A front body structure and vehicle

Abstract

This application provides a front vehicle body structure and a vehicle, relating to the field of vehicle body structure technology. The front vehicle body structure includes: a longitudinal beam with weakening ribs, the length of which is along the height of the longitudinal beam; and a strut mount connected to the longitudinal beam, the strut mount being positioned close to the weakening ribs. During a collision, the strut mount's position close to the weakening ribs on the longitudinal beam allows the strut mount to interact with the weakening ribs. Through the structural deformation of the strut mount itself and the guidance of the weakening ribs, the longitudinal beam undergoes a predetermined crushing deformation near the location of the weakening ribs, thereby causing the strut mount to crush and more effectively absorb collision energy.

Description

Technical Field

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

[0002] In the field of automotive crash safety, the high strength and rigidity of aluminum struts provide excellent vehicle stability, playing a crucial role in the front body structure. However, this rigidity becomes a double-edged sword in frontal collisions. When a vehicle is involved in a collision, the presence of aluminum struts often hinders the crushing energy absorption process of the longitudinal beams, resulting in insufficient absorption of collision energy and thus increasing vehicle acceleration, posing a potential threat to occupant safety. The excessive rigidity of aluminum struts makes it difficult to achieve the intended crushing deformation in a collision, which limits the improvement of vehicle safety performance in crashes.

[0003] In existing technologies, aluminum tower brace vehicles suffer from insufficient longitudinal beam crushing and limited collision energy absorption during collisions. To address this issue, an innovative design is needed to optimize the interaction between the aluminum tower brace and the longitudinal beams, achieving more effective collision energy absorption while ensuring the stability of the front body structure and the safety of the occupants.

[0004] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0005] This application provides a front body structure and vehicle, which aims to improve the problem of insufficient longitudinal beam crushing during collisions in existing aluminum tower mount vehicles.

[0006] According to one aspect of the embodiments of this application, a front vehicle body structure is provided, including: a longitudinal beam, the longitudinal beam being provided with weakening ribs, the length direction of the weakening ribs being arranged along the height direction of the longitudinal beam; and a tower base, the tower base being connected to the longitudinal beam and being arranged close to the weakening ribs.

[0007] The embodiments of this application achieve the following technical effects: During a collision, the weakening ribs on the tower base near the longitudinal beam enable the tower base to interact with the weakening ribs. Through the structural deformation of the tower base itself and the guidance of the weakening ribs, the longitudinal beam undergoes a preset crushing deformation near the location of the weakening ribs, thereby causing the tower base to crush and thus more effectively absorb the collision energy.

[0008] Furthermore, there are multiple weakening bars, which are spaced apart along the length of the longitudinal beam.

[0009] The above-mentioned optional embodiments of this application achieve the following technical effects: during the collision process, the tower base will work in conjunction with the design of the weakening rib to guide the orderly crushing of the longitudinal beam, further improving the energy absorption effect during the collision, while reducing the impact force on the passenger compartment.

[0010] Furthermore, the longitudinal beam includes: an inner side plate, which is provided with weakening ribs and is connected to the tower base; and an outer side plate, which is connected to the inner side plate and forms a cavity structure, wherein the cross-sectional area of ​​the cavity structure varies along the length of the longitudinal beam.

[0011] The above-mentioned optional embodiments of this application achieve the following technical effects: through the dual mechanism of the weakening ribs on the inner side plate and the variable cross-section cavity structure enclosed by the outer side plate, the present invention can achieve multi-level and orderly crushing of the longitudinal beam in a collision accident, maximizing the absorption and dispersion of energy.

[0012] Furthermore, the inner side plate includes: an inner plate body, the inner plate body being provided with weakening ribs, and the distance between a portion of the outer side plate and the inner plate body being varied; a first wing plate, the first wing plate being disposed on the upper part of the inner plate body, the first wing plate being connected to the outer side plate, and the first wing plate being connected to the tower base; and a second wing plate, the second wing plate being disposed on the lower part of the inner plate body, the second wing plate being connected to the outer side plate, and the second wing plate being disposed opposite to the first wing plate; wherein, the first wing plate, the inner plate body, the second wing plate, and the outer side plate form a cavity structure.

[0013] The above-mentioned optional embodiments of this application achieve the following technical effects: the cavity structure formed by the first wing plate, the inner plate body, the second wing plate and the outer plate together can be bent and deformed at a predictable position, so that it can more effectively cope with collision impacts of different directions and degrees.

[0014] Furthermore, the inner plate body is provided with concave ribs, the length direction of the concave ribs is set along the length direction of the inner plate body, and the concave ribs are set intersecting with the weakening ribs.

[0015] The above-described optional embodiments of this application achieve the following technical effects: the concave ribs extend along the axis of the longitudinal beam, forming an intersecting layout with the weakening ribs. The intersecting arrangement of the concave ribs and the weakening ribs allows stress to concentrate at the location of the weakening ribs, thereby causing the longitudinal beam to bend and deform at the location of the weakening ribs.

[0016] Further, the outer side plate includes: a front section of the outer plate body, the upper end of which is connected to the first wing plate, and the lower end of which is connected to the second wing plate; a rear section of the outer plate body, the upper end of which is connected to the first wing plate, and the lower end of which is connected to the second wing plate; a weakening section, the upper end of which is connected to the first wing plate, the lower end of which is connected to the second wing plate, the front end of which is connected to the rear end of the front section of the outer plate body, and the rear end of which is connected to the front end of the rear section of the outer plate body, wherein at least a portion of the weakening section is provided with a gradually decreasing distance between itself and the inner plate body.

[0017] The above-mentioned optional embodiments of this application achieve the following technical effects: When a collision occurs, the tower base and the weakening rib work together to guide the orderly crushing of the longitudinal beam. The weakened section, as the guiding point of stress concentration, responds to the collision force and begins to deform, forming the first bending point. As the deformation proceeds, the distance between the weakened section and the inner plate body gradually decreases, guiding the outer plate and the inner plate to form a more compact deformation, thereby forming the second bending point at the weakening rib. This deformation mode helps to achieve more efficient crushing energy absorption.

[0018] Furthermore, the tower base includes a tower base body, which is connected to the longitudinal beam. The tower base body has a notch, and the notch is correspondingly provided with the weakening reinforcement.

[0019] The optional embodiments described above achieve the following technical effects: Upon impact, the weakening ribs initiate plastic deformation of the longitudinal beam, absorbing the initial impact energy. Simultaneously, the tower base notch corresponding to the weakening ribs becomes another key point for stress concentration and deformation. When the longitudinal beam begins to deform at the weakening rib, the stress on the material at the tower base notch increases, causing the tower base to fail at this predetermined point, i.e., plastic deformation or fracture occurs at the notch. This process not only consumes the impact energy but also provides additional deformation space for further crushing and energy absorption of the longitudinal beam by releasing the longitudinal space occupied by the tower base, thus optimizing the energy absorption path. The corresponding arrangement of the notch and the weakening ribs enables effective transmission and absorption of the impact force between the longitudinal beam and the tower base, improving the controllability and safety of the entire front structure during a collision.

[0020] Furthermore, the front body structure includes: a tower support bracket, the tower being connected to the longitudinal beam via the tower support bracket, the tower support bracket having through holes, and the through holes being correspondingly arranged with weakening ribs.

[0021] In another embodiment of this application, the transition radius between the various surfaces of the tower body is small, which realizes the nonlinear transmission of collision force, so that the tower body is prone to failure at the transition edge, and the tower body is further crushed until it breaks and fails.

[0022] Furthermore, the tensile strength of the tower base support is 400-500 MPa.

[0023] The optional embodiments described above achieve the following technical effects: In a collision scenario, the tower support 30 needs to deform at an appropriate time to absorb energy, while ensuring that its deformation is predictable and controllable. Materials with tensile strength in the range of 400-500 MPa mean that when a certain preset stress level is reached, the tower support will initiate plastic deformation rather than brittle fracture, which is the ideal state for crushing energy absorption. The deformation of the tower support, together with the crushing of the longitudinal beam and the tower base, constitutes a comprehensive energy absorption system that can effectively manage and disperse the enormous energy generated by the collision.

[0024] According to another aspect of the embodiments of this application, a vehicle is provided, including a front body structure, wherein the front body structure is the aforementioned front body structure.

[0025] The embodiments of this application achieve the following technical effects: The longitudinal beam is equipped with weakening ribs, which are positioned along the height of the longitudinal beam. This allows the longitudinal beam to bend at the tower base under impact force, thereby causing the tower base to collapse and releasing longitudinal space (i.e., the space occupied by the longitudinal beam along its length). Further bending of the longitudinal beam further crushes the tower base until it breaks and fails. The longitudinal beam utilizes the longitudinal space occupied by the tower base (the space along the length of the longitudinal beam) to fully crush and absorb energy, solving the problem of insufficient longitudinal beam crushing during vehicle collisions with aluminum tower bases in existing technologies. Attached Figure Description

[0026] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0027] Figure 1 This is a schematic diagram of the front vehicle body structure provided in one embodiment of this application;

[0028] Figure 2 This is a schematic diagram of the structure of a longitudinal beam provided in one embodiment of this application;

[0029] Figure 3 This is a schematic diagram of the structure of a longitudinal beam provided in one embodiment of this application;

[0030] Figure 4 This is a schematic diagram of the structure of a longitudinal beam provided in one embodiment of this application;

[0031] Figure 5 This is a schematic diagram of the structure of a longitudinal beam provided in one embodiment of this application;

[0032] Figure 6 This is a schematic diagram of the structure of a tower base provided in one embodiment of this application;

[0033] Figure 7 This is a schematic diagram of the structure of a tower support provided in one embodiment of this application.

[0034] Explanation of reference numerals in the attached figures:

[0035] 10. Longitudinal beam; 11. Inner side plate; 110. Inner plate body; 1101. Weakening reinforcement; 1102. Concave reinforcement; 111. First flange; 112. Second flange; 12. Outer side plate; 120. Front section of outer plate body; 121. Weakening section; 122. Rear section of outer plate body;

[0036] 20. Tower base; 200. Tower base body; 21. Notch;

[0037] 30. Tower base support; 31. Through hole;

[0038] 40. Suspension support. Detailed Implementation

[0039] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0040] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0041] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0042] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0043] Combination Figures 1 to 7 As shown, according to a specific embodiment of this application, a front vehicle body structure is provided.

[0044] The present application provides a front vehicle body structure including a longitudinal beam 10 and a tower base 20. The longitudinal beam 10 is provided with a weakening rib 1101, and the length direction of the weakening rib 1101 is arranged along the height direction of the longitudinal beam 10. The tower base 20 is connected to the longitudinal beam 10 and is arranged close to the weakening rib 1101.

[0045] Compared to the closest prior art, the longitudinal beam 10 is specially designed with weakening ribs 1101. These ribs are positioned along the height of the longitudinal beam to guide it to bend at the tower base 20 under impact force, thereby causing the tower base 20 to collapse and releasing longitudinal space (i.e., the space along the length of the longitudinal beam 10). As the longitudinal beam 10 bends further, the tower base 20 further collapses until it fractures and fails. The longitudinal beam 10 utilizes the longitudinal space occupied by the tower base 20 (the space along the length of the longitudinal beam 10) to fully absorb energy through crushing.

[0046] Combination Figure 1 As shown, in this embodiment, the tower base 20 is positioned close to the weakening rib 1101 on the longitudinal beam 10, so that the tower base 20 can interact with the weakening rib 1101 during a collision. Through the structural deformation of the tower base 20 itself and the guidance of the weakening rib 1101, the longitudinal beam 10 is caused to undergo a preset crushing deformation near the position of the weakening rib 1101, thereby causing the tower base 20 to crush and thus more effectively absorb the collision energy.

[0047] In one embodiment of this application, there are multiple weakening ribs 1101, and the multiple weakening ribs 1101 are arranged at intervals along the length direction of the longitudinal beam 10.

[0048] The above-mentioned optional embodiments of this application achieve the following technical effects: during the collision process, the tower base 20 and the weakening rib 1101 work together to guide the orderly crushing of the longitudinal beam 10, further improving the energy absorption effect during the collision and reducing the impact force on the passenger compartment.

[0049] Furthermore, the longitudinal beam 10 includes an inner side plate 11 and an outer side plate 12. The inner side plate 11 is provided with a weakening rib 1101 and is connected to the tower base 20. The outer side plate 12 is connected to the inner side plate 11 and forms a cavity structure. The cross-sectional area of ​​the cavity structure varies along the length of the longitudinal beam 10.

[0050] The above-mentioned optional embodiments of this application achieve the following technical effects: through the dual mechanism of the weakening ribs on the inner side plate 11 and the variable cross-section cavity structure enclosed by the outer side plate 12, the present invention can achieve multi-level and orderly crushing of the longitudinal beam 10 in a collision accident, maximizing the absorption and dispersion of energy.

[0051] Combination Figure 2As shown, in this embodiment, the longitudinal beam 10 adopts a composite plate design, including an inner plate 11 and an outer plate 12. The two plates are joined by welding or other connection methods to form a reinforced cavity structure. The inner plate 11 is provided with weakening ribs 1101. These weakening ribs 1101 are designed to guide the orderly deformation inside the longitudinal beam 10 during a collision, thereby promoting more efficient energy absorption and transfer. The weakening ribs 1101 are directly connected to the tower base 20. When a collision force is applied, the interaction between the tower base 20 and the weakening ribs 1101 will cause the longitudinal beam 10 to crush according to a predetermined pattern, protecting the vehicle's passenger area from severe impact.

[0052] The cavity structure formed by the combination of the outer side plate 12 and the inner side plate 11 exhibits a gradual change in cross-sectional area along the length of the longitudinal beam 10, which can be either gradually decreasing or decreasing first and then increasing. This varying cross-sectional design strategy aims to achieve optimal energy absorption in different regions of the longitudinal beam 10. For example, at the front end of the longitudinal beam 10, where the vehicle is most likely to be impacted, the cross-sectional area is larger to provide more space for crush deformation and absorb a large amount of energy from the initial collision. As the longitudinal beam 10 extends rearward, the cross-sectional area gradually decreases to reduce weight, and then the cross-sectional area may increase again. This is to guide the uneven distribution of stress on the longitudinal beam 10 so as to achieve bending deformation at predictable locations.

[0053] Furthermore, the inner side plate 11 includes an inner plate body 110, a first wing plate 111, and a second wing plate 112. The inner plate body 110 is provided with weakening ribs 1101, and the distance between a portion of the outer side plate 12 and the inner plate body 110 varies. The first wing plate 111 is located on the upper part of the inner plate body 110 and is connected to the outer side plate 12 and the tower base 20. The second wing plate 112 is located on the lower part of the inner plate body 110 and is connected to the outer side plate 12. The second wing plate 112 is arranged opposite to the first wing plate 111. The first wing plate 111, the inner plate body 110, the second wing plate 112, and the outer side plate 12 form a cavity structure, and the cross-sectional area of ​​a portion of the cavity structure gradually decreases along the length of the longitudinal beam 10.

[0054] The above-mentioned optional embodiments of this application achieve the following technical effects: the cavity structure formed by the first wing plate 111, the inner plate body 110, the second wing plate 112, and the outer plate 12 has a gradually changing cross-sectional area along the length of the longitudinal beam 10. Specifically, the cross-sectional area of ​​the cavity gradually decreases in certain key areas. This design of reducing the cross-sectional area is to guide the uneven distribution of stress on the longitudinal beam 10, so as to achieve bending deformation at a predictable location, enabling it to more effectively cope with collision impacts of different directions and degrees.

[0055] Combination Figure 1 and Figure 2 As shown, the inner plate body 110 is provided with a concave rib 1102. The length direction of the concave rib 1102 is set along the length direction of the inner plate body 110, and the concave rib 1102 is set intersecting with the weakening rib 1101.

[0056] The above-described optional embodiments of this application achieve the following technical effects: the concave rib 1102 extends along the axis of the longitudinal beam 10, forming an intersecting arrangement with the weakening rib 1101. The intersecting arrangement of the concave rib 1102 and the weakening rib 1101 allows stress to concentrate at the location of the weakening rib 1101, thereby causing the longitudinal beam 10 to bend and deform at the location of the weakening rib 1101. Furthermore, combined with... Figure 1 As shown, in one embodiment of this application, the length direction of the concave rib 1102 is perpendicular to the length direction of the weakening rib 1101.

[0057] Combination Figures 3 to 5 As shown, the outer side plate 12 includes: a front section 120 of the outer plate body, a weakening section 121, and a rear section 122 of the outer plate body. The upper end of the front section 120 of the outer plate body is connected to the first wing plate 111, and the lower end of the front section 120 of the outer plate body is connected to the second wing plate 112. The upper end of the rear section 122 of the outer plate body is connected to the first wing plate 111, and the lower end of the rear section 122 of the outer plate body is connected to the second wing plate 112. The upper end of the weakening section 121 is connected to the first wing plate 111, and the lower end of the weakening section 121 is connected to the second wing plate 112. The front end of the weakening section 121 is connected to the rear end of the front section 120 of the outer plate body, and the rear end of the weakening section 121 is connected to the front end of the rear section 122 of the outer plate body. The distance between at least a portion of the weakening section 121 and the inner plate body 110 is gradually decreasing.

[0058] The above-mentioned optional embodiments of this application achieve the following technical effects: When a collision occurs, the weakened segment 121, as a stress concentration guide point, begins to deform in response to the collision force, forming the first bending point. As the deformation progresses, the distance between the weakened segment 121 and the inner plate body 110 gradually decreases, guiding the outer plate 12 and the inner plate 11 to form a more compact deformation. The tower base 20 and the weakening rib 1101 work together to guide the orderly crushing of the longitudinal beam 10, forming a second bending point at the weakening rib 1101, which in turn leads to the crushing of the tower base 20. This deformation mode helps to achieve more efficient crushing energy absorption.

[0059] Combination Figure 4 and Figure 5As shown, specifically, the front section 120 of the outer panel body, the weakened section 121, and the rear section 122 of the outer panel body are arranged in sequence along the axial direction of the outer side plate 12. The weakened section 121 serves as a guiding point for stress concentration and starts to deform in response to the collision force, forming the first bending point. The rear section 122 of the outer panel body is arranged close to the weakened rib 1101, optimizing the energy absorption characteristics of the longitudinal beam 10 and forming the second bending point at the weakened rib 1101, so that the longitudinal beam 10 forms a structure similar to a "Z" shape, ensuring that the collision energy is transmitted and absorbed along a predetermined path. [[ID=?]] [[ID=?]]

[0060] Combined with [[ID=?]] Figure 6 As shown, the tower base 20 includes a tower base body 200. The tower base body 200 is connected to the longitudinal beam 10, and the tower base body 200 is provided with a notch 21, and the notch 21 is arranged corresponding to the weakened rib 1101. [[ID=?]] [[ID=?]]

[0061] The above optional embodiments of the present application achieve the following technical effects: In the case of a collision, the weakened rib 1101 takes the lead in causing plastic deformation of the longitudinal beam and absorbs the primary collision energy. At the same time, the tower base notch 21 corresponding to the weakened rib 1101 becomes another key point for stress concentration and deformation. When the longitudinal beam 10 starts to deform at the weakened rib 1101, the stress on the material at the tower base notch 21 increases, prompting the tower base 20 to start to fail at this preset point, that is, plastic deformation or fracture occurs at the notch 21. This process not only consumes the collision energy, but also provides additional deformation space for the further crushing and energy absorption of the longitudinal beam 10 by releasing the longitudinal space occupied by the tower base 20, optimizing the energy absorption path. The corresponding setting of the notch 21 and the weakened rib 1101 realizes the effective transmission and absorption of the collision force between the longitudinal beam and the tower base, improving the controllability and safety of the entire front structure during a collision. [[ID=?]] [[ID=?]]

[0062] In another embodiment of the present application, the tower base body 200 is further provided with a weight reduction hole, and the weight reduction hole is arranged corresponding to the notch 21, further realizing the guidance of the tower base 20 to fail at the preset point. The included angle between the top surface and each side surface of the tower base body 200 is less than or equal to 135°. The projection of the tower base body 200 in the width direction forms a structure similar to a "ji". Moreover, the transition radius between the top surface and each side surface of the tower base body 200 is relatively small, which can be set to 8 - 12 mm and can be set to 10 mm in a specific embodiment. Such a setting realizes the non-linear transmission of the collision force, so that the tower base body 200 is prone to fail at the transition edge, realizing the further crushing of the tower base body 200 until it fails by fragmentation. [[ID=?]] [[ID=?]]

[0063] Combined with [[ID=?]] Figure 7 As shown, the front body structure includes: a tower base bracket 30. The tower base 20 is connected to the longitudinal beam 10 through the tower base bracket 30. The tower base bracket 30 has a through hole 31, and the through hole 31 is arranged corresponding to the weakened rib 1101. [[ID=?]] [[ID=?]]

[0064] The above-mentioned optional embodiments of this application achieve the following technical effects: Under normal circumstances, the through hole 31 helps to reduce the weight of the tower support 30, which is in line with the trend of lightweight automotive design. In a collision event, the correspondence between the through hole 31 and the weakening rib 1101 allows the collision force to be guided through the through hole 31 when transmitted to the tower support, achieving more orderly and controllable deformation. The weakening rib 1101 serves as a preset deformation trigger point; when the collision force reaches a certain threshold, the material around the weakening rib 1101 begins to plastically deform, absorbing the collision energy. At this time, the through hole 31 of the tower support 30 corresponding to the position of the weakening rib 1101, by changing the stress distribution around it, promotes the crushing of the tower support 30 under the action of the collision force, thereby affecting the deformation behavior of the tower support 20.

[0065] Combination Figure 1 and Figure 7 As shown, there can be two through holes 31. The through hole 31 on the side away from the front section 120 of the outer plate body is correspondingly set with the weakening rib 1101. The corresponding design of the through hole 31 and the weakening rib 1101 enables the collision energy to be concentrated and absorbed along the preset path, avoiding energy loss and unnecessary damage to the structure.

[0066] Furthermore, the tensile strength of the tower base support 30 is 400-500 MPa.

[0067] The optional embodiments described above achieve the following technical effects: In a collision scenario, the tower support 30 needs to deform at an appropriate time to absorb energy, while ensuring that its deformation is predictable and controllable. Materials with tensile strength in the range of 400-500 MPa mean that when a certain preset stress level is reached, the tower support will undergo plastic deformation rather than brittle fracture, which is the ideal state for crushing energy absorption. The deformation of the tower support, together with the crushing of the longitudinal beam and the tower base, constitutes a comprehensive energy absorption system that can effectively manage and disperse the enormous energy generated by the collision.

[0068] Combination Figure 1 As shown, the front body structure includes a suspension bracket 40, which is connected to the first wing 111. The suspension bracket 40 is located near the weakened section 121. Due to the rigidity of the suspension bracket 40, the longitudinal beam 10 is not easy to bend at the rear section 122 of the outer body, but is easy to bend at the weakened section 121, so that the longitudinal beam 10 forms a "Z"-shaped structure, ensuring that the collision energy is transmitted and absorbed according to the predetermined path.

[0069] The above-described optional embodiments of this application achieve the following technical effects:

[0070] 1) The longitudinal beam 10 is specially designed with weakening ribs 1101, which are set along the height direction of the longitudinal beam. Under the action of impact force, the weakening ribs 1101 guide the longitudinal beam to bend at the position of the tower base 20, thereby realizing the collapse of the tower base 20 and releasing the longitudinal space (i.e., the space occupied by the longitudinal beam 10 in the length direction). The longitudinal beam 10 bends further, and the tower base 20 is further crushed until it breaks and fails. The longitudinal beam 10 fully absorbs energy by crushing the longitudinal space occupied by the tower base 20 (the space in the length direction of the longitudinal beam 10).

[0071] 2) Through the dual mechanism of the weakening rib 1101 on the inner plate 11 and the variable cross-section cavity structure enclosed by the outer plate 12, the present invention can achieve multi-stage, orderly crushing of the longitudinal beam 10 in a collision accident, maximizing energy absorption and dispersion. When a collision occurs, the weakening segment 121, as a stress concentration guide point, responds to the collision force and begins to deform, forming the first bending point. The tower base 20 and the weakening rib 1101 work together to guide the orderly crushing of the longitudinal beam 10, forming the second bending point at the weakening rib 1101. As the deformation proceeds, the distance between the weakening segment 121 and the inner plate body 110 gradually decreases, guiding the outer plate 12 and the inner plate 11 to form a more compact deformation. This deformation mode helps to achieve more efficient crushing energy absorption.

[0072] 3) The concave reinforcement 1102 extends along the axis of the longitudinal beam 10 and forms an intersecting arrangement with the weakening reinforcement 1101. The intersecting arrangement of the concave reinforcement 1102 and the weakening reinforcement 1101 is designed to concentrate stress at the position of the weakening reinforcement 1101, thereby causing the longitudinal beam 10 to bend and deform at the position of the weakening reinforcement 1101.

[0073] 4) The through hole 31 of the tower support 30 corresponding to the position of the weakening rib 1101, by changing the stress distribution around it, promotes the crushing of the tower support 30 under the action of the impact force, thereby affecting the deformation behavior of the tower 20.

[0074] This application also provides a vehicle, including a front body structure, which is the front body structure described in the above embodiments.

[0075] In this application, "multiple" refers to two or more.

[0076] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" 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 based on the specific circumstances.

[0077] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0078] 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.

[0079] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

Claims

1. A front vehicle body structure, characterized in that, include: The longitudinal beam (10) is provided with a weakening rib (1101), the length direction of which is along the height direction of the longitudinal beam (10); Tower base (20), which is connected to the longitudinal beam (10), and the tower base (20) is located near the weakening rib (1101).

2. The front vehicle body structure according to claim 1, characterized in that, There are multiple weakening ribs (1101), and the multiple weakening ribs (1101) are arranged at intervals along the length direction of the longitudinal beam (10).

3. The front vehicle body structure according to claim 1, characterized in that, The longitudinal beam (10) includes: Inner side plate (11), the inner side plate (11) is provided with the weakening rib (1101), the inner side plate (11) is connected to the tower base (20); An outer side plate (12) is connected to the inner side plate (11) and forms a cavity structure. The cross-sectional area of ​​the cavity structure varies along the length of the longitudinal beam (10).

4. The front vehicle body structure according to claim 3, characterized in that, The inner side plate (11) includes: The inner plate body (110) is provided with the weakening rib (1101), and the distance between part of the outer plate (12) and the inner plate body (110) is varied. The first wing plate (111) is disposed on the upper part of the inner plate body (110), the first wing plate (111) is connected to the outer plate (12), and the first wing plate (111) is connected to the tower base (20). The second wing plate (112) is disposed at the lower part of the inner plate body (110), the second wing plate (112) is connected to the outer plate (12), and the second wing plate (112) is disposed opposite to the first wing plate (111); The first wing plate (111), the inner plate body (110), the second wing plate (112), and the outer plate (12) are arranged to form the cavity structure.

5. The front vehicle body structure according to claim 4, characterized in that, The inner plate body (110) is provided with a concave rib (1102), the length direction of the concave rib (1102) is arranged along the length direction of the inner plate body (110), and the concave rib (1102) is arranged intersecting with the weakening rib (1101).

6. The front vehicle body structure according to claim 4, characterized in that, The outer side plate (12) includes: The front section (120) of the outer panel body is connected to the first wing plate (111) at its upper end and to the second wing plate (112) at its lower end. The rear section (122) of the outer panel body, the upper end of the rear section (122) of the outer panel body is connected to the first wing plate (111), and the lower end of the rear section (122) of the outer panel body is connected to the second wing plate (112); The weakened section (121) is connected to the first wing plate (111) at its upper end and to the second wing plate (112) at its lower end. The front end of the weakened section (121) is connected to the rear end of the front section (120) of the outer plate body and the rear end of the weakened section (121) is connected to the front end of the rear section (122) of the outer plate body. The distance between at least a portion of the weakened section (121) and the inner plate body (110) is gradually reduced.

7. The front vehicle body structure according to any one of claims 1-6, characterized in that, The tower base (20) includes The tower base body (200) is connected to the longitudinal beam (10). The tower base body (200) is provided with a notch (21), which is provided in correspondence with the weakening rib (1101).

8. The front vehicle body structure according to claim 7, characterized in that, The front body structure includes: The tower base support (30) is connected to the longitudinal beam (10) through the tower base support (30). The tower base support (30) has a through hole (31), which is provided corresponding to the weakening rib (1101).

9. The front vehicle body structure according to claim 8, characterized in that, The tensile strength of the tower support (30) is 400-500 MPa.

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

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