the vehicle's safety under small overlap collision conditions.

[0073] The above description is only a preferred embodiment of the present utility model and is 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 should 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 front engine compartment longitudinal beam (1) and a front wheel cover (3) located between the front engine compartment longitudinal beam (1) and the front engine compartment upper side beam (2); The front wheel cover (3) includes a front part (301) of the front wheel cover connected together, and a rear part (302) of the front wheel cover with a front shock absorber tower (306) formed thereon; The front wheel arch (301) is integrally formed on the front engine compartment longitudinal beam (1) and has a first portion (3011) located on the front side of the rear portion (302) of the front wheel arch, and a second portion (3012) extending to the lower part of the rear portion (302) of the front wheel arch.

2. The front structure of the vehicle body according to claim 1, characterized in that: Along the front-to-back direction of the vehicle, the connecting seam (305) between the front part (301) and the rear part (302) of the front wheel cover is gradually lowered.

3. The front structure of the vehicle body according to claim 1, characterized in that: The top of the first part (3011) is connected to the upper side beam (2) of the forward engine compartment; and / or, The rear end of the second part (3012) extends to connect with the lower crossbeam (4) of the front bulkhead.

4. The front structure of the vehicle body according to claim 1, characterized in that: The front engine compartment longitudinal beam (1) includes an inner longitudinal beam plate (101) and an outer longitudinal beam plate (102) that are fastened together along the left and right direction of the whole vehicle; A longitudinal beam cavity is formed between the inner plate (101) and the outer plate (102) of the longitudinal beam, and the front part (301) of the front wheel cover is integrally formed on the outer plate (102) of the longitudinal beam.

5. The front structure of the vehicle body according to claim 4, characterized in that: The front part (301) of the front wheel cover has the same thickness as the outer plate (102) of the longitudinal beam, and is not less than the thickness of the rear part (302) of the front wheel cover.

6. The front structure of the vehicle body according to claim 4, characterized in that: An angle region (303) is formed between the front edge of the front wheel arch (301) and the top edge of the outer plate of the longitudinal beam (102), and the front edge of the front wheel arch (301) and the top edge of the outer plate of the longitudinal beam (102) are connected in the angle region (303) by a rounded transition structure (304).

7. The vehicle front structure according to any one of claims 1 to 6, characterized in that: The front end of the front engine compartment longitudinal beam (1) has an end portion (103) located on the front side of the front wheel cover (3); In the longitudinal direction of the vehicle, from back to front, the width of the end portion (103) gradually increases, and an outwardly inclined slope (1031) is formed on the side of the end portion (103) near the outside of the vehicle.

8. The front structure of the vehicle body according to claim 7, characterized in that: The front end of the longitudinal beam (1) of the front cabin is provided with a connecting plate (6) that connects to the front anti-collision beam (5); The front end of the upper side beam (2) of the front engine compartment extends toward the front end of the longitudinal beam (1) of the front engine compartment, and a part of the upper side beam (2) of the front engine compartment is connected to the inclined surface (1031), and the other part is connected to the connecting plate (6).

9. The front structure of the vehicle body according to claim 8, characterized in that: The upper side beam (2) of the front cabin includes an inner plate (201) and an outer plate (202) of the upper side beam that are fastened together; The upper beam cavity is formed between the inner plate (201) and the outer plate (202) of the upper beam, and the front end of the inner plate (201) of the upper beam is connected to the inclined surface (1031), and the front end of the outer plate (202) of the upper beam is connected to the connecting plate (6).

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

Images