Vehicle body front structure and vehicle

Abstract

The utility model relates to the technical field of vehicle bodies, and provides a vehicle body front structure and a vehicle. The vehicle body front structure comprises a cabin longitudinal beam and a front anti-collision beam connected with the cabin longitudinal beam through an energy absorption box, the end of the front anti-collision beam is provided with an offset collision and push block located on the outer side of the energy absorption box, the side, close to the outside of a vehicle, of the cabin longitudinal beam is provided with a push block limiting structure, and the offset collision and push block can push the front anti-collision beam to the front anti-collision beam under the offset collision working condition of the vehicle. The push block limiting structure can make contact with the outer side of the cabin longitudinal beam along with deformation of the energy absorption box and can limit backward movement of the offset collision push block. The collision participation degree of the anti-collision beam and the engine room longitudinal beam can be increased, and the vehicle body can be guided to generate angle deviation under the pushing of the offset collision pushing block, so that a passenger compartment can avoid the collision direction of a barrier, and the collision safety of the whole vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of vehicle body, especially a vehicle body front structure and vehicle. BACKGROUND

[0002] At present, in the vehicle, the front part of the vehicle body is generally provided with a front anti-collision beam, and the front anti-collision beam is usually connected with the engine compartment longitudinal beam through an energy absorption box. When the vehicle is subjected to a frontal collision, the collision barrier first contacts the front anti-collision beam, and then the collision force is transmitted to the engine compartment longitudinal beam and other structures behind the front anti-collision beam and the energy absorption box after the deformation of the front anti-collision beam and the energy absorption box.

[0003] The front anti-collision beam of the existing front part of the vehicle body can absorb the collision force and conduct the collision force when the vehicle is subjected to a collision. However, due to the lack of structures in the Y direction (i.e., the left-right direction of the whole vehicle) outside the front part of the vehicle body (i.e., the outside of the engine compartment longitudinal beam), when the vehicle is subjected to a frontal collision, especially a frontal small overlap offset collision, the problem of low collision participation of the vehicle body structure still exists, which is not conducive to improving the safety of the whole vehicle in a collision. SUMMARY

[0004] Therefore, the utility model aims to provide a front part of a vehicle body structure to improve the safety of the whole vehicle in a collision.

[0005] To achieve the above-mentioned purposes, the technical scheme of the utility model is as follows:

[0006] A front part of a vehicle body structure, comprising an engine compartment longitudinal beam, and a front anti-collision beam connected with the engine compartment longitudinal beam through an energy absorption box;

[0007] The end of the front anti-collision beam is provided with an offset collision push block outside the energy absorption box, and the side of the engine compartment longitudinal beam close to the outside of the vehicle is provided with a push block limiting structure.

[0008] The offset collision push block can contact the outside of the engine compartment longitudinal beam with the deformation of the energy absorption box under the condition of an offset collision of the vehicle, and the push block limiting structure can limit the backward movement of the offset collision push block.

[0009] Further, the offset collision push block is connected outside the end of the front anti-collision beam.

[0010] Further, the offset collision push block comprises a main body part and a connecting part on one side of the main body part, and the offset collision push block is connected to the end of the front anti-collision beam through the connecting part.

[0011] Further, the main body part is in a triangular structure from the top-down direction of the whole vehicle; and / or,

[0012] The connecting portion is inserted into the end of the front anti-collision beam and is fastened to the front anti-collision beam by fasteners.

[0013] Further, the position of the push block limiting structure on the cabin longitudinal beam is configured such that, when the end of the front anti-collision beam is deformed and rotated around the rotation axis and the biasing push block contacts the outer side of the cabin longitudinal beam, a preset gap is formed between the push block limiting structure and the biasing push block.

[0014] The rotation axis is located at the intersection of the outer sides of the front anti-collision beam and the energy absorption box.

[0015] Further, the biasing push block and the push block limiting structure are configured such that, after the biasing push block contacts the push block limiting structure, the biasing push block deforms preferentially to the push block limiting structure.

[0016] Further, the push block limiting structure comprises a limiting block arranged on the cabin longitudinal beam, the main body portion of the biasing push block capable of contacting the push block limiting structure has an annular outer frame, and a support rib plate is arranged in the outer frame.

[0017] The limiting block is made of the same material as the main body portion, and the thickness of the limiting block is greater than the thickness of the outer frame and the support rib plate.

[0018] Further, the cabin upper side beam is connected to the cabin longitudinal beam through a front wheel cover plate.

[0019] The cabin longitudinal beam, the cabin upper side beam and the front wheel cover plate are integrally formed by die casting, and part of the upper convex portion of the front wheel cover plate forms a front shock tower.

[0020] Further, the push block limiting structure is integrally formed on the cabin longitudinal beam.

[0021] Compared with the prior art, the vehicle body front structure has the following advantages:

[0022] The vehicle body front structure comprises a front anti-collision beam, a cabin longitudinal beam, a biasing push block arranged at the end of the front anti-collision beam, and a push block limiting structure arranged on the outer side of the cabin longitudinal beam.

[0023] Furthermore, the biasing push block is arranged outside the end of the front anti-collision beam, which can increase the Y-direction size of the front part of the vehicle body, and help to increase the participation of the vehicle body structure in the biasing collision. The biasing push block is composed of a main body part and a connecting part, which can facilitate the design and preparation of the biasing push block, and facilitate the installation of the biasing push block on the end of the front anti-collision beam. The main body part is in a triangular structure, which can utilize the high strength of the triangular structure to ensure the strength of the biasing push block, so that the biasing push block can better transmit the collision force to the cabin longitudinal beam. The connecting part is inserted on the front anti-collision beam and connected to the front anti-collision beam through fasteners, which can facilitate the connection operation between the biasing push block and the front anti-collision beam, and can increase the connection reliability between the biasing push block and the front anti-collision beam.

[0024] Secondly, the position of the push block limiting structure is configured to have a preset gap between the biasing push block and the cabin longitudinal beam when the biasing push block contacts the outside of the cabin longitudinal beam, which can reserve space for the deformation of the energy absorption box, and can ensure the collapse energy absorption effect of the energy absorption box. After the biasing push block contacts the push block limiting structure, the biasing push block deforms preferentially to the push block limiting structure, which can ensure the limiting effect of the push block limiting structure and effectively guide the angle deviation of the vehicle body, thereby improving the safety of the passenger compartment.

[0025] Further, the push block limiting structure adopts a limiting block, which is simple in structure and easy to design and shape. On the basis that the limiting block and the main body part are made of the same material, the thickness of the limiting block is greater than that of the outer frame and the supporting rib plate, so that after the biasing push block contacts the push block limiting structure, the biasing push block deforms preferentially to the push block limiting structure. The cabin longitudinal beam, the cabin upper side beam and the front wheel cover plate are integrally pressure cast, which can reduce the number of parts of the front part of the vehicle body, help to reduce the manufacturing cost of the vehicle and improve the production efficiency of the vehicle, and also help to increase the stiffness of the front part of the vehicle body, improve the energy absorption effect of the front anti-collision beam and the energy absorption box in the collision, and improve the transmission effect of the cabin longitudinal beam and the cabin upper side beam on the collision force.

[0026] In addition, the push block limiting structure is integrally formed on the cabin longitudinal beam, which can be formed together with the push block limiting structure when the cabin longitudinal beam is prepared, which is conducive to the preparation of the push block limiting structure. At the same time, the push block limiting structure is integrally formed on the cabin longitudinal beam, which can ensure the connection strength between the push block limiting structure and the cabin longitudinal beam, and ensure the limiting effect of the push block limiting structure.

[0027] Another purpose of the utility model is to provide a vehicle, the vehicle body of which is provided with the vehicle body front part structure.

[0028] The vehicle of the utility model can increase the collision participation of the anti-collision beam and the cabin longitudinal beam, and can guide the angle deviation of the vehicle body under the pushing of the biasing push block, so that the passenger compartment avoids the collision direction of the barrier, thereby improving the safety of the vehicle collision. BRIEF DESCRIPTION OF DRAWINGS

[0029] The accompanying drawings, which form a part of the present application, are intended to provide further understanding of the present application and are incorporated herein for explanation by illustrating the specific embodiments of the present application. In the drawings:

[0030] Figure 1 A schematic view of a front body structure according to an embodiment of the present application;

[0031] Figure 2 A top view of the structure shown in FIG. 1; Figure 1

[0032] A front view of the structure shown in FIG. 1; Figure 3 Figure 2 A schematic view of a middle portion structure according to an embodiment of the present application;

[0033] Figure 4 A schematic view of the structure shown in FIG. 2; Figure 3

[0034] A bottom view of the structure shown in FIG. 2; Figure 5 Figure 3 A schematic view of a die casting assembly according to an embodiment of the present application;

[0035] Figure 6 A schematic view of the die casting assembly according to an embodiment of the present application from a rear perspective;

[0036] Figure 7 A schematic view of a reinforcing rib in the die casting assembly according to an embodiment of the present application;

[0037] Figure 8 A schematic view of a front anti-collision beam assembly according to an embodiment of the present application;

[0038] Figure 9 A schematic view of a biasing push block according to an embodiment of the present application;

[0039] Figure 10 A schematic view of the connection between the biasing push block and the front anti-collision beam according to an embodiment of the present application;

[0040] Figure 11 A schematic view of a preset gap according to an embodiment of the present application;

[0041] Figure 12 BRIEF DESCRIPTION OF DRAWINGS

[0042] BRIEF DESCRIPTION OF DRAWINGS

[0043] 1. A front anti-collision beam assembly; 100. A die casting assembly;

[0044] ​​2, energy absorption box; 3, front anti-collision beam; 4, offset collision push block; 5, fastener; 6, threshold beam; 7, front wall reinforcement beam;

[0045] 101, engine room longitudinal beam; 101a, longitudinal beam reinforcing rib; 102, engine room upper beam; 102a, beam reinforcing rib; 103, front wheel cover plate; 1031, front shock tower; 103a, wheel cover plate reinforcing rib; 1031a, shock absorber mounting platform; 104, push block limiting structure; 201, anti-collision beam mounting plate; 401, main body part; 4011, outer frame; 4012, support rib plate; 402, connecting part; 4021, first connecting end; 4022, second connecting end;

[0046] o, rotation axis; t, preset gap. DETAILED DESCRIPTION

[0047] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0048] In the description of the present application, it should be noted that if the terms indicating the orientation or position relationship such as "upper", "lower", "inner", "outer" appear, they are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as limiting the present application. The device or element indicated or implied must have a specific orientation, a specific orientation and operation, and therefore cannot be understood as limiting the present application. In addition, if the terms "first", "second" appear, they are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0049] In addition, in the description of the present application, unless otherwise explicitly limited, the terms "mounting", "connecting", "connecting", "connecting member" should be understood broadly. For example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication between two elements inside. For those skilled in the art, the specific meaning of the above terms in the present application can be understood in combination with the specific circumstances.

[0050] The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0051] Embodiment one

[0052] The present embodiment relates to a vehicle body front structure, which is improved by improving the position of the front anti-collision beam assembly 1 of the vehicle body front, which helps to improve the safety of the vehicle collision.

[0053] In the current conventional vehicle body structure, the front crash beam assembly 1 of the front part of the vehicle body generally includes a front crash beam 3 and an energy absorption box 2, the front crash beam 3 is usually connected with the engine compartment longitudinal beam 101 through the energy absorption box 2, when the vehicle occurs a frontal collision, the crash barrier first contacts the front crash beam 3, then the front crash beam 3 and the energy absorption box 2 are deformed to absorb energy, and then the collision force is conducted to the structure such as the engine compartment longitudinal beam 101 at the rear.

[0054] Although the existing front crash beam assembly 1 design can absorb the collision force and conduct the collision force when the vehicle collides, due to the lack of structure in the Y direction of the front part of the vehicle body (i.e. the outer side of the engine compartment longitudinal beam 101), when the vehicle occurs a frontal collision, especially a frontal small overlap offset collision, there is still a problem of low collision participation of the vehicle body structure, which is not conducive to improving the safety of the vehicle collision.

[0055] In view of the deficiencies of the existing front crash beam assembly 1 design in the vehicle body, in the front part of the vehicle body structure of the embodiment, in combination with the front crash beam assembly 1 shown in Figures 1 to 5 The overall design includes the engine compartment longitudinal beam 101 and the front crash beam 3 connected with the engine compartment longitudinal beam 101 through the energy absorption box 2.

[0056] The end of the front crash beam 3 is provided with an offset collision push block 4 located outside the energy absorption box 2, and the side of the engine compartment longitudinal beam 101 close to the outside of the vehicle is also provided with a push block limiting structure 104. The above-mentioned offset collision push block 4 can contact the outside of the engine compartment longitudinal beam 101 with the deformation of the energy absorption box 2 under the condition of vehicle offset collision, and the push block limiting structure 104 can limit the rear movement of the offset collision push block 4.

[0057] At this time, as set forth above, by setting the offset collision push block 4 at the end of the front crash beam 3 and the push block limiting structure 104 outside the engine compartment longitudinal beam 101, the embodiment utilizes the contact of the offset collision push block 4 with the engine compartment longitudinal beam 101 and the limitation of the rear movement of the offset collision push block 4 by the push block limiting structure 104, which not only increases the collision participation of the front crash beam 3 and the engine compartment longitudinal beam 101, but also guides the angular offset of the vehicle body (i.e. the deflection of the rear end of the vehicle body away from the crash barrier) under the pushing of the offset collision push block 4, so that the passenger compartment avoids the collision direction of the barrier, thereby achieving the effect of improving the safety of the vehicle collision.

[0058] Based on the above overall introduction, specifically, in the front part of the vehicle body structure of the embodiment, as a preferred implementation form, still by Figures 1 to 5 in combination with Figures 6 to 8As shown, it further comprises the nacelle upper side beam 102 connected with the nacelle longitudinal beam 101 through the front wheel cover plate 103, and the nacelle longitudinal beam 101, the nacelle upper side beam 102 and the front wheel cover plate 103 are integrally die-cast, and part of the front wheel cover plate 103 is also protruded to form the front shock tower 1031.

[0059] In this way, by integrally die-casting the nacelle longitudinal beam 101, the nacelle upper side beam 102 and the front wheel cover plate 103, it can be understood that the embodiment can reduce the number of parts in the front nacelle of the front part of the vehicle body, which helps to reduce the manufacturing cost of the vehicle and improve the production efficiency of the vehicle. At the same time, due to the high strength of the integrally die-cast structure, it is also beneficial to increase the stiffness of the front part of the vehicle body and provide stable support for the front crash beam assembly 1. In this way, not only can the deformation and energy absorption effect of the front crash beam 3 and the energy absorption box 2 during the collision be improved, but also the transmission effect of the nacelle longitudinal beam 101 and the nacelle upper side beam 102 on the collision force can be improved.

[0060] It is worth noting that for the convenience of description, the overall structure integrally die-cast by the nacelle longitudinal beam 101, the nacelle upper side beam 102 and the front wheel cover plate 103 can be referred to as a die-cast assembly 100, and since the main structure on the left and right sides in the front nacelle of the front part of the vehicle is generally symmetrically arranged, the embodiment will be described taking one side of the die-cast assembly 100 in the front nacelle as an example.

[0061] In the embodiment, the die-cast assembly 100 is die-cast, and it can be understood that compared with the existing method of first forming a separate sheet metal stamping and then forming by welding, it not only facilitates the formation of the nacelle longitudinal beam 101, the nacelle upper side beam 102 and the front wheel cover plate 103. Of course, on the one hand, through alloying and heat treatment during the die-casting process, it is obvious that the die-cast assembly 100 has high strength and rigidity, which helps to ensure the structural strength of the die-cast assembly 100. On the other hand, due to the high production efficiency of the die-casting process, the embodiment is also beneficial to further reduce the manufacturing cost of the vehicle.

[0062] In addition, based on the die-casting of the die-cast assembly 100, it can be understood that compared with the sheet metal welding structure, the embodiment can also make the bottom and top of the nacelle longitudinal beam 101 without welding edge structure, and thus the Z-direction (up-down direction of the whole vehicle) cross-sectional dimension of the nacelle longitudinal beam 101 is greatly increased compared with the sheet metal welding method. The nacelle longitudinal beam 101 with large cross-sectional dimension can obtain a larger longitudinal beam inner cavity, which can further increase the collision energy absorption effect of the nacelle longitudinal beam 101.

[0063] In the embodiment, based on the die-casting assembly 100 being die-cast, as a preferred implementation form, the die-casting assembly 100 can be made of aluminum alloy or magnesium alloy. In this way, the die-casting assembly 100 is made of aluminum alloy or magnesium alloy, which can not only ensure the structural performance of the structural body, but also facilitate the weight reduction of the structural body, thereby facilitating the lightweight design of the whole vehicle.

[0064] In specific implementation, the aluminum alloy can be A356, and the magnesium alloy can be AZ91D. It can be understood that, in addition to being able to make the formed die-casting assembly 100 have better structural strength and facilitate lightweight, when aluminum alloy or magnesium alloy is used, the formed die-casting assembly 100 can also have better corrosion resistance due to the oxide film formed on the surface of the alloy after die-casting, thereby further improving the overall quality of the front engine compartment side structure.

[0065] In the embodiment, as shown in Figure 6 As a preferred implementation form, the front ends of the engine compartment longitudinal beam 101 and the engine compartment upper side beam 102 can be connected together, and on the basis of the front ends of the engine compartment longitudinal beam 101 and the engine compartment upper side beam 102 being connected, the end portions of the front ends of the engine compartment longitudinal beam 101 and the engine compartment upper side beam 102 are preferably arranged in a coplanar manner.

[0066] At this time, it can be understood that, by arranging the end portions of the front ends of the engine compartment longitudinal beam 101 and the engine compartment upper side beam 102 in a coplanar manner, compared with the design in the conventional front engine compartment structure in which the front end of the engine compartment upper side beam 102 is generally designed to be rearward relative to the front end of the engine compartment longitudinal beam 101, that is, the design in which the front end of the engine compartment upper side beam 102 is rearward relative to the engine compartment longitudinal beam 101, the embodiment can prevent the formation of a stepped structure at the front end of the die-casting assembly 100 due to the rearward design of the front end of the engine compartment upper side beam 102, and thus can avoid the deformation and structural failure of the connection position between the engine compartment longitudinal beam 101 and the engine compartment upper side beam 102 due to the formation of the stepped structure when a collision occurs, thereby facilitating the protection of the rigidity of the front end of the die-casting assembly 100 and ensuring the transmission effect of the collision force to the engine compartment longitudinal beam 101 and the engine compartment upper side beam 102 when a vehicle collision occurs.

[0067] It is worth noting that, on the basis of the end portions of the front ends of the engine compartment longitudinal beam 101 and the engine compartment upper side beam 102 being coplanar, the end face of the front end of the die-casting assembly 100 in the embodiment also constitutes a mounting face for mounting the front crash beam assembly 1. In specific implementation, as shown in Figure 9 The energy absorption box 2 in the front crash beam assembly can be fixedly connected to the end face of the front end of the die-casting assembly 100 by using the crash beam mounting plate 201 at one end thereof, and the front crash beam 3 in the front crash beam assembly 1 is connected to the other end of the energy absorption box 2.

[0068] Obviously, by making the end portions of the front ends of the cabin longitudinal beam 101 and the cabin upper side beam 102 coplanar, the present embodiment can also provide sufficient installation positions for the front bumper beam assembly 1 at the front end of the die-casting assembly 100. Thus, compared with the fact that the energy absorption box 2 is usually connected with the cabin longitudinal beam 101 in an end-to-end manner in the prior vehicle, the sufficient positions provided by the end faces of the front end of the die-casting assembly 100 can facilitate the installation design of the front bumper beam assembly 1, thereby facilitating the development of the vehicle body.

[0069] In the present embodiment, as a preferred implementation form, still as shown in Figure 2 , Figure 3 from the top-down direction of the vehicle, the front portion of the cabin upper side beam 102 may, for example, be arranged to be gradually curved to the inside of the vehicle from the rear to the front in the left-right direction of the vehicle.

[0070] The front portion of the cabin upper side beam 102 is specifically the portion of the cabin upper side beam 102 located on the front side of the front shock tower 1031, and by making the front portion of the cabin upper side beam 102 curved to the inside of the vehicle, it can be understood that, when the vehicle has a small overlap offset collision, the collision barrier can be guided to move in the outward direction of the vehicle under the guidance of the side close to the outside of the vehicle of the cabin upper side beam 102 after the collision barrier contacts the cabin upper side beam 102, so that the collision barrier avoids the A-pillar and the passenger compartment in the rear, which helps to avoid the barrier extruding the A-pillar and the passenger compartment, thereby improving the safety of the passengers in the passenger compartment.

[0071] In specific implementation, it should be noted that, on the basis of the front portion of the cabin upper side beam 102 being arranged to be curved to the inside of the vehicle, the degree of curvature, i.e., the radian, of the front portion of the cabin upper side beam 102 to the inside of the vehicle can be designed according to the modeling of the front portion of the vehicle, as long as it does not adversely affect the die-casting forming of the die-casting assembly 100 and can ensure the connection strength between the cabin upper side beam 102 and the cabin longitudinal beam 101.

[0072] In the present embodiment, as a preferred implementation form, based on the fact that the die-casting assembly 100 is an integrated structure, still as shown in Figures 6 to 8 the cabin longitudinal beam 101 in the die-casting assembly 100 may, for example, be formed with a longitudinal beam reinforcing rib 101a, the cabin upper side beam 102 may, for example, be formed with a side beam reinforcing rib 102a, and the front wheel cover plate 103 may, for example, be formed with a wheel cover plate reinforcing rib 103a. At the same time, preferably, the above-mentioned formed longitudinal beam reinforcing rib 101a, side beam reinforcing rib 102a, and wheel cover plate reinforcing rib 103a may, for example, all be rib structures directly formed in the left-right direction of the vehicle.

[0073] At this time, by forming the reinforcing ribs at the positions of the cabin longitudinal beam 101, the cabin upper side beam 102 and the front wheel cover plate 103 in the die casting assembly 100, it is obvious that the structural strength of each position of the die casting assembly 100 can be increased as needed to better ensure the use quality of the die casting assembly 100.

[0074] And by making the above reinforcing ribs be the rib body structures directly formed along the left-right direction of the whole vehicle, it can be understood that the die casting assembly 100 can be directly molded out of the mold in the Y direction (the left-right direction of the whole vehicle) without the need for the mold to be molded out of the mold in the X direction (the front-rear direction of the whole vehicle) and the Z direction (the up-down direction of the whole vehicle), thereby minimizing the tonnage of the mold press during the die casting production, and using a smaller tonnage of the mold press to achieve product production, thereby helping to reduce manufacturing costs.

[0075] More specifically, the above longitudinal beam reinforcing rib 101a, the side beam reinforcing rib 102a and the wheel cover plate reinforcing rib 103a are rib body structures directly formed along the left-right direction of the whole vehicle, that is, each of the above reinforcing ribs is integrally arranged along the left-right direction of the whole vehicle (i.e., the Y direction), and there is no structure such as a negative angle structure, a ring-shaped rib body structure, or other structures that affect the mold opening direction in these reinforcing ribs. In this way, since there is no negative angle structure (such as a groove located at the root position of the rib body structure) or a ring-shaped rib body structure, after the die casting assembly 100 is die cast, the insert that forms the negative angle structure or the ring-shaped rib body structure does not need to be first removed in the X direction or the Z direction, but the mold can be directly opened in the Y direction to achieve overall demolding.

[0076] In specific implementation, for the die casting assembly 100 of the present embodiment, by making each reinforcing rib thereon be a rib body structure that can be directly formed along the left-right direction of the whole vehicle, and thereby making the die casting assembly 100 as a whole be directly demolded in the Y direction after die casting is completed. Therefore, the die casting assembly 100 of the present embodiment generally uses a 4400t mold press to achieve product production, which undoubtedly greatly reduces the energy consumption, shortens the casting time, and reduces the equipment loss cost during die casting, thereby achieving the effect of reducing manufacturing costs.

[0077] In the present embodiment, it should be noted that on the basis that each reinforcing rib on the die casting assembly 100 is a rib body structure arranged along the left-right direction of the whole vehicle, i.e., along the Y direction, in order to ensure the reinforcing effect of the die casting assembly 100 after the reinforcing ribs are arranged, for example, during development, the strength of each position of the die casting assembly 100 can be analyzed by simulation, and then the width, thickness, length and arrangement position of the reinforcing ribs can be adjusted according to the simulation analysis results, so that each reinforcing rib can achieve the design effect.

[0078] Continuing as Figure 6 and Figure 7As shown in the figure, in the embodiment, a shock absorber mounting platform 1031a is formed on the top of the front shock tower 1031, which is used for mounting the front shock absorber. Meanwhile, as a preferred embodiment, the lower surface of the shock absorber mounting platform 1031a is a smooth plane, and the upper surface of the shock absorber mounting platform 1031a is provided with wheel cover plate reinforcing ribs 103a, and the front shock absorber mounting points are arranged on the wheel cover plate reinforcing ribs 103a on the upper surface of the shock absorber mounting platform 1031a.

[0079] In specific implementation, the front shock absorber mounting point is generally a mounting hole arranged on the wheel cover plate reinforcing rib 103a on the upper surface of the shock absorber mounting platform 1031a, and in order to realize stable mounting of the front shock absorber, the front shock absorber mounting point is preferably arranged in three, which are arranged on different wheel cover plate reinforcing ribs 103a and surround the through hole arranged on the shock absorber mounting platform 1031a.

[0080] By arranging the lower surface of the shock absorber mounting platform 1031a as a smooth plane, and forming the wheel cover plate reinforcing ribs 103a on the upper surface of the shock absorber mounting platform 1031a and arranging the shock absorber mounting points on the wheel cover plate reinforcing ribs 103a, it can be understood that on the one hand, the smooth design of the lower surface of the shock absorber mounting platform 1031a can also help to realize Y-direction demolding of the die casting assembly 100, which is beneficial to the molding of the die casting assembly 100. At the same time, while facilitating the molding of the die casting assembly 100, the front shock absorber mounting points arranged on the wheel cover plate reinforcing ribs 103a can also ensure the structural strength of the front shock tower, especially the reliability of the front shock absorber mounting.

[0081] In the embodiment, continuing to refer to Figure 8 As a preferred embodiment, part of the longitudinal beam reinforcing ribs 101a arranged on the cabin longitudinal beam 101 and part of the beam reinforcing ribs 102a arranged on the cabin upper beam 102 are arranged in a cross shape or a honeycomb shape, and part of the beam reinforcing ribs 102a are arranged in a W shape.

[0082] At this time, based on the fact that the cabin longitudinal beam and the cabin upper side beam are the main collision force transmission and energy absorption channels of the front cabin side, in the embodiment, the reinforcing ribs arranged in the cabin longitudinal beam 101 and the cabin upper side beam 102 not only have the structure reinforcing effect, but also become the force transmission path and energy absorption structure in the collision force transmission and energy absorption channel. Therefore, it can be understood that the longitudinal beam reinforcing rib 101a is in a cross shape or a honeycomb shape, which can meet the structure reinforcing needs of the cabin longitudinal beam position with a larger cross-sectional size, and also facilitate the collapse and energy absorption effect after the collision. The side beam reinforcing rib 102a is in a W shape, which can also meet the structure reinforcing needs of the cabin upper side beam position with a smaller cross-sectional size, and also avoid the influence of the small compression space after the collision on the energy absorption effect of the cabin upper side beam.

[0083] It should be noted that the cross shape or honeycomb shape design of the reinforcing rib, or the W shape design, can be selected according to the cross-sectional size of the cabin longitudinal beam 101 and the cabin upper side beam 102 in specific implementation. As a recommended setting form, for example, the reinforcing rib structure in a W shape can be used when the cross-sectional size is less than 100 mm, and the reinforcing rib structure in a cross shape or a honeycomb shape can be used when the cross-sectional size is greater than 100 mm.

[0084] In addition, it should be pointed out that in the cabin upper side beam 102 of the embodiment, in addition to the part of the side beam reinforcing rib 102a in a W shape (mainly located in the front part of the cabin upper side beam 102), of course, taking the rear part of the cabin upper side beam 102 as an example, according to the cross-sectional size of the cabin upper side beam 102, when the cross-sectional size of the cabin upper side beam 102 is much smaller than 100 mm (such as the part of the cabin upper side beam 102 corresponding to the front shock tower 1031), or according to the setting position of the side beam reinforcing rib 102a on the cabin upper side beam 102 (such as located at the rear end of the cabin upper side beam 102), the side beam reinforcing rib 102a can not be in a W shape, but can adopt other structure forms.

[0085] In specific implementation, the other structure forms can be, for example, the side beam reinforcing rib 102a is a vertical rib body arranged in the up-down direction of the whole vehicle.

[0086] In addition, in addition to the side beam reinforcing rib 102a at the cabin upper side beam 102, which can adopt various structure forms, the wheel cover plate reinforcing rib 103a arranged at the front wheel cover plate 103 can continue to refer to the description of the wheel cover plate reinforcing rib 103a in the first embodiment. Figures 6 to 8As shown, some wheel arch reinforcement ribs 103a are arranged along the vertical direction of the vehicle and are connected between the engine compartment longitudinal beam 101 and the engine compartment upper side beam 102. In this way, by utilizing these wheel arch reinforcement ribs 103a connected between the engine compartment longitudinal beam 101 and the engine compartment upper side beam 102, not only can the structural strength of the front wheel arch itself be greatly increased, as well as the support strength of the front wheel arch between the engine compartment longitudinal beam and the engine compartment upper side beam, but these wheel arch reinforcement ribs 103a can also become force transmission paths between the engine compartment longitudinal beam and the engine compartment upper side beam during a vehicle collision, thus facilitating the transmission and dispersion of collision forces.

[0087] In this embodiment, since offset push blocks 4 can be provided at both ends of the front anti-collision beam 3, and the offset push blocks 4 at both ends are generally symmetrically arranged, taking the offset push block 4 on one side as an example, in specific implementation, as a preferred embodiment, it is... Figures 1 to 5 and continue to combine Figure 9 As shown, for example, the offset impact pusher 4 can be connected to the outer side of the end of the front bumper beam 3. In this way, by positioning the offset impact pusher 4 on the outer side of the end of the front bumper beam 3, the Y-axis dimension of the front structure of the vehicle body can be increased, which helps to increase the participation of the vehicle body structure in an offset collision.

[0088] Furthermore, as an exemplary implementation, such as Figure 10 As shown, the offset bumper block 4 in this embodiment may structurally include a main body portion 401 and a connecting portion 402 located on one side of the main body portion 401. The offset bumper block 4 is connected to the end of the front bumper beam 3 through the connecting portion 402. By making the offset bumper block 4 consist of the main body portion 401 and the connecting portion 402, it is understood that this facilitates the design and manufacture of the offset bumper block 4, and also facilitates its installation at the end of the front bumper beam 3.

[0089] In this embodiment, see still Figure 10 As a preferred embodiment, viewed from the vertical direction of the vehicle, the main body 401 can, for example, have a triangular structure. It is worth noting that the triangular structure of the main body 401 can be as follows: Figure 10 As shown, the overall outline of the main body 401 resembles a triangular structure. Of course, besides resembling a triangle (i.e., basically triangular), in some embodiments, the main body 401 can also be made into a strictly triangular shape. However, it is still recommended to use... Figure 10 The structure shown is designed to facilitate the fabrication and molding of the bias push block 4, while also avoiding any impact on the structural performance of the bias push block 4.

[0090] It can be understood that by making the main body part 401 into a triangular structure, the embodiment can utilize the strong strength of the triangular structure to ensure the strength of the bias collision push block 4, so that it can better transmit the collision force to the cabin longitudinal beam 101.

[0091] In the embodiment, the bias collision push block 4 is connected to the front anti-collision beam 3 through the connecting part 402 thereon, and as a preferred connection manner, for example, the connecting part 402 can be inserted together with the end of the front anti-collision beam 3, and is fixed to the front anti-collision beam 3 by the fastener 5. At this time, the connecting part 402 is inserted into the front anti-collision beam 3 and connected to the front anti-collision beam 3 by the fastener 5, which obviously facilitates the connection operation between the bias collision push block 4 and the front anti-collision beam 3, and can increase the connection reliability between the bias collision push block 4 and the front anti-collision beam 3.

[0092] In specific implementation, for the above connecting part 402, as an exemplary structure form, it can for example include a first connecting end 4021 and a second connecting end 4022 arranged side by side. At the same time, when connected to the front anti-collision beam 3, in combination with Figure 11 As shown in FIG. 6, the first connecting end 4021 can be inserted into the front anti-collision beam 3, and the second connecting end 4022 is located outside the front anti-collision beam 3, so that part of the front anti-collision beam 3 is inserted into the gap between the first connecting end 4021 and the second connecting end 4022.

[0093] After the first connecting end 4021 is inserted into the front anti-collision beam 3 and the second connecting end 4022 is located on one side of the front anti-collision beam 3, the two connecting ends can be fixed together with the front anti-collision beam 3 by the fastener 5 respectively. The above fastener 5 can be a bolt.

[0094] In the embodiment, as a preferred implementation form, in combination with Figure 12 As shown in FIG. 6, in design, the position of the push block limiting structure 104 on the cabin longitudinal beam 101 can be configured such that when the end of the front anti-collision beam 3 is deformed and rotated around the rotation axis o and the bias collision push block 4 contacts the outside of the cabin longitudinal beam 101, the push block limiting structure 104 has a preset gap t with the bias collision push block 4.

[0095] The above rotation axis o is located at the intersection position outside the front anti-collision beam 3 and the energy absorption box 2, and the above preset gap t can generally be between 10-20 mm, and for example, can be 10 mm, 12 mm, 15 mm, 18 mm or 20 mm.

[0096] Moreover, the position of the push block limiting structure 104 is configured such that when the biasing push block 4 contacts the outer side of the cabin longitudinal beam 101, a preset gap t is formed between the push block limiting structure 104 and the biasing push block 4. It can be understood that when the vehicle is subjected to a biasing collision, the front anti-collision beam 3 deforms under the impact of the barrier, and the deformation of the energy absorption box 2 is reserved, thereby avoiding the biasing push block 4 from contacting the push block limiting structure 104 first, so as to ensure the energy absorption effect of the energy absorption box 2.

[0097] In the embodiment, as a preferred implementation form, the biasing push block 4 and the push block limiting structure 104 are configured such that after the biasing push block 4 contacts the push block limiting structure 104, the biasing push block 4 deforms preferentially to the push block limiting structure 104.

[0098] In this way, by deforming the biasing push block 4 preferentially to the push block limiting structure 104 after the biasing push block 4 contacts the push block limiting structure 104, the limiting effect of the push block limiting structure 104 can be ensured, so as to effectively guide the angular displacement of the vehicle body and improve the safety of the passenger compartment.

[0099] In specific implementation, as an exemplary structural form, the push block limiting structure 104 may, for example, include a limiting block arranged on the cabin longitudinal beam 101, and further, as shown in Figure 10 The main body portion 401 of the biasing push block 4 that can contact the push block limiting structure 104 may, for example, have a ring-shaped outer frame 4011 and a support rib plate 4012 located in the outer frame. The limiting block and the main body portion 401 may be made of the same material, and the thickness of the limiting block is greater than the thickness of the outer frame 4011 and the support rib plate 4012.

[0100] At this time, the push block limiting structure 104 adopts the limiting block, which obviously has the characteristics of simple structure and easy design and molding. Moreover, based on the same material of the limiting block and the main body portion 401, the thickness of the limiting block is greater than the thickness of the outer frame 4011 and the support rib plate 4012, so that the biasing push block 4 deforms preferentially to the push block limiting structure 104 after the biasing push block 4 contacts the push block limiting structure 104.

[0101] In addition, in specific implementation, for the limiting block and the main body portion 401 made of the same material, they may, for example, be made of aluminum alloy. In this way, the biasing push block 4 of the embodiment is formed by extrusion, which is also convenient for the preparation of the biasing push block 4 and ensures the structural strength.

[0102] In the embodiment, as a preferred implementation form, the push block limiting structure 104 is integrally formed in the die-casting assembly 100 based on the cabin longitudinal beam 101, for example, and can also be integrally formed on the cabin longitudinal beam 101. Thus, the push block limiting structure 104 is integrally formed on the cabin longitudinal beam 101, and it can be understood that the push block limiting structure 104 can be formed at the same time when the cabin longitudinal beam 101 is prepared, and based on this, not only can the preparation of the push block limiting structure 104 be facilitated, but also the connection strength between the push block limiting structure 104 and the cabin longitudinal beam 101 can be ensured, and the limiting effect of the push block limiting structure 104 can be ensured.

[0103] The vehicle body front structure in the embodiment is designed as above, which not only can increase the collision participation degree of the front crash beam 3 and the cabin longitudinal beam 101 when the vehicle is subjected to a side impact, but also can guide the vehicle body to be angularly offset under the pushing of the side impact push block 4, so that the passenger compartment avoids the barrier collision direction, and the safety of the vehicle collision can be improved.

[0104] At the same time, in addition to the vehicle body deflection, the collision force from the front crash beam assembly 1 can also be fully dispersed and transmitted to the rear rocker beam 6 and the front bulkhead reinforcement beam 7 and the like via the die-casting assembly 100 when the vehicle is subjected to a side impact. Thus, the collision force can also be effectively decomposed, the impact damage to the passenger compartment is reduced, the safety of the passenger compartment is improved, and good practicability is achieved.

[0105] Embodiment Two

[0106] The embodiment relates to a vehicle, which is provided with the vehicle body front structure in embodiment one.

[0107] The vehicle in the embodiment can increase the collision participation degree of the front crash beam 3 and the cabin longitudinal beam 101 by arranging the vehicle body front structure in embodiment one in the vehicle body, can guide the vehicle body to be angularly offset under the pushing of the side impact push block 4, so that the passenger compartment avoids the barrier collision direction, can effectively disperse and transmit the collision force, can improve the safety of the vehicle collision, and has good practicability.

[0108] The above merely describes preferred embodiments of the utility model, and is not intended to limit the utility model, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A vehicle body front structure, characterized by comprising: a cabin longitudinal beam (101), and a front crash beam (3) connected to the cabin longitudinal beam (101) through an energy absorption box (2) ; an offset crash push block (4) provided at an end of the front crash beam (3) and located outside the energy absorption box (2), and a push block limiting structure (104) provided on a side of the cabin longitudinal beam (101) close to the outside of the vehicle; the offset crash push block (4) is capable of contacting the outside of the cabin longitudinal beam (101) along with the deformation of the energy absorption box (2) under a vehicle offset crash condition, and the push block limiting structure (104) is capable of limiting the rearward movement of the offset crash push block (4). 2.The vehicle body front structure according to claim 1, characterized in that: the offset crash push block (4) is connected to the outside of the end of the front crash beam (3). 3.The vehicle body front structure according to claim 2, characterized in that: the offset crash push block (4) comprises a main body portion (401), and a connecting portion (402) provided on one side of the main body portion (401), and the offset crash push block (4) is connected to the end of the front crash beam (3) through the connecting portion (402). 4.The vehicle body front structure according to claim 3, characterized in that: the main body portion (401) is in a triangular structure as viewed from the top and bottom of the vehicle; and / or the connecting portion (402) is inserted into the end of the front crash beam (3) and is fixed to the front crash beam (3) through a fastener (5). 5.The vehicle body front structure according to claim 1, characterized in that: the position of the push block limiting structure (104) on the cabin longitudinal beam (101) is configured such that, when the end of the front crash beam (3) is deformed and rotated around a rotation axis (o) and the offset crash push block (4) contacts the outside of the cabin longitudinal beam (101), a predetermined gap (t) is provided between the push block limiting structure (104) and the offset crash push block (4) ; wherein the rotation axis (o) is located at the intersection position of the outside of the front crash beam (3) and the energy absorption box (2). 6.The vehicle body front structure according to claim 1, characterized in that: the offset crash push block (4) and the push block limiting structure (104) are configured such that, after the offset crash push block (4) contacts the push block limiting structure (104), the offset crash push block (4) deforms preferentially to the push block limiting structure (104). 7.The vehicle body front structure according to claim 6, characterized in that: the push block limiting structure (104) comprises a limiting block provided on the cabin longitudinal beam (101), the main body portion (401) of the offset crash push block (4) capable of contacting the push block limiting structure (104) has an annular outer frame (4011) and a support rib plate (4012) located inside the outer frame; the limiting block is made of the same material as the main body portion (401), and the thickness of the limiting block is greater than the thickness of the outer frame (4011) and the support rib plate (4012). ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ 8. The vehicle body front structure according to any one of claims 1 to 7, characterized in that: a front wheel house panel (103) is further included which is connected to the engine room longitudinal beam (101); the engine room longitudinal beam (101), the engine room upper side beam (102) and the front wheel house panel (103) are integrally die-cast, and a portion of the front wheel house panel (103) is formed into a front shock tower (1031) in a convex manner.

9. The vehicle body front structure according to claim 8, characterized in that: the push block limiting structure (104) is integrally formed on the engine room longitudinal beam (101).

10. A vehicle, characterized in that: the vehicle body of the vehicle is provided with the vehicle body front structure according to any one of claims 1 to 9.

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