Vehicle body front structure and vehicle provided with same

Abstract

The application relates to the technical field of vehicle bodies, and provides a vehicle body front structure and a vehicle provided with the same. The vehicle body front structure comprises a cabin longitudinal beam, a cabin side beam located above the cabin longitudinal beam, and a support part arranged between the front part of the cabin side beam and the cabin longitudinal beam. The support part comprises oppositely arranged first and second support plates, the top parts of the first and second support plates are connected with the cabin side beam, the lower parts of the first and second support plates are connected with the cabin longitudinal beam, and a cavity is formed between the first and second support plates. The vehicle body front structure can improve the structural strength of the support part, the support strength of the cabin side beam, and the structural stability of the cabin side beam and the cabin longitudinal beam, thereby improving the overall stability of the vehicle body front structure.

Description

Technical Field

[0001] This application relates to the field of vehicle body technology, and in particular to a front body structure thereof and a vehicle equipped with such a structure. Background Technology

[0002] The stability of the front structure of the vehicle body has a significant impact on the vehicle's handling, NVH (noise, vibration, and harshness) performance.

[0003] Currently, the front structure of a vehicle body typically includes key load-bearing components such as engine compartment longitudinal beams and engine compartment side beams. However, in existing technologies, the engine compartment side beams and engine compartment longitudinal beams often suffer from insufficient structural strength and poor support stability, resulting in poor structural stability of the front of the vehicle body.

[0004] When a vehicle is involved in a frontal collision or is driving in complex road conditions, it will not only reduce the effective transfer and absorption of collision energy, affecting the vehicle's collision safety performance, but may also lead to a decrease in the overall rigidity of the front of the vehicle body, which in turn will cause problems such as body vibration and abnormal noise, affecting the vehicle's driving comfort and durability. Utility Model Content

[0005] In view of this, this application aims to propose a front structure for a vehicle body to have better structural stability.

[0006] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0007] A front structure of a vehicle body includes a nacelle longitudinal beam, a nacelle side beam located above the nacelle longitudinal beam, and a support portion disposed between the front portion of the nacelle side beam and the nacelle longitudinal beam;

[0008] The support includes a first support plate and a second support plate arranged opposite to each other. The tops of the first support plate and the second support plate are connected to the cabin side beam, and the lower parts of the first support plate and the second support plate are connected to the cabin longitudinal beam. A cavity is formed between the first support plate and the second support plate.

[0009] Furthermore, along the top-to-bottom direction of the vehicle, the edge of the first support plate near the outside of the vehicle gradually tilts towards the inside of the vehicle, and the width of the first support plate gradually decreases.

[0010] Furthermore, the first support plate is connected to the edge of the second support plate near the outside of the vehicle;

[0011] Along the direction from the outside of the vehicle to the inside, the distance between the first support plate and the second support plate gradually increases.

[0012] Furthermore, the first support plate is provided with a first reinforcing rib, which extends along the vertical direction of the vehicle.

[0013] Furthermore, the first support plate is provided with a second reinforcing rib, which extends along the left and right direction of the vehicle and is interwoven with the first reinforcing rib.

[0014] Furthermore, the tops of both the first and second support plates are connected to the bottom of the cabin side beam;

[0015] The lower parts of both the first support plate and the second support plate are connected to the side of the longitudinal beam of the cabin.

[0016] Furthermore, the top of the first support plate is provided with a first flange, which is connected to the bottom of the cabin side beam; and / or,

[0017] The second support plate has a second flange at its top, and the second flange is connected to the bottom of the cabin side beam.

[0018] Furthermore, it also includes the radiator crossbeam connecting the front of the side beams of the cabin on both sides;

[0019] From the perspective of the vertical direction of the vehicle, at least part of the support portion overlaps with the upper crossbeam of the radiator.

[0020] Furthermore, the cabin side beam includes an inner side beam plate and an outer side beam plate that are fastened together, as well as a reinforcing plate located at the front end of the cabin side beam;

[0021] A cavity is formed between the inner plate and the outer plate of the side beam, and the reinforcing plate covers the outer plate of the side beam, and the reinforcing plate closes the front end of the cavity;

[0022] The first support plate and the second support plate are connected to the inner plate of the side beam, and the upper crossbeam of the radiator is connected to the reinforcing plate and the outer plate of the side beam.

[0023] Compared with related technologies, this application has the following advantages:

[0024] (1) The front structure of the vehicle body of this application, by setting a support part between the front part of the engine compartment side beam and the engine compartment longitudinal beam, and making the support part include a first support plate and a second support plate forming a cavity, can make the support part have better structural strength, thereby improving the support strength of the engine compartment side beam and improving the overall structural stability of the engine compartment side beam and the engine compartment longitudinal beam. In addition, the simultaneous setting of the first support plate and the second support plate can also increase the structural stiffness of the connection between the support part and the engine compartment side beam and the engine compartment longitudinal beam, and can effectively disperse the stress generated in this area during vehicle driving or collision, reduce the deformation of the connection part, thereby improving the overall stability of the front structure of the vehicle body.

[0025] (2) Due to the arrangement relationship between the engine compartment side beam and the engine compartment longitudinal beam, by gradually tilting the edge of the first support plate from the outside of the vehicle towards the inside of the vehicle and gradually reducing the width of the first support plate, the first support plate can be made roughly triangular. The high stability of the triangular structure can be utilized to improve the support strength of the engine compartment side beam, thereby improving the overall stability of the front structure of the vehicle body. At the same time, the reduction in the width of the lower part of the first support plate can reduce the space occupied in the lower part of the engine compartment, allowing for more sufficient installation and movement space for surrounding components and avoiding interference between the support and other components. The wider upper part of the first support plate ensures the connection area with the engine compartment side beam, which is conducive to ensuring support stability.

[0026] (3) By connecting the edges of the first support plate and the second support plate near the outside of the vehicle, the distance between the first support plate and the second support plate gradually increases along the direction from the outside of the vehicle to the inside of the vehicle. This arrangement enables the first support plate and the second support plate to roughly form a triangular support structure. The geometric stability of the triangle significantly improves the support effect on the engine compartment side beam, thereby enhancing the overall stability of the engine compartment side beam and the front structure of the vehicle body.

[0027] (4) By setting a first reinforcing rib extending along the vertical direction of the vehicle on the first support plate, the modal performance of the first support plate and the front of the vehicle body can be improved. When the vehicle vibrates during driving, the first reinforcing rib can change the natural frequency of the plate, filter the Z-axis vibration frequency, reduce the phenomenon of aggravated plate vibration caused by resonance, reduce the possibility of vibration being transmitted to the vehicle body, and thus improve the NVH performance of the vehicle.

[0028] (5) A second reinforcing rib is provided on the first support plate, arranged along the left-right direction of the entire vehicle and interwoven with the first reinforcing rib, which can improve the overall rigidity of the first support plate. At the same time, it can effectively filter the Y-direction resonance frequency, and by changing the dynamic characteristics of the plate, its natural frequency is far away from the vibration frequency range commonly encountered during vehicle operation. As a result, the occurrence of resonance can be effectively reduced, the intensity of vibration noise generated by resonance transmitted to the vehicle interior can be reduced, and a quieter and more comfortable driving environment can be provided for the occupants, effectively improving the riding comfort experience.

[0029] (6) Connecting the tops of both the first and second support plates to the bottom of the cabin side beams allows them to fully support the cabin side beams, effectively reducing structural instability caused by the front of the cabin side beams being unsupported. Simultaneously, it fully utilizes the planar structure at the bottom of the cabin side beams to create stable contact, improving the connection strength between the cabin side beams and the support components. Since the sides of the cabin longitudinal beams are often planar or regularly curved, connecting the lower parts of both the first and second support plates to the sides of the cabin longitudinal beams facilitates a secure assembly between the first and second support plates and the cabin longitudinal beams, enabling the cabin longitudinal beams to more efficiently bear the loads transmitted by the support components.

[0030] (7) By setting a first flange on the first support plate, not only can the strength of the first support plate be improved, but also the connection area between the first support plate and the bottom of the cabin side beam can be increased by connecting the first flange to the bottom of the cabin side beam. Compared with the method of directly connecting the top of the first support plate to the bottom of the cabin side beam, the stress at the connection point can be dispersed, the load per unit area can be reduced, and connection failure due to excessive local stress can be avoided. Setting a second flange on the second support plate can improve the structure of the second support plate and improve the connection strength between the second support plate and the cabin side beam.

[0031] (8) From the perspective of the vertical direction of the whole vehicle, at least part of the support is overlapped with the upper crossbeam of the radiator, which enables the support to support the upper crossbeam of the radiator, improves the stability of the upper crossbeam of the radiator, and thus improves the installation firmness of the radiator and other components on the upper crossbeam of the radiator, and further improves the modal stability of the front structure of the vehicle body. Moreover, when the vehicle encounters a frontal collision, the collision force can be quickly transferred to the side beams of the engine compartment through the upper crossbeam of the radiator, and at the same time transferred to the longitudinal beams of the engine compartment through the support overlapping with the crossbeam, forming a dual energy diversion path of lateral diffusion and longitudinal transmission, which can more evenly disperse the collision energy and effectively avoid premature failure of a single structure due to excessive load.

[0032] (9) By making the engine compartment side beam include an inner side beam plate and an outer side beam plate, and forming a cavity between the two, the overall stiffness and bending resistance of the engine compartment side beam can be improved. Furthermore, by covering the outer side beam plate with a reinforcing plate and sealing the front end of the cavity, the collision resistance of the front end of the engine compartment side beam can be effectively enhanced. Thus, when the front of the vehicle is involved in a collision, the reinforcing plate can first withstand part of the impact force and reduce structural damage caused by the direct intrusion of the impact force into the cavity. Moreover, the reinforcing plate and the outer side beam plate together provide a supporting foundation for the radiator upper crossbeam, which helps to improve the stability of the radiator upper crossbeam.

[0033] This application also proposes a vehicle having the aforementioned front body structure.

[0034] The vehicle described in this application, by setting the front body structure as described above, can improve the structural stability of the front body and thus improve the overall quality of the vehicle. Attached Figure Description

[0035] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0036] Figure 1 This is a partial structural diagram of the front structure of the vehicle body described in an embodiment of this application;

[0037] Figure 2 for Figure 1 A schematic diagram of the structure shown from another perspective;

[0038] Figure 3 for Figure 1 A schematic diagram of the structure shown from another perspective;

[0039] Figure 4 for Figure 3 Sectional view of line AA in the middle;

[0040] Figure 5 for Figure 3 Sectional view of the middle BB line;

[0041] Figure 6 This is a schematic diagram of the reinforcing plate described in an embodiment of this application;

[0042] Figure 7 This is a schematic diagram of the structure of the support portion described in the embodiments of this application;

[0043] Figure 8 This is a schematic diagram of the support portion described in an embodiment of this application from another perspective;

[0044] Figure 9 This is a schematic diagram of the structure of the first support plate described in an embodiment of this application;

[0045] Figure 10 This is a schematic diagram of the structure of the first support plate described in an embodiment of this application from another perspective;

[0046] Figure 11 This is a schematic diagram of the structure of the second support plate described in an embodiment of this application;

[0047] Figure 12 This is a structural schematic diagram of the second support plate described in an embodiment of this application from another perspective.

[0048] Explanation of reference numerals in the attached figures:

[0049] 1. Cabin side beam; 101. Side beam inner plate; 1011. Inner side plate; 1012. Bottom plate; 102. Side beam outer plate; 1021. Top plate; 1022. Outer side plate; 103. Reinforcing plate; 1031. Sealing section; 1032. Top section; 1033. Side section;

[0050] 2. First support plate; 201. First reinforcing rib; 202. Second reinforcing rib; 203. First flange; 204. Third flange; 205. Fourth flange; 206. Connecting piece;

[0051] 3. Second support plate; 301. Second flange; 302. Fifth flange; 303. Sixth flange;

[0052] 4. Radiator upper crossbeam;

[0053] K. Cavity. Detailed Implementation

[0054] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0055] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0056] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0057] Furthermore, in the description of this application, unless otherwise expressly 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 between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0058] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0059] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0060] An embodiment of the first aspect of this application provides a front structure for a vehicle body to have good structural stability.

[0061] In related technologies, the front of the vehicle body is the core load-bearing area during a collision, and the rationality of its structural design directly determines the energy absorption efficiency and transmission path of the collision, thus affecting the life safety of the occupants. At the same time, the stability performance of the front structure of the vehicle body is also closely related to NVH (noise, vibration, and harshness).

[0062] Currently, the front structure of a vehicle generally uses the engine compartment longitudinal beams and engine compartment side beams 1 as core load-bearing components. However, in existing technical solutions, the engine compartment side beams 1 and engine compartment longitudinal beams often suffer from weak structural strength and insufficient support stability. When a vehicle faces a frontal collision or travels under complex road conditions, this connection area is prone to significant deformation and stress concentration. On the one hand, this reduces the effective transfer and absorption efficiency of collision energy, weakening the vehicle's collision safety protection capabilities. On the other hand, it may lead to a decrease in the overall stiffness of the front of the vehicle body, causing problems such as increased body vibration and frequent abnormal noises, ultimately affecting the vehicle's driving comfort and structural durability.

[0063] In view of this, in order to overcome the shortcomings of the related technology, the front structure of the vehicle body in this embodiment combines... Figures 1 to 4As shown, the overall design includes a nacelle longitudinal beam, a nacelle side beam 1 located above the nacelle longitudinal beam, and a support portion located between the front of the nacelle side beam 1 and the nacelle longitudinal beam. The support portion includes a first support plate 2 and a second support plate 3 arranged opposite to each other. The tops of both the first support plate 2 and the second support plate 3 are connected to the nacelle side beam 1, and the lower parts of both the first support plate 2 and the second support plate 3 are connected to the nacelle longitudinal beam. A cavity K is formed between the first support plate 2 and the second support plate 3.

[0064] Therefore, by providing a support portion between the front of the engine compartment side beam 1 and the engine compartment longitudinal beam, and making the support portion include a first support plate 2 and a second support plate 3 forming a cavity K, the support portion can have better structural strength, thereby improving the support strength for the engine compartment side beam 1 and enhancing the structural stability of the engine compartment side beam 1 and the engine compartment longitudinal beam. Furthermore, simultaneously providing the first support plate 2 and the second support plate 3 can also increase the structural stiffness of the connection between the support portion and the engine compartment side beam 1 and the engine compartment longitudinal beam. This effectively disperses the stress generated in this area during vehicle operation or collision, reduces deformation of the connection portion, and thus improves the overall stability of the front structure of the vehicle body.

[0065] Meanwhile, cavity K has good energy absorption characteristics. In the event of a frontal collision, the support can absorb a large amount of collision energy through the compression deformation of cavity K, reducing the amount of energy transferred to the vehicle body. Moreover, the rigid support structure of the double support plates can ensure the stability of the collision force transmission path, effectively preventing the interruption of collision energy transmission due to premature failure of the connection parts, thereby providing more sufficient safety buffer space for the occupants.

[0066] Based on the above overall introduction, specifically, since vehicle bodies are typically symmetrical, to clearly illustrate the improvements in this embodiment, the following explanation uses the diagram of the left side of the vehicle body as an example. Continuing with... Figures 1 to 5 As shown, in some of the exemplary embodiments, both the cabin side beam 1 and the cabin longitudinal beam extend along the front-rear direction of the vehicle body, and the cabin longitudinal beam can adopt the conventional sheet metal welded beam structure in existing vehicle bodies, which will not be described in detail here.

[0067] In some exemplary embodiments, the front structure of the vehicle body also includes a radiator upper crossbeam 4 connected between the front parts of the side beams 1 of the engine compartment on both sides. Furthermore, viewed vertically, at least a portion of the support portion overlaps with the radiator upper crossbeam 4. This arrangement allows the support portion to support the radiator upper crossbeam 4, improving the stability of the radiator upper crossbeam 4, thereby increasing the mounting firmness of components such as the radiator on the radiator upper crossbeam 4, and further enhancing the modal stability of the front structure of the vehicle body.

[0068] Furthermore, when a vehicle experiences a frontal collision, the impact force can be rapidly transferred through the radiator upper crossbeam 4 to the side beams 1 of the engine compartment on both sides, and simultaneously transferred to the longitudinal beams of the engine compartment via the support section overlapping with the radiator upper crossbeam 4. This forms a dual energy dissipation path of lateral diffusion and longitudinal transmission, which can more evenly distribute the collision energy and effectively prevent a single structure from failing prematurely due to excessive load. In addition, the structural superposition in the overlapping area can resist greater impact force in the early stages of a collision, slowing down the rate of structural deformation and indirectly improving the protection effect on critical front components such as the radiator.

[0069] In practical implementation, the radiator upper crossbeam 4 can adopt a conventional structure found in existing vehicle bodies, with its overall shape being an arch extending from the center towards the front of the vehicle. Furthermore, the cross-section of the radiator upper crossbeam 4 can be rectangular to facilitate manufacturing and provide better structural strength. Additionally, to improve the connection strength between the radiator upper crossbeam 4 and the engine compartment side beam 1, such as... Figures 1 to 3 As shown, the left and right ends of the radiator upper beam 4 have overlapping portions that overlap the top of the corresponding side cabin side beam 1.

[0070] Furthermore, the overlapping portion is conformally installed on the engine compartment side beam 1 and is bolted to the engine compartment side beam 1 along the vertical direction of the entire vehicle. This arrangement allows for a larger connection area and stronger connection between the radiator upper crossbeam 4 and the engine compartment side beam 1, thereby improving the stability of the radiator upper crossbeam 4 and the secure installation of components such as the radiator mounted on it. In addition, in specific implementations, some of the support portion can protrude inwards towards the engine compartment side beam 1 to facilitate connection with it, and some of the support portion can overlap with the radiator upper crossbeam 4.

[0071] In some exemplary embodiments, the cabin side beam 1 includes an inner side beam plate 101 and an outer side beam plate 102 that are fastened together, and a reinforcing plate 103 located at the front end of the cabin side beam 1. A cavity is formed between the inner side beam plate 101 and the outer side beam plate 102, and the reinforcing plate 103 covers the outer side beam plate 102, closing the front end of the cavity. A first support plate 2 and a second support plate 3 are connected to the inner side beam plate 101, and a radiator upper crossbeam 4 is connected to the reinforcing plate 103 and the outer side beam plate 102.

[0072] By making the cabin side beam 1 include an inner side beam plate 101 and an outer side beam plate 102, with a cavity formed between them, the overall rigidity and bending resistance of the cabin side beam 1 can be improved. Furthermore, by covering the outer side beam plate 102 with a reinforcing plate 103 and sealing the front end of the cavity K, the collision resistance of the front end of the side beam can be effectively enhanced. When the front of the vehicle encounters a collision, the reinforcing plate 103 can initially absorb part of the impact force, delaying the deformation of the outer side beam plate 102, while the sealed front end of the cavity K can reduce structural damage caused by the direct intrusion of the collision force into the cavity K.

[0073] In addition, the upper crossbeam 4 of the radiator is connected to the reinforcing plate 103 and the outer plate 102 of the side beam. The reinforcing plate 103 itself strengthens the front end of the outer plate 102 of the side beam and together with the outer plate 102 of the side beam, it provides a stable support foundation for the upper crossbeam 4 of the radiator. When the upper crossbeam 4 of the radiator is subjected to lateral load or transmits collision force, the force can be quickly distributed to the entire side beam through the reinforcing plate 103 and the outer plate 102 of the side beam, reducing stress concentration at the connection and improving the reliability of the connection between the crossbeam and the side beam.

[0074] In specific implementation, combined with Figures 1 to 4 As shown, for example, the inner plate 101 of the side beam can be set in an "L" shape, including an inner side plate 1011 and a bottom plate 1012 located at the bottom of the inner side plate 1011. The outer plate 102 of the side beam can be set in a "7" shape, including a top plate 1021 and an outer side plate 1022 located outside the top plate 1021. The top plate 1021 and the outer side plate 1022 are respectively provided with outwardly folded flanges, which are welded to the inner side plate 1011 and the bottom plate 1012 of the inner plate 101 of the side beam through the outwardly folded flanges, thereby forming a cavity.

[0075] And such Figure 6 As shown, the reinforcing plate 103 can include a sealing portion 1031 sealing the front end of the cavity, a top portion 1032 located on top of the sealing portion 1031, and a side portion 1033 located below the top portion 1032. The top portion 1032 covers the top plate 1021 of the outer side beam plate 102 and is welded and screwed to the top plate 1021. The side portion 1033 covers the outer side plate 1022 of the outer side beam plate 102 and is welded to the outer side plate 1022. The upper crossbeam 4 of the radiator is specifically connected to both the top portion 1032 of the reinforcing plate 103 and the top plate 1021 of the outer side beam plate 102. Furthermore, to further improve the connection effect, a reinforcing plate can be further sandwiched between the upper crossbeam 4 of the radiator and the reinforcing plate 103.

[0076] In some exemplary embodiments, along the top-to-bottom direction of the vehicle, the edge of the first support plate 2 near the outside of the vehicle gradually slopes towards the inside, and the width of the first support plate 2 gradually decreases. Due to the arrangement relationship between the engine compartment side beam 1 and the engine compartment longitudinal beam, this arrangement makes the first support plate 2 approximately triangular. This leverages the high stability of the triangular structure to enhance the support strength for the engine compartment side beam 1, thereby improving the overall stability of the front structure of the vehicle body.

[0077] Meanwhile, the reduced width of the lower part of the first support plate 2 reduces the space occupied in the lower part of the cabin, allowing for more ample installation and movement space for surrounding components and preventing interference between the support and other parts. The wider upper part of the first support plate 2 ensures sufficient connection area with the cabin side beam 1, contributing to support stability.

[0078] In specific implementation, combined with Figures 7 to 10 As shown, the first support plate 2 can be arranged along the left-right direction of the vehicle and configured as a triangle. This triangle encompasses both a strictly geometric triangle and a structure that visually approximates a triangle, as shown in Figure 9. Therefore, the inherent geometric stability of the triangular structure can be utilized. The rigid frame formed by the mutual support of its three sides can evenly distribute the force to the three vertices and edges when bearing loads, effectively resisting bending and torsional deformation. For the first support plate 2, this triangular characteristic allows it to form a stable supporting triangular area during the connection between the engine compartment side beam 1 and the engine compartment longitudinal beam, significantly improving the deformation resistance of the support and enhancing the support effect on the engine compartment side beam 1.

[0079] It is understandable that, in addition to setting the first support plate 2 as Figure 9 The triangle shown can also be used to make the first support plate 2 into other shapes such as a trapezoid.

[0080] In some of the exemplary implementations, such as Figure 5 As shown, the first support plate 2 and the second support plate 3 are connected at their edges near the outside of the vehicle, and the distance between the first support plate 2 and the second support plate 3 gradually increases along the direction from the outside of the vehicle to the inside. This arrangement allows the first support plate 2 and the second support plate 3 to roughly form a triangular support structure. The geometric stability of the triangle significantly improves the support effect on the engine compartment side beam 1, thereby enhancing the overall stability of the engine compartment side beam 1 and the front structure of the vehicle body.

[0081] In specific implementation, such as Figure 3 and Figure 7 As shown, the second support plate 3 is located behind the first support plate 2, and both have edges near the vehicle's outer side that curve outwards in an arc shape. This allows for a more even distribution of stress across the entire edge area, preventing excessive stress concentration and further enhancing the structural strength and durability of the support. Simultaneously, the arc-shaped edges more effectively guide the transmission of impact forces between the cabin side beam 1 and the cabin longitudinal beams. Furthermore, they guide airflow more smoothly across the support, reducing turbulence near the support and thus lowering air resistance and wind noise caused by airflow disturbances.

[0082] In some exemplary embodiments, the first support plate 2 is provided with a first reinforcing rib 201, which extends along the vertical direction of the vehicle. By providing the first reinforcing rib 201, the overall rigidity of the first support plate 2 can be improved. During vehicle operation, the support needs to withstand longitudinal loads transmitted from the engine compartment side beam 1, vertical loads generated by road bumps, and impact loads during collisions, etc., and most of these loads act on the first support plate 2 along the vertical direction of the vehicle or at a certain angle to the vertical direction.

[0083] Therefore, by setting the first reinforcing rib 201 extending in the vertical direction, the bending deformation of the support plate in the vertical direction can be effectively resisted, and the collision force can be quickly transmitted in the preset vertical direction, reducing the dispersion of force during transmission and improving the transmission efficiency of collision energy. In addition, the first reinforcing rib 201 can also improve the modal performance of the first support plate 2. When the vehicle vibrates during driving, the first reinforcing rib 201 can filter the Z-axis vibration frequency, change the natural frequency of the first support plate 2, reduce the phenomenon of aggravated plate vibration caused by resonance, reduce the possibility of vibration being transmitted to the vehicle body, and help improve the vehicle's NVH performance.

[0084] In specific implementation, combined with Figure 3 and Figure 10 As shown, the first reinforcing rib 201 is specifically a single rib provided on the first support plate 2, protruding towards the forward side of the vehicle. Furthermore, the first reinforcing rib 201 is specifically provided along the outer edge of the first support plate 2 to have a large extension length, thereby further guiding the force transmission between the cabin side beam 1 and the cabin longitudinal beam. It can be understood that, in addition to providing a single first reinforcing rib 201, multiple ribs can also be provided at intervals along the left-right direction on the first support plate 2.

[0085] In some exemplary embodiments, the first support plate 2 is provided with a second reinforcing rib 202, which extends along the left-right direction of the vehicle and is interwoven with the first reinforcing rib 201. By providing the second reinforcing rib 202, which is arranged along the left-right direction of the vehicle and interwoven with the first reinforcing rib 201, the overall rigidity of the first support plate 2 can be improved. Simultaneously, it can effectively filter the Y-direction resonance frequency, changing the dynamic characteristics of the plate to keep its natural frequency away from the common vibration frequency range during vehicle operation. Therefore, it can effectively reduce the occurrence of resonance, reduce the intensity of vibration noise transmitted into the vehicle interior, and thus provide a quieter and more comfortable driving environment for occupants, effectively improving the riding comfort experience.

[0086] In specific implementation, combined with Figure 9 and Figure 10As shown, for example, the second reinforcing rib 202 can be arranged approximately along the width of the first support plate 2, and the end of the second reinforcing rib 202 near the outside of the vehicle is interwoven with the first reinforcing rib 201. This alters the dynamic characteristics of the first support plate 2, increasing its natural frequency and moving it away from the common vibration frequency range during vehicle operation, thereby effectively reducing resonance. In this case, under the excitation of engine vibration, road bumps, etc., the vibration amplitude of the first support plate 2 can be significantly reduced, and the transmission of vibration energy to other parts of the vehicle body is correspondingly reduced, further improving the vehicle's NVH performance and creating a quieter and more comfortable driving environment for occupants.

[0087] It should be noted that, in addition to setting the second reinforcing rib 202 as a single rib, it can also be set as multiple ribs spaced apart along the vertical direction on the first support plate 2.

[0088] In some exemplary embodiments, the tops of both the first support plate 2 and the second support plate 3 are connected to the bottom of the cabin side beam 1, and the lower parts of both the first support plate 2 and the second support plate 3 are connected to the side of the cabin longitudinal beam. Here, by connecting the tops of the first support plate 2 and the second support plate 3 to the bottom of the cabin side beam 1, the flat surface of the bottom of the cabin side beam 1 can be fully utilized to form a stable surface contact, thereby improving the support effect on the suspended front part of the cabin side beam 1.

[0089] Meanwhile, since the sides of the engine compartment longitudinal beams are typically flat or regularly curved, connecting the first support plate 2 and the second support plate 3 to the sides of the engine compartment longitudinal beams facilitates a secure connection between them, allowing the longitudinal beams to more efficiently bear the loads transferred by the two support plates. Furthermore, during vehicle movement or collisions, the longitudinal and vertical loads borne by the engine compartment side beam 1 can be transferred through the connection points at the top of the first support plates 2 and 3 to the first support plates 2 and 3, and then through the connection points at the bottom of the first support plates 2 and 3 to the sides of the engine compartment longitudinal beams, improving the continuity and efficiency of load transfer. In addition, this connection method creates a stable triangular support structure for the first support plates 2 and 3, further enhancing the stability of load transfer.

[0090] In specific implementation, it can be as follows: Figures 7 to 10 As shown, the top of the first support plate 2 is provided with a first flange 203, which is connected to the bottom of the cabin side beam 1. This not only improves the strength of the first support plate 2, but also increases the connection area between the first support plate 2 and the bottom of the cabin side beam 1 by connecting the first flange 203 to the bottom, thus dispersing stress at the connection point and effectively preventing connection failure due to excessive local stress. Furthermore, a third flange 204 is provided at the lower part of the first support plate 2, and this third flange 204 is connected to the side of the cabin longitudinal beam.

[0091] In addition, such as Figure 10 As shown, to facilitate the connection between the first support plate 2 and the second support plate 3, the outer edge of the first support plate 2 is bent backward and then turned outward to form a fourth flange 205. Multiple protrusions are formed on this fourth flange 205 at intervals, thereby improving the structural strength of the fourth flange 205 and thus enhancing the connection strength between the first support plate 2 and the second support plate 3, providing a more stable support effect for the engine compartment side beam 1. Furthermore, multiple connecting pieces 206 are further provided on the fourth flange 205, and mounting holes are provided on the connecting pieces 206 for mounting other vehicle body components.

[0092] Combination Figures 6 to 11 As shown, the second support plate 3 is generally elongated, with a second flange 301 at its top, which is connected to the bottom of the cabin side beam 1. This arrangement not only improves the strength of the second support plate 3, but also increases the connection area between the second support plate 3 and the bottom of the cabin side beam 1 by connecting the second flange 301 to the bottom of the cabin side beam 1. This disperses the stress at the connection point and effectively avoids connection failure due to excessive local stress. In addition, a fifth flange 302 is provided at the lower part of the second support plate 3, and it is connected to the side of the cabin longitudinal beam through the fifth flange 302.

[0093] In addition, such as Figure 11 As shown, in order to facilitate the connection between the second support plate 3 and the first support plate 2, the outer edge of the second support plate 3 is bent forward and then turned outward to form a sixth flange 303. The sixth flange 303 is fitted and connected to the fourth flange 205, so that the first support plate 2 and the second support plate 3 form a triangular cavity K, thereby improving the support effect of the first support plate 2 and the second support plate 3 on the side beam 1 of the cabin.

[0094] It is worth noting that, regarding the front structure of the vehicle body in this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 12 As shown, the front structure of the vehicle body includes a longitudinal beam of the engine compartment, a side beam 1 of the engine compartment located above the longitudinal beam of the engine compartment, and a support portion disposed between the front part of the side beam 1 and the longitudinal beam of the engine compartment. The support portion includes a first support plate 2 and a second support plate 3 arranged opposite to each other. The tops of both the first support plate 2 and the second support plate 3 are connected to the bottom of the side beam 1 of the engine compartment, and the lower parts of both the first support plate 2 and the second support plate 3 are connected to the side of the longitudinal beam of the engine compartment. A cavity K is formed between the first support plate 2 and the second support plate 3.

[0095] The first support plate 2 is roughly triangular, and the second support plate 3 is elongated. The edges of the first support plate 2 and the second support plate 3 near the outside of the vehicle are connected, and both edges near the outside of the vehicle are curved. Furthermore, the first support plate 2 is provided with a first reinforcing rib 201, which extends along the vertical direction of the vehicle. The first support plate 2 is also provided with a second reinforcing rib 202, which extends along the horizontal direction of the vehicle and is interwoven with the first reinforcing rib 201.

[0096] The first support plate 2 has a first flange 203 at its top, which is connected to the bottom of the cabin side beam 1. The second support plate 3 has a second flange 301 at its top, which is also connected to the bottom of the cabin side beam 1. The lower part of the first support plate 2 has a third flange 204 connected to the side of the cabin longitudinal beam, and the outer edge has a fourth flange 205. The lower part of the second support plate 3 has a fifth flange 302 connected to the side of the cabin longitudinal beam, and the outer edge has a sixth flange 303 connected to the fourth flange 205. Furthermore, the distance between the first support plate 2 and the second support plate 3 gradually increases from the outside of the vehicle to the inside, forming a triangular cavity K, which further improves the support effect on the cabin side beam 1.

[0097] The front structure of the vehicle body also includes a radiator upper crossbeam 4 connecting the front parts of the side beams 1 of the engine compartment on both sides, and in the vertical direction of the vehicle, part of the support parts overlap with the radiator upper crossbeam 4. Furthermore, the side beam 1 of the engine compartment includes an inner beam plate 101 and an outer beam plate 102 that are fastened together, and a reinforcing plate 103 located at the front end of the side beam 1. A cavity is formed between the inner beam plate 101 and the outer beam plate 102, and the reinforcing plate 103 covers the outer beam plate 102, sealing the front end of the cavity. The first support plate 2 and the second support plate 3 are connected to the inner beam plate 101, and the radiator upper crossbeam 4 is connected to the reinforcing plate 103 and the outer beam plate 102.

[0098] In the above preferred embodiments, the specific settings and arrangements of the first support plate 2 and the second support plate 3 can still be referred to the descriptions in the above embodiments, and the beneficial effects brought about by their design can also be referred to the descriptions in the above exemplary embodiments.

[0099] The front structure of the vehicle body in this embodiment adopts the above design, which can improve the support strength of the engine compartment side beam 1 and improve the structural stability of the engine compartment side beam 1 and the engine compartment longitudinal beam, thereby improving the overall stability of the front structure of the vehicle body.

[0100] An embodiment of the second aspect of this application provides a vehicle having the aforementioned front body structure.

[0101] The vehicle described in this application, by setting the aforementioned front body structure, can improve the structural stability of the front of the vehicle body, which is beneficial to improving the overall quality of the vehicle.

[0102] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A front structure of a vehicle body, characterized in that: It includes a cabin longitudinal beam, a cabin side beam (1) located above the cabin longitudinal beam, and a support portion located between the front of the cabin side beam (1) and the cabin longitudinal beam; The support includes a first support plate (2) and a second support plate (3) arranged opposite to each other. The tops of the first support plate (2) and the second support plate (3) are connected to the cabin side beam (1), and the lower parts of the first support plate (2) and the second support plate (3) are connected to the cabin longitudinal beam. A cavity (K) is formed between the first support plate (2) and the second support plate (3).

2. The front structure of the vehicle body according to claim 1, characterized in that: Along the top-to-bottom direction of the vehicle, the edge of the first support plate (2) near the outside of the vehicle gradually tilts towards the inside of the vehicle, and the width of the first support plate (2) gradually decreases.

3. The front structure of the vehicle body according to claim 1, characterized in that: The first support plate (2) is connected to the edge of the second support plate (3) near the outside of the vehicle; Along the direction from outside the vehicle to inside the vehicle, the distance between the first support plate (2) and the second support plate (3) gradually increases.

4. The front structure of the vehicle body according to claim 1, characterized in that: The first support plate (2) is provided with a first reinforcing rib (201), which extends along the vertical direction of the whole vehicle.

5. The front structure of the vehicle body according to claim 4, characterized in that: The first support plate (2) is provided with a second reinforcing rib (202), which extends along the left and right direction of the whole vehicle and is intertwined with the first reinforcing rib (201).

6. The front structure of the vehicle body according to claim 1, characterized in that: The tops of the first support plate (2) and the second support plate (3) are both connected to the bottom of the cabin side beam (1); The lower parts of the first support plate (2) and the second support plate (3) are both connected to the side of the longitudinal beam of the cabin.

7. The front structure of the vehicle body according to claim 6, characterized in that: The top of the first support plate (2) is provided with a first flange (203), and the first flange (203) is connected to the bottom of the cabin side beam (1); and / or, The second support plate (3) has a second flange (301) on its top, and the second flange (301) is connected to the bottom of the cabin side beam (1).

8. The vehicle front structure according to any one of claims 1 to 7, characterized in that: It also includes a radiator crossbeam (4) connecting the front of the side beams (1) of the cabin on both sides. In terms of the vertical direction of the vehicle, at least part of the support portion overlaps with the upper crossbeam (4) of the radiator.

9. The front structure of the vehicle body according to claim 8, characterized in that: The cabin side beam (1) includes an inner side beam plate (101) and an outer side beam plate (102) that are fastened together, and a reinforcing plate (103) located at the front end of the cabin side beam (1). A cavity is formed between the inner plate (101) and the outer plate (102) of the side beam, and the reinforcing plate (103) covers the outer plate (102) of the side beam and closes the front end of the cavity. The first support plate (2) and the second support plate (3) are connected to the inner plate (101) of the side beam, and the upper crossbeam (4) of the radiator is connected to the reinforcing plate (103) and the outer plate (102) of the side beam.

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.

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