Vehicle body front structure and vehicle

Abstract

The utility model relates to the technical field of vehicle body structures, and discloses a vehicle body front structure and a vehicle, the vehicle body front structure comprises damping towers and a dash panel, the two damping towers are symmetrically arranged in the width direction of a vehicle body, each damping tower comprises a side wall and a tower top, and the tower tops are arranged at the tops of the side walls; the dash panel comprises a main body part and two lap joint parts, the lap joint parts are arranged on the two sides of the main body part in the width direction of the vehicle body, the shock absorption tower is arranged below the lap joint parts, and the lap joint parts are connected with the tower top; the main body part is arranged between the two damping towers, and the side edge, in the width direction of the vehicle body, of the main body part is connected with the side wall. Due to the forward arrangement design of the front wall plate, a larger expansion space is provided for the pedal area of the passenger compartment and the leg space of front-row passengers, the space of the passenger compartment is obviously enlarged, and the driving and riding comfort is improved; and the dash panel and the shock absorption tower form a reinforcing frame in the width direction of the vehicle body, so that the strength, rigidity and safety of the front structure of the vehicle body are ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle body structure technology, and more particularly to a front vehicle body structure and a vehicle. Background Technology

[0002] In traditional gasoline-powered or hybrid vehicles, the presence of engines or hybrid power systems necessitates a larger front engine compartment. Typically, shock absorber towers are located on either side of the front engine compartment to absorb wheel impacts and suspension loads. The bulkhead acts as a fixed shield separating the passenger compartment from the engine compartment. The bulkhead is positioned behind the shock absorber towers and forms a rigid unit, providing sufficient space for the engine compartment.

[0003] Currently, new energy vehicles use battery packs as power devices and no longer need engines or hybrid systems, but they are still based on traditional body structures. The front engine compartment will have extra space, and the passenger compartment's activity space is limited by the position of the front bulkhead, making it impossible to effectively expand the passenger compartment space. Utility Model Content

[0004] This application provides a front body structure and a vehicle to solve the problem that the front engine compartment of a traditional body structure has excess space, and the passenger compartment's activity space is limited by the position of the front bulkhead, making it impossible to effectively expand the passenger compartment space.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include:

[0006] In a first aspect, embodiments of this application provide a front structure for a vehicle body, including:

[0007] Two shock absorber towers are symmetrically arranged along the width of the vehicle body. Each shock absorber tower includes a side wall and a tower top, with the tower top located at the top of the side wall.

[0008] The front bulkhead includes a main body and two overlapping portions. The overlapping portions are located on both sides of the main body in the vehicle width direction. The shock absorber tower is located below the overlapping portions, and the overlapping portions are connected to the top of the tower.

[0009] The main body is located between the two shock absorber towers, and the main body is connected to the side wall on the side of the vehicle body in the width direction.

[0010] According to an embodiment of this application, a front body structure is proposed, in which the front bulkhead adopts a design of a main body and two overlapping parts. The overlapping parts are located on both sides of the main body in the width direction of the vehicle body, and are directly connected to the top of the shock absorber tower through the overlapping parts of the front bulkhead. The side of the main body of the front bulkhead is connected to the side wall of the shock absorber tower, so that the front bulkhead and the shock absorber towers on both sides of the width direction of the vehicle body form a solid integral structure. The front bulkhead is moved forward along the length direction of the vehicle body, providing greater expansion space for the foot pedal area of ​​the passenger compartment, the legroom of the front passengers, and the activity space of the rear passengers, thus significantly increasing the passenger compartment space and improving driving and riding comfort.

[0011] In traditional front-end vehicle structures, a complex reinforcing structure and connectors exist between the two shock absorber towers. By moving the front bulkhead forward and directly connecting it to the two towers, and shifting the bulkhead's mounting points to the tower tops and sidewalls, not only is legroom in the passenger compartment freed up, but the bulkhead and the towers also form a reinforced frame along the width of the vehicle. The front bulkhead replaces the original complex reinforcing structure and connectors between the two towers, ensuring the strength, rigidity, and safety of the front-end structure while achieving lightweight design. In a frontal collision, the impact force is transmitted to the tower area through the front bumper beam and longitudinal beams. The front bulkhead, connected to the towers, can participate earlier and more effectively in dispersing and absorbing collision energy, helping to protect the integrity of the passenger compartment.

[0012] Optionally, the main body is bent backward on the side in the width direction of the vehicle body to form a first flange, and the first flange abuts against the side wall;

[0013] And / or, the side of the overlapping portion near the top of the tower is bent backward to form a second flange, the second flange abutting against the top surface of the top of the tower.

[0014] Optionally, a first corner portion is formed at the connection between the sidewall and the top of the tower, the first flange and the second flange are connected and a second corner portion is formed at the connection between them, and the second corner portion is engaged with the first corner portion.

[0015] Optionally, the top of the tower is provided with an installation hole, and the overlapping part and the second flange are both located on the front side of the installation hole.

[0016] Optionally, the front structure of the vehicle body further includes a front wheel cover, which is disposed on the lower side of the shock absorber tower and is connected to the side wall;

[0017] The main body is bent backward on the side in the width direction of the vehicle body to form a third flange, the third flange is connected to the first flange, and the third flange abuts against the front wheel cover.

[0018] Optionally, the front structure of the vehicle body further includes a floor assembly located at the rear of the main body. The lower side of the main body is bent backward on both sides in the width direction of the vehicle body to form a fourth flange, and the fourth flange abuts against the floor assembly.

[0019] Optionally, the floor assembly includes longitudinal beams, a lower crossbeam, and a front floor, with two longitudinal beams spaced apart, and the lower crossbeam connecting the two longitudinal beams along the vehicle width direction;

[0020] The main body is located on the upper side of the lower crossbeam, the fourth flange abuts against the two longitudinal beams respectively, and the front floor is located between the two longitudinal beams and connected to the lower crossbeam and / or the two longitudinal beams.

[0021] Optionally, the front structure of the vehicle body also includes a lower A-pillar plate and an upper crossbeam. The upper crossbeam is located on the upper side of the front bulkhead and extends along the width direction of the vehicle body, with its middle part protruding forward.

[0022] The lower A-pillar plate is located on both sides of the front bulkhead along the width direction of the vehicle body, and the two ends of the upper crossbeam are connected to the lower A-pillar plate; the lower A-pillar plate is located on the outer side of the tower top, and the overlapping part has a fifth flange at the end away from the main body, and the fifth flange abuts against the lower A-pillar plate.

[0023] Optionally, the main body has a plate-like structure that is tilted downwards and backwards or bent.

[0024] Secondly, embodiments of this application provide a vehicle including the front body structure described in any of the embodiments. The vehicle proposed in this application, at least to some extent, improves the problem of the inability to effectively expand the passenger compartment space. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 A perspective view of the front structure of a vehicle body provided in one embodiment of this application;

[0027] Figure 2 This is a front view schematic diagram of a vehicle body front structure provided in one embodiment of this application;

[0028] Figure 3A perspective view of a front bulkhead provided in one embodiment of this application;

[0029] Figure 4 This is a front view schematic diagram of a front bulkhead provided in one embodiment of this application.

[0030] [Explanation of Labels in the Attached Image]

[0031] 1. Vibration damping tower; 10. First corner section; 11. Side wall; 12. Tower top; 13. Mounting hole;

[0032] 2. Front panel; 20. Second corner section; 21. Main body section; 22. Overlap section; 23. First flange; 24. Second flange; 25. Third flange; 26. Fourth flange; 27. Fifth flange;

[0033] 3. Front wheel cover;

[0034] 4. Floor assembly; 41. Longitudinal beam; 42. Lower crossbeam; 43. Front floor;

[0035] 5. Lower A-pillar plate;

[0036] 6. Upper crossbeam;

[0037] Y, width direction. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0039] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0040] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0041] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" 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 direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0042] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0043] In this application, "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0044] It should be noted that the shock absorber tower is a high-rigidity "tower-shaped" structure. The shock absorber tower is located on both sides of the front engine compartment and is fixedly connected to the front longitudinal beams. Its main function is to support the suspension. The front bulkhead is located at the very front of the passenger compartment. The front bulkhead is a large metal plate that forms the front wall of the passenger compartment. In traditional vehicle body structures, the front bulkhead is rigidly connected to the A-pillar and / or sill beams, forming a ring-shaped frame at the front of the passenger compartment.

[0045] New energy vehicles are typically powered by battery packs, eliminating the need for engines or hybrid systems. However, they are still based on traditional vehicle architectures, leaving the front engine compartment with extra space. The passenger compartment's activity space is limited by the position of the front bulkhead, making it impossible to effectively expand the passenger compartment space.

[0046] Based on this, in order to effectively expand the passenger compartment space, this application proposes a front structure for the vehicle body, please refer to... Figure 1 and Figure 2 As shown, it includes: shock absorber tower 1 and front bulkhead 2. Two shock absorber towers 1 are symmetrically arranged along the width direction Y of the vehicle body. The shock absorber tower 1 includes a side wall 11 and a tower top 12, with the tower top 12 located on the top of the side wall 11.

[0047] The front bulkhead 2 includes a main body 21 and two overlapping parts 22. The overlapping parts 22 are located on both sides of the main body 21 in the vehicle width direction Y. The shock absorber tower 1 is located below the overlapping parts 22 and the overlapping parts 22 are connected to the tower top 12. The main body 21 is located between the two shock absorber towers 1 and the side of the main body 21 in the vehicle width direction Y is connected to the side wall 11.

[0048] The front bulkhead 2 adopts a design of main body 21 and two overlapping parts 22. The overlapping parts 22 are located on both sides of the main body 21 in the width direction Y of the vehicle body. The overlapping parts 22 of the front bulkhead 2 are directly connected to the top 12 of the shock absorber tower 1. The side of the main body 21 of the front bulkhead 2 is connected to the side wall 11 of the shock absorber tower 1, so that the front bulkhead 2 and the shock absorber tower 1 on both sides of the width direction Y of the vehicle body form a solid overall structure.

[0049] The front bulkhead 2 is moved forward along the length of the vehicle body, providing more space for the foot pedal area of ​​the passenger compartment, the legroom of the front passengers, and the activity space of the rear passengers, thus significantly increasing the passenger compartment space and improving driving and riding comfort.

[0050] In the traditional front structure of the vehicle body, there is also a complex reinforcement structure and connecting parts between the two shock absorber towers 1. By moving the front bulkhead 2 forward and directly connecting it to the two shock absorber towers 1, the mounting base of the front bulkhead 2 is transferred to the top 12 and side wall 11 of the shock absorber tower 1. This not only frees up the legroom of the passenger compartment, but also forms a reinforced frame with the shock absorber tower 1 along the width Y direction of the vehicle body.

[0051] The front bulkhead 2 replaces the original complex reinforcement structure and connecting parts between the two shock absorber towers 1, ensuring the strength, rigidity, and safety of the front structure of the vehicle body while achieving a lightweight design. In a frontal collision, the impact force is transmitted to the area of ​​the shock absorber tower 1 through the front anti-collision beam and longitudinal beam 41. The front bulkhead 2, which is connected to the shock absorber tower 1, can participate in the process of dispersing and absorbing collision energy earlier and more effectively, helping to protect the integrity of the passenger compartment.

[0052] As a further preferred option, such as Figure 1 , Figure 3 As shown, the main body 21 bends backward on its side in the width direction Y to form a first flange 23, which abuts against the side wall 11; the overlapping part 22 bends backward on its side near the top 12 to form a second flange 24, which abuts against the top surface of the top 12. The backward bending of the side of the main body 21 to form the first flange 23 and the backward bending of the side of the overlapping part 22 near the top 12 to form the second flange 24 are equivalent to forming reinforcing ribs on the sides of the main body 21 and the overlapping part 22, thereby improving the structural rigidity of the front bulkhead 2.

[0053] Furthermore, the first flange 23 and the second flange 24 abut against the shock absorber tower 1, increasing the contact area between the front bulkhead 2 and the shock absorber tower 1. This optimizes the original "edge contact" or "line contact" into a "surface foundation." The larger contact area allows for more welding points, effectively improving connection strength and durability. In a frontal collision, the impact force is transmitted to the shock absorber tower 1 area through the longitudinal beams. The first flange 23 and the second flange 24 can reduce local stress concentration, allowing the front bulkhead 2 to more evenly bear and disperse collision energy, thus improving the reliability of the passenger compartment in a frontal collision.

[0054] In addition, the first flange 23 and the second flange 24 of the front bulkhead 2 are made by integral stamping. As an effective means of reinforcement, the flange design makes the front bulkhead 2 parts with flange structure less prone to deformation during transportation and assembly, ensuring the accuracy of the final assembly dimensions, thereby ensuring the precise contact and installation between the front bulkhead 2 and the shock absorber tower 1.

[0055] To meet different usage requirements, in some embodiments of this application, the main body 21 is bent backward on the side in the vehicle width direction Y to form a first flange 23, which abuts against the side wall 11; correspondingly, the second flange 24 in the above embodiments can be omitted, and the side of the overlapping part 22 near the tower top 12 is connected to the tower top 12. The first flange 23 is fitted to the surface of the side wall 11 of the shock absorber tower 1, and the abutment and fixation of the first flange 23 against the side wall 11 forms a large contact area, which can ensure the connection strength and structural integrity between the main body 21 and the shock absorber tower 1.

[0056] Alternatively, the overlapping portion 22 bends backward near the top of the tower 12 to form a second flange 24, which abuts against the top surface of the tower 12. Correspondingly, the first flange 23 in the above embodiment can be omitted, and the main body 21 is connected to the side wall 11 on the side in the vehicle width direction Y. The second flange 24 is fitted to the top surface of the tower 12 of the shock absorber tower 1, and the abutment and fixation of the second flange 24 with the tower 12 forms a large contact area, which can also ensure the connection strength between the front bulkhead 2 and the shock absorber tower 1.

[0057] In this embodiment, as Figures 2 to 4 As shown, a first corner portion 10 is formed at the connection between the side wall 11 and the tower top 12. A first flange 23 and a second flange 24 are connected, forming a second corner portion 20 at their connection. The second corner portion 20 is engaged with the first corner portion 10. In the assembly process, the second corner portion 20 is engaged with the first corner portion 10 of the shock absorber tower 1, so that the front panel 2 and the shock absorber towers 1 on both sides achieve precise pre-positioning in three-dimensional space. The engagement reduces the reliance on assembly fixtures and ensures that the relative position between the front panel 2 and the two shock absorber towers 1 remains stable.

[0058] A three-dimensional force transmission node is established at the top corner of the shock absorber tower 1, where the stress is complex and the rigidity is greatest, through a snap-fit ​​structure. The force from the suspension is mainly concentrated at the top corner of the shock absorber tower 1 (first corner 10). By utilizing the geometric interlocking design, the force on the shock absorber tower 1 can be directly transmitted to the second corner 20 of the front bulkhead 2. The corner snap-fit ​​structure, together with the first flange 23 and the second flange 24, forms a three-dimensional connection design at the corner, side, and top, creating a "reinforced node" that wraps around the top corner of the shock absorber tower 1. This effectively prevents the front bulkhead 2 from tearing or separating from the shock absorber tower 1, while also enhancing local rigidity, helping to suppress vibration transmission and improve the overall NVH performance of the vehicle.

[0059] In addition, the top of the tower 12 is provided with a mounting hole 13, and the overlapping part 22 and the second flange 24 are both located on the front side of the mounting hole 13. The mounting hole 13 is used to fix the front shock absorber. By placing the overlapping part 22 and the second flange 24 on the front side of the mounting hole 13, the staggered position design ensures the smooth assembly of the front shock absorber, while preventing the front shock absorber from directly contacting the overlapping part 22 or the second flange 24, thus avoiding problems such as abnormal noise from the vehicle body.

[0060] In some embodiments of this application, such as Figure 1 As shown, the front structure of the vehicle body also includes a front wheel arch 3, which is located below the shock absorber tower 1 and is connected to the side wall 11; Figure 3 As shown, the main body 21 bends backward on the side in the width direction Y of the vehicle body to form a third flange 25. The third flange 25 is connected to the first flange 23 and abuts against the front wheel cover 3.

[0061] By abutting against the front wheel arch 3 via the third flange 25, the vertical load can be effectively distributed, reducing the peak stress at the base of the shock absorber tower 1 and at the connection with the front bulkhead 2. With the shock absorber tower 1 as the core, the upper part abuts against the second flange 24 of the overlapping part 22 via the tower top 12, the middle part abuts against the first flange 23 of the main body 21 via the side wall 11, and the lower part abuts against the third flange 25 of the main body 21 via the front wheel arch 3, forming a comprehensive "upper-middle-lower" connection, which improves the overall performance of the front structure of the vehicle body.

[0062] In some embodiments of this application, the front structure of the vehicle body also includes a floor assembly 4, such as Figure 1As shown, the floor assembly 4 is located at the rear of the main body 21. The lower side of the main body 21 bends backward on both sides in the vehicle width direction Y to form a fourth flange 26, and the fourth flange 26 abuts against the floor assembly 4. Specifically, the floor assembly 4 includes longitudinal beams 41, a lower crossbeam 42, and a front floor 43. Two longitudinal beams 41 are spaced apart along the vehicle width direction Y, and the lower crossbeam 42 connects the two longitudinal beams 41. The main body 21 is located above the lower crossbeam 42, and the fourth flange 26 abuts against the two longitudinal beams 41 respectively. The front floor 43 is located between the two longitudinal beams 41 and is connected to the lower crossbeam 42 and / or the two longitudinal beams 41.

[0063] The front bulkhead 2 abuts against the two longitudinal beams 41 of the floor assembly 4 through the fourth flange 26, which improves the structural safety of the passenger compartment at the lower front corner and enables the front bulkhead 2 to be effectively integrated with the vehicle platform. This establishes a rigid force transmission channel from the front collision area to the bottom frame of the passenger compartment, greatly improving the ability to resist floor deformation and pedal intrusion during a collision, thus evolving into a basic framework scheme for a brand-new new energy vehicle platform architecture.

[0064] In some embodiments, in order to meet different usage requirements, the fourth flange 26 of the main body 21 is not limited to abutting against the two longitudinal beams 41, but can also be adjusted to the middle area of ​​the lower side of the main body 21 so that the fourth flange 26 abuts against and is fixed to the lower crossbeam 42 between the two longitudinal beams 41, which can also ensure the safety of the passenger compartment in the front lower corner structure.

[0065] In some embodiments of this application, the front structure of the vehicle body also includes a lower A-pillar plate 5 and an upper crossbeam 6. The upper crossbeam 6 is located on the upper side of the front bulkhead 2 and extends along the width direction Y of the vehicle body, with its middle part protruding forward. The lower A-pillar plate 5 is located on both sides of the front bulkhead 2 along the width direction Y of the vehicle body, and the two ends of the upper crossbeam 6 are connected to the lower A-pillar plate 5. The lower A-pillar plate 5 is located on the outer side of the tower top 12, and the overlapping part 22 has a fifth flange 27 at the end away from the main body 21, and the fifth flange 27 abuts against the lower A-pillar plate 5.

[0066] The upper crossbeam 6 integrates the front bulkhead 2, the shock absorber tower 1, and the lower A-pillar plate 5. The two ends of the upper crossbeam 6 are connected to the lower A-pillar plate 5, and the overlapping part 22 abuts against the lower A-pillar plate 5 through the fifth flange 27, forming a high-rigidity force transmission channel from the front collision point to the upper A-pillar structure. This effectively connects the front bulkhead 2 with the core upper A-pillar structure of the vehicle body and completely constructs the ring frame at the front of the passenger compartment, which can fully meet the requirements of small offset collision test.

[0067] Furthermore, the main body 21 features a downwardly and rearwardly inclined or curved plate-like structure, changing the original planar form of the front bulkhead 2 to a sloped / curved form, increasing the controllable crumple zone and improving energy absorption. In a frontal collision, when the impact acts on the inclined or curved front bulkhead 2, it generates a downward component force, which helps guide the impact force to the longitudinal beams 41 and the floor assembly 4, effectively protecting the safety of the upper space of the passenger compartment. Moreover, the sloped / curved plate-like structure can achieve bending and compressive strength far exceeding that of a flat plate when withstanding a frontal collision impact, expanding the space while ensuring the safety of the passenger compartment.

[0068] In other embodiments, this application proposes a vehicle including a front body structure. The front body structure is the same as the specific embodiments of the front body structure described above in this application, and will not be repeated here. It can also effectively expand the passenger compartment space.

[0069] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0070] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0071] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this application should be included within the scope of the claims of this application.

[0072] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle body front structure characterized by comprising: The body front structure comprises: a shock tower (1) which is provided with two symmetrical shock towers (1) along the vehicle body width direction (Y), the shock tower (1) comprises a side wall (11) and a tower top (12), and the tower top (12) is arranged at the top of the side wall (11); a front apron (2) which comprises a main body part (21) and two overlapping parts (22), the overlapping parts (22) are arranged on both sides of the main body part (21) in the vehicle body width direction (Y), the shock tower (1) is arranged below the overlapping parts (22), and the overlapping parts (22) are connected with the tower top (12); the main body part (21) is arranged between the two shock towers (1), and the side edges of the main body part (21) in the vehicle body width direction (Y) are connected with the side walls (11).

2. The vehicle body front structure according to claim 1, characterized by the side edges of the main body part (21) in the vehicle body width direction (Y) are bent rearward to form first flanges (23), and the first flanges (23) are in abutment with the side walls (11); and / or, the side edges of the overlapping parts (22) close to the tower top (12) are bent rearward to form second flanges (24), and the second flanges (24) are in abutment with the top surface of the tower top (12).

3. The vehicle body front structure according to claim 2, characterized by The connection part of the side wall (11) and the tower top (12) forms a first corner part (10), the first flanges (23) and the second flanges (24) are connected and form a second corner part (20) at the connection part of the first flanges (23) and the second flanges (24), and the second corner part (20) is clamped in the first corner part (10).

4. The vehicle body front structure according to claim 2, characterized by The tower top (12) is provided with a mounting hole (13), and the overlapping parts (22) and the second flanges (24) are arranged on the front side of the mounting hole (13).

5. The vehicle body front structure according to any one of claims 2 to 4, characterized by The body front structure further comprises a front wheel cover plate (3), the front wheel cover plate (3) is arranged on the lower side of the shock tower (1), and the front wheel cover plate (3) is connected with the side wall (11); the side edges of the main body part (21) in the vehicle body width direction (Y) are bent rearward to form third flanges (25), the third flanges (25) are connected with the first flanges (23), and the third flanges (25) are in abutment with the front wheel cover plate (3).

6. The vehicle body front structure according to any one of claims 1 to 4, characterized by The body front structure further comprises a floor assembly (4), the floor assembly (4) is arranged on the rear side of the main body part (21), and the lower side edges of the main body part (21) on both sides in the vehicle body width direction (Y) are bent rearward to form fourth flanges (26), and the fourth flanges (26) are in abutment with the floor assembly (4).

7. The vehicle body front structure according to claim 6, characterized by The floor assembly (4) comprises longitudinal beams (41), a lower cross beam (42) and a front floor (43), the longitudinal beams (41) are arranged at intervals, and the lower cross beam (42) connects the two longitudinal beams (41) along the vehicle body width direction (Y); the main body part (21) is located on the upper side of the lower cross beam (42), the fourth flanges (26) are respectively in abutment with the two longitudinal beams (41), and the front floor (43) is arranged between the two longitudinal beams (41) and is connected with the lower cross beam (42) and / or the two longitudinal beams (41).

8. The vehicle body front structure according to any one of claims 1 to 4, characterized by The front body structure further comprises an A-pillar lower panel (5) and an upper cross beam (6), the upper cross beam (6) is arranged on the upper side of the dash panel (2), the upper cross beam (6) extends along the vehicle width direction (Y) and the middle part thereof protrudes forward; The A-pillar lower panel (5) is arranged on both sides of the dash panel (2) along the vehicle width direction (Y), both ends of the upper cross beam (6) are connected with the A-pillar lower panel (5); the A-pillar lower panel (5) is located outside the roof tower (12), the fifth flange (27) is arranged on the end portion away from the main body portion (21) of the lap joint portion (22), and the fifth flange (27) is in abutment with the A-pillar lower panel (5).

9. The vehicle body front structure according to claim 1, characterized by The main body portion (21) is in a plate-shaped structure which is inclined or curved downward and rearward.

10. A vehicle characterized by comprising: A vehicle comprising the front body structure according to any one of claims 1 to 9.

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