Vehicle body front structure and vehicle

Abstract

A vehicle body front structure and a vehicle. The vehicle body front structure comprises an upper-layer force transmission system (1), a middle-layer force transmission system (2) and a lower-layer force transmission system (3). A middle support frame (41), front sections of upper-side beam front-section assemblies (13) and front hub housing assemblies (42) are sequentially provided from front to rear between the upper-layer force transmission system (1) and the middle-layer force transmission system (2); and front collision connectors (43), a longitudinal beam front mounting seat (44) and a longitudinal beam rear mounting seat (45) are sequentially provided from front to rear between the middle-layer force transmission system (2) and the lower-layer force transmission system (3). The vehicle body front structure forms a force transmission system of a spatial three-dimensional mesh structure, which enables energy and deformation to be directly transmitted and dispersed among the upper-layer force transmission system (1), the middle-layer force transmission system (2) and the lower-layer force transmission system (3), such that during a collision process, an entire vehicle behaves like a flat wall that gradually collapses and translates towards the rear; therefore, a vehicle body has a stronger load-bearing capacity, more energy is absorbed within an effective distance, and the force transmission is more stable and smooth.

Description

Front structure of the vehicle body and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202410779577.0, filed on June 17, 2024, entitled "Front-end Structure and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This invention relates to the field of vehicle body structure technology, specifically to a front body structure and a vehicle. Background Technology

[0003] With the development of the automotive industry, vehicle safety performance is receiving increasing attention. On July 1, 2024, the new version of the CNCAP regulations will be officially implemented. Among the changes, the frontal 100% overlap rigid barrier crash test speed has been increased from 50 (±1) km / h in the 2021 version to 55 (+1) km / h; CIASI 2023 has revised the chest evaluation index for second-row child dummies, and the 64 kPH small offset crash test is conducted on both sides, with an additional passenger dummy on the right side. A new MPDB test condition has also been added to the frontal crash test. These improvements in standards allow for the evaluation of vehicle structure, restraint systems, and occupant protection performance, placing higher demands on vehicle body structure design and requiring more scientific and targeted design.

[0004] Meanwhile, electric vehicles are developing rapidly. They lack engines, and their front-end structures are very different from those of traditional fuel vehicles. The front-end frame and cooling system radiator of fuel vehicles have been weakened or removed in the front-end structure of electric vehicles. The strategy for vehicle body structure design to cope with crash tests also needs to be re-formulated. In the process of frontal collision of electric vehicles, especially in the frontal MPDB condition, the uniformity of barrier deformation is still difficult to achieve a good effect.

[0005] Summary of the Invention

[0006] One objective of this invention is to provide a front structure and vehicle body to solve the technical problem of poor barrier deformation uniformity during a frontal collision in the prior art; another objective is to provide a vehicle body.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0008] A front structure for a vehicle body, comprising:

[0009] The upper force transmission system includes the front headlight bracket assembly, headlight bracket connector, rear section of the front section of the upper beam assembly, and rear retaining area arranged sequentially from front to back;

[0010] The mid-level force transmission system includes, from front to back, the front collision crossbeam assembly, the cabin longitudinal beam assembly, and the rear retaining area;

[0011] The lower force transmission system includes, from front to back, a pedestrian protection crossbeam assembly, a subframe front crossbeam assembly, and the rear retaining area;

[0012] Between the upper force transmission system and the middle force transmission system, a middle support frame, the front section of the upper side beam front section assembly, and the front wheel hub assembly are arranged sequentially from front to back. Between the middle force transmission system and the lower force transmission system, a front collision connector, a longitudinal beam front mounting seat, and a longitudinal beam rear mounting seat are arranged sequentially from front to back.

[0013] Through the above technical means, the front structure of the vehicle body forms a spatial three-dimensional mesh-like force transmission system. Firstly, the front structure of the vehicle body is arranged along the Z-axis with an upper, middle, and lower force transmission system. The upper and middle force transmission systems are connected in the Z-axis direction via the central support frame, the front section of the upper side beam assembly, and the front wheel hub assembly. The middle and lower force transmission systems are connected in the Z-axis direction via the front collision connector, the front mounting base of the longitudinal beam, and the rear mounting base of the longitudinal beam. This mesh structure allows energy and deformation to be directly transferred and dispersed between the upper, middle, and lower force transmission systems. During a collision, the entire vehicle acts like a flat wall, gradually collapsing and shifting rearward, resulting in a stronger load-bearing capacity, greater energy absorption over an effective distance, and more stable and smooth force transmission. Secondly, the network system formed by the upper, middle, and lower force transmission systems arranged along the Z-axis of the front structure of the vehicle body creates three areas along the X-axis: a front energy absorption area, a middle energy dissipation area, and a rear energy retention area. Specifically, the rear section of the headlight bracket assembly and the front section of the upper side beam assembly in the upper force transmission system; the front section of the front collision crossbeam assembly and the engine compartment longitudinal beam assembly in the middle force transmission system; the front section of the pedestrian protection crossbeam assembly and the subframe front crossbeam assembly in the lower force transmission system; and the front end assembly of the upper side beam together form the front energy absorption area. The front end of this area... Upon contact with the barrier, the front energy-absorbing zone fully deforms to absorb the first wave of energy. The rear section of the upper side beam assembly of the upper force transmission system, the middle section of the engine compartment longitudinal beam assembly of the middle force transmission system, the rear section of the subframe front crossbeam assembly of the lower force transmission system, and the front wheel hub assembly together form the central energy-dissipating zone. This zone absorbs and unloads most of the remaining energy through increased body strength. The rear retaining zone is designed with maximum body strength to absorb residual energy and resist deformation, reducing the intrusion into the passenger compartment area during a collision to meet regulatory requirements.

[0014] Furthermore, the middle support frame is disposed between the headlight bracket assembly and the front collision beam assembly, the front collision connector is disposed between the front collision beam assembly and the pedestrian protection beam assembly, and the longitudinal beam front mounting seat is disposed between the engine compartment longitudinal beam assembly and the subframe front crossbeam assembly.

[0015] Through the above technical means, the central support frame assembly achieves the Z-axis connection between the upper and middle force transmission systems in the front energy absorption zone. During a collision, the headlight bracket assembly, together with the front bumper and front hood assembly mounted on it, can form a mesh-like protective barrier to achieve high X-axis collision energy absorption and assist in meeting the needs of pedestrian protection. The front collision connector achieves the Z-axis connection between the middle and lower force transmission systems in the front energy absorption zone. The longitudinal beam front mounting seat achieves the Z-axis connection between the middle and lower force transmission systems in the transition area between the front energy absorption zone and the central energy dissipation zone. This creates a three-dimensional frame structure between the engine compartment longitudinal beam assembly and the subframe front crossbeam assembly, ensuring energy transfer and absorption during the collision process, while also ensuring uniform and stable deformation of the vehicle body during the collision.

[0016] Furthermore, the upper section of the front wheel hub assembly is connected to both the front section of the upper side beam assembly and the rear section of the upper side beam assembly, the lower section of the front wheel hub assembly is connected to the engine compartment longitudinal beam assembly, and the rear section of the front wheel hub assembly is connected to the rear retaining area.

[0017] Through the above technical means, the wheel hub assembly, as a structure with a large coverage area in the front structure of the vehicle body, can make full use of its connection between the upper and lower force transmission systems in the Z direction and the connection between the middle energy dissipation zone and the rear holding zone in the X direction. This allows the three-dimensional network structure of the front structure of the vehicle body to take shape in the middle and rear areas, and can make full use of the advantage of the large coverage area of ​​the front wheel hub assembly to promote the energy absorption target of the middle energy dissipation zone.

[0018] Furthermore, the rear retaining area includes the rear section assembly of the upper side beam, the rear part of the engine compartment longitudinal beam assembly, the front bulkhead, the A-pillar, and the front subframe assembly. The front bulkhead is disposed between the left and right A-pillars. The two ends of the rear section assembly of the upper side beam are respectively connected to the upper section of the front wheel hub assembly and the A-pillar. The rear part of the engine compartment longitudinal beam assembly is connected to the front bulkhead and the front subframe. The front subframe assembly is located between the front bulkhead and the front crossbeam assembly of the subframe.

[0019] Through the above technical means, the rear retaining area forms a frame structure, which makes the front structure of the vehicle body have greater body strength in this area, and can form a stable energy retention area to absorb residual energy during the collision to resist deformation and reduce the amount of intrusion into the passenger compartment area during the collision.

[0020] Furthermore, the upper end of the rear mounting bracket of the longitudinal beam is connected to the engine compartment longitudinal beam assembly, and the lower end of the rear mounting bracket of the longitudinal beam is connected to the front subframe assembly.

[0021] Through the above technical means, the rear mounting bracket of the longitudinal beam realizes the Z-direction connection between the middle and lower force transmission systems in the rear retaining area, so that the engine compartment longitudinal beam assembly and the subframe assembly in the rear retaining area form a three-dimensional frame structure, which can disperse the energy of the engine compartment longitudinal beam assembly to the lower force transmission system, avoid the root bending of the engine compartment longitudinal beam assembly, and thus reduce the amount of front panel intrusion in a collision.

[0022] Furthermore, the headlight bracket assembly has a C-shaped structure, including a left bracket, a middle bracket, and a right bracket connected in sequence. The left bracket is connected to the front section of the upper beam assembly on the left side through the headlight bracket connector. The right bracket is connected to the front section of the upper beam assembly on the right side through the headlight bracket connector. The middle bracket is connected to the front collision beam assembly through the middle support frame.

[0023] Through the above technical means, after the C-shaped headlight bracket assembly is impacted, the energy can be evenly transferred to the front section of the upper beam on both sides in the Y direction through the left and right brackets.

[0024] Furthermore, a grid-like energy-dissipating area is provided at the connection between the rear section of the upper beam assembly and the A column.

[0025] Through the above technical means, the grid-shaped energy-dissipating area designed at the connection between the rear section of the upper beam assembly and the A-pillar can ensure that the rear section of the upper beam assembly bends locally in this area during a collision, absorbing the residual energy transmitted to the rear area by the upper force transmission system. This can prevent the rear section of the upper beam assembly from damaging the A-pillar and intruding into the passenger compartment during a collision, while also ensuring that the upper beam of the A-pillar in the passenger compartment does not bend.

[0026] Furthermore, the front collision beam assembly includes a front collision beam, an energy-absorbing box, and a front collision rear mounting plate. There are two energy-absorbing boxes and two front collision rear mounting plates. The two energy-absorbing boxes are located at both ends of the front collision beam in the Y direction. The front collision rear mounting plate is located at the end of the energy-absorbing box away from the front collision beam. The front collision rear mounting plate is connected to both the front section of the upper beam assembly and the cabin longitudinal beam assembly.

[0027] Using the above technical means, the front collision beam and energy-absorbing box are used to absorb the first wave of energy of the collision, completing the energy absorption target of the front energy-absorbing zone in the middle layer force transmission system. The front collision rear mounting plate is connected to the front section assembly of the upper beam and the cabin longitudinal beam assembly at the same time, which can realize the transfer of part of the energy of the middle layer force transmission system to the upper layer force transmission system through the front section assembly of the upper beam. The force transmission path will be divided into two paths. One force transmission path is based on the height of the front collision beam and transmits horizontally to the cabin longitudinal beam assembly in the X direction. The other force transmission path will merge with the upper layer force transmission system through the front end of the front section assembly of the upper beam. Since the front section assembly of the upper beam is a structure that extends backward and upward at an angle, it forms a Y-shaped mesh path of about 50°, making the force transmission path more continuous and stable.

[0028] Furthermore, the front-collision rear mounting plate is convex in shape, and includes a main body and a protruding part. The protruding part is located on the outer side of the main body in the Y direction. The energy-absorbing box and the cabin longitudinal beam assembly are both connected to the main body, and the front section assembly of the upper beam is connected to the protruding part.

[0029] By employing the above technical means, the connection between the energy-absorbing box and the nacelle longitudinal beam assembly and the main body ensures that the force transmission path from the front collision beam assembly to the nacelle longitudinal beam assembly is the primary force transmission path. The connection between the front section assembly of the upper beam and the protrusion makes the force transmission path from the front collision beam assembly to the front end assembly of the upper beam an auxiliary force transmission path. Thus, the front collision beam assembly and the nacelle longitudinal beam assembly absorb most of the collision energy in the primary path, while a small portion of the energy is transferred to the front section assembly of the upper beam and the front wheel hub assembly for absorption through the auxiliary force transmission path.

[0030] Furthermore, the engine compartment longitudinal beam assembly includes a front mounting plate for the longitudinal beam, an engine compartment longitudinal beam, and an outer plate for the engine compartment longitudinal beam. The engine compartment longitudinal beam includes an upper wall panel, an inner wall panel, and a lower wall panel connected in sequence. The cross-section of the engine compartment longitudinal beam perpendicular to the X-direction is U-shaped, and the opening of the U-shaped cross-section of the engine compartment longitudinal beam faces outward of the vehicle. The outer plate for the engine compartment longitudinal beam is connected to the outer side of the engine compartment longitudinal beam. The front mounting plate for the longitudinal beam is connected to the front end of the engine compartment longitudinal beam and is connected to the front-rear mounting plate.

[0031] Through the above technical means, the cabin longitudinal beam and the outer plate of the cabin longitudinal beam together form a cavity structure, which improves the strength of the cabin longitudinal beam assembly. The connection between the front mounting plate of the longitudinal beam and the front collision rear mounting plate can realize the stable rearward transmission of the energy of the front collision beam assembly along the X direction.

[0032] Furthermore, a first longitudinal beam guide rib is provided on the inner wall panel of the engine compartment longitudinal beam, and a first outer plate guide rib is provided on the outer plate of the engine compartment longitudinal beam. The extension direction of the first longitudinal beam guide rib and the first outer plate guide rib is along the Z direction, and the protrusion direction of the first longitudinal beam guide rib and the first outer plate guide rib is facing inward. The first longitudinal beam guide rib and the first outer plate guide rib on the same engine compartment longitudinal beam assembly are at the same position in the X direction.

[0033] With the above technical means, both the first longitudinal beam guide rib and the first outer plate guide rib are used as energy-absorbing guide ribs, and their X-direction positions are consistent. When the engine compartment longitudinal beam assembly guides collision energy, the engine compartment longitudinal beam and the engine compartment longitudinal beam outer plate will tend to bend and deform inward in the area where the first longitudinal beam guide rib and the first outer plate guide rib are located. This area is the first bending zone. When the collision energy guided by the engine compartment longitudinal beam assembly exceeds the preset load in this area, the engine compartment longitudinal beam assembly will form a V-shaped bend inward in the first bending zone, preventing the engine compartment longitudinal beam assembly from continuing to collapse backward and avoiding the engine compartment longitudinal beam assembly from damaging the front panel and invading the passenger compartment.

[0034] Furthermore, a second longitudinal beam guide rib is provided on the inner wall panel of the engine compartment longitudinal beam, and a second outer plate guide rib is provided on the outer plate of the engine compartment longitudinal beam. The extension direction of the second longitudinal beam guide rib and the second outer plate guide rib is along the Z direction, and the protrusion direction of the second longitudinal beam guide rib and the second outer plate guide rib is facing outward. The second longitudinal beam guide rib and the second outer plate guide rib on the same engine compartment longitudinal beam assembly are at the same position in the X direction, and the second longitudinal beam guide rib is located behind the first longitudinal beam guide rib.

[0035] Using the above technical means, the engine compartment longitudinal beams and outer panels will tend to bend outwards in the areas where the second longitudinal beam guide ribs and the second outer panel guide ribs are located. This area is the second bending zone. When the collision energy guided by the engine compartment longitudinal beam assembly exceeds the preset load in this area, the engine compartment longitudinal beam assembly will form a V-shaped bend outwards in the second bending zone, preventing the engine compartment longitudinal beam assembly from continuing to collapse backwards and avoiding damage to the front panel and subsequent intrusion into the passenger compartment. By forming the first and second bending zones with opposite bending directions, the engine compartment longitudinal beam assembly can achieve two V-shaped stacked bends, first inwards and then outwards, ultimately forming a Z-shaped collapse, completing the energy absorption target of the central energy dissipation zone in the middle force transmission system.

[0036] Furthermore, deformation guide holes are provided on the upper and / or lower walls of the cabin longitudinal beams, and the deformation guide holes are directly opposite the guide ribs of the first or second longitudinal beams in the Y direction.

[0037] Using the above technical means, deformation guide holes are set in the first or second bending zone. Their function is the same as that of guide ribs, which are used to guide the bending deformation of the engine room longitudinal beam assembly. Through the coordinated cooperation of deformation guide holes and guide ribs, deformation can be completed in the bending zone according to the preset shape.

[0038] Furthermore, an internal reinforcing plate is provided within the cavity formed by the longitudinal beam and the outer plate of the longitudinal beam. The internal reinforcing plate includes a front plate, a middle plate, and a rear plate connected in sequence. The middle plate is fitted and connected to the outer plate of the longitudinal beam. The end of the front plate away from the middle plate is connected to the inner wall plate of the longitudinal beam. The end of the rear plate away from the middle plate is connected to the inner wall plate of the longitudinal beam.

[0039] Through the above technical means, the internal reinforcing plate of the longitudinal beam designed inside the nacelle longitudinal beam assembly can effectively support the cavity formed by the nacelle longitudinal beam and the outer plate of the nacelle longitudinal beam. This allows the front section of the nacelle longitudinal beam assembly to absorb the second wave of energy transmitted from the front collision beam assembly during the deformation process under the reinforcement of the internal reinforcing plate, thus promoting the nacelle longitudinal beam assembly to achieve the energy dissipation target of the middle force transmission system in the middle energy dissipation zone.

[0040] Furthermore, the distance between the front plate and the rear plate gradually decreases in the Y direction from the inside to the outside.

[0041] Through the above technical means, the structure is designed so that the internal reinforcing plate of the longitudinal beam and the cabin longitudinal beam together form a trapezoidal cross-section, which can provide more effective support for the cavity formed by the cabin longitudinal beam and the outer plate of the cabin longitudinal beam. Moreover, this design can achieve a sufficiently long span in the X direction with relatively few plates.

[0042] Furthermore, the middle section plate is provided with a box-shaped limiting plate with four flanges.

[0043] Using the above technical means, the box-shaped limiting plate is set in the middle of the internal reinforcing plate of the longitudinal beam, which can further improve the structural strength of the internal reinforcing plate of the longitudinal beam. The box-shaped limiting plate can be regarded as the beginning of the rear retaining zone in the middle force transmission system, and can prevent or limit the continued rearward collapse of the cabin longitudinal beam assembly during a collision.

[0044] Furthermore, the left and right nacelle longitudinal beam assemblies are connected by a nacelle main crossbeam assembly, which is located behind the guide rib of the second longitudinal beam.

[0045] Through the above technical means, the main crossbeam assembly of the cabin is located behind the guide rib of the second longitudinal beam. The collapse of the cabin longitudinal beam assembly is restricted by the guide rib of the second longitudinal beam, the guide rib of the second outer plate, and the deformation guide hole in the second bending zone. Furthermore, the cabin main crossbeam assembly forms a stable frame structure on the left and right sides behind the second bending zone. This can fully maintain the structural stability of the root of the cabin main crossbeam assembly, avoid bending at the root of the cabin longitudinal beam assembly, and reduce the amount of intrusion into the front panel during a collision.

[0046] Furthermore, the rear retaining area also includes a reinforcing beam in the front wall panel extending along the Y direction. The reinforcing beam in the front wall panel is fixed to the front wall panel, and its two ends are respectively connected to the left and right A columns.

[0047] Through the above technical means, the reinforcing beam in the front bulkhead, the front bulkhead, and the two left and right A-pillars further form a large frame structure, improving the integrity and structural strength of the rear retaining area structure. In addition, the reinforcing beam in the front bulkhead can serve as a connection point for the engine room longitudinal beam assembly, reducing the risk of intrusion when the engine room longitudinal beam assembly is connected to the front bulkhead alone.

[0048] Furthermore, the rear of the cabin longitudinal beam assembly is connected to the reinforcing beam in the front bulkhead. A front longitudinal beam support plate is provided at the connection between the cabin longitudinal beam assembly and the reinforcing beam in the front bulkhead. The front longitudinal beam support plate is connected to both the cabin longitudinal beam assembly and the reinforcing beam in the front bulkhead, forming a triangular structure at the connection.

[0049] Through the above technical means, the connection area between the front longitudinal beam support plate, the cabin longitudinal beam assembly, the reinforcing beam in the front bulkhead, and the front bulkhead forms a small frame in the rear retaining zone. This can further prevent bending at the root of the cabin longitudinal beam assembly, reduce the amount of intrusion into the front bulkhead during a collision, and help achieve the energy absorption target of the middle layer force transmission system in the rear retaining zone.

[0050] Furthermore, the front collision connector is an L-shaped connecting plate. There are two L-shaped connecting plates, which are respectively located at both ends of the pedestrian protection beam assembly. The first plate surface of the L-shaped connecting plate, which is perpendicular to the Z direction, is connected to the pedestrian protection beam assembly. The second plate surface of the L-shaped connecting plate, which is perpendicular to the X direction, is connected to both the subframe front beam assembly and the front collision beam assembly.

[0051] Through the above technical means, the L-shaped connecting plate serves as both an X-direction connection between the pedestrian protection beam assembly and the front subframe beam support assembly within the lower force transmission system, and a Z-direction connection between the lower and middle force transmission systems. This allows the front energy absorption zone of the lower and middle layers to form a three-dimensional network structure, thereby improving the energy absorption effect.

[0052] Furthermore, the pedestrian protection beam assembly is located in front of the front collision beam assembly in the X direction.

[0053] Using the above technical means, this structure can effectively meet the requirements of pedestrian protection leg type tests and improve the pedestrian protection performance of the structure.

[0054] Furthermore, the subframe front crossbeam assembly includes a subframe longitudinal beam, a subframe front crossbeam, a support tube, and a subframe rear crossbeam. Two subframe longitudinal beams are provided, each including a front section and a rear section connected to each other. The front section of the longitudinal beam extends along the X-direction, and the distance between the two rear sections gradually decreases from front to rear. The subframe front crossbeam is connected to the rear ends of the two front sections of the longitudinal beams, and the subframe rear crossbeam is connected to the rear ends of the two rear sections of the longitudinal beams. The support tube is U-shaped and located within the space formed by the rear sections of the longitudinal beams, the subframe front crossbeam, and the subframe rear crossbeam. Both ends of the support tube are connected to both ends of the subframe rear crossbeam, and the middle section of the support tube is connected to the middle section of the subframe front crossbeam.

[0055] Through the above technical means, the rear sections of the longitudinal beams on the left and right sides of the subframe front crossbeam assembly, the subframe front crossbeam, and the subframe rear crossbeam form a trapezoidal frame structure. The U-shaped support tubes are connected to the subframe front crossbeam and the subframe rear crossbeam respectively within the space of the trapezoidal frame structure, which further improves the structural stability of the subframe front crossbeam assembly and enhances the energy dissipation effect of the energy dissipation zone in the middle of the lower force transmission system.

[0056] Furthermore, a number of energy-absorbing guide ribs are provided on the front section of the longitudinal beam, and the energy-absorbing guide ribs extend along the Y direction.

[0057] Using the above technical means, the front sections of the left and right longitudinal beams of the subframe front crossbeam assembly are designed as straight structures extending along the X direction, and are also designed with energy-absorbing guide ribs. During a collision, the front section of the longitudinal beam can be effectively compressed, making the front section of the longitudinal beam an energy-absorbing part.

[0058] Furthermore, an inner plate is provided at the front end of the subframe longitudinal beam, and the inner plate is connected to the second plate surface of the L-shaped connecting plate.

[0059] Through the above technical means, the inner plate and the L-shaped connecting plate realize the front-to-back connection of the pedestrian protection crossbeam assembly and the subframe front crossbeam assembly, thus achieving the energy absorption target of the front energy absorption zone in the lower force transmission system.

[0060] Furthermore, a reinforcing plate is provided inside the rear section of the longitudinal beam.

[0061] Through the above technical means, the reinforcing plates arranged inside the rear section of the longitudinal beam of the subframe front crossbeam assembly are used to strengthen the rear sections of the longitudinal beams on both sides, enhance the structural strength of the rear area of ​​the subframe front crossbeam assembly, and improve the energy dissipation effect of the central energy dissipation zone.

[0062] Furthermore, the two ends of the front crossbeam of the subframe extend to the left and right sides of the subframe longitudinal beam to form a small offset collision section. The small offset collision section bends backward and forms a triangular area with the subframe longitudinal beam on the rear side. A reinforcing member is provided in the triangular area, and the reinforcing member is connected to both the small offset collision section and the subframe longitudinal beam.

[0063] Through the above technical means, in small offset collisions, the small offset collision section extending from the subframe longitudinal beam allows the subframe front crossbeam to participate in energy absorption, thereby dispersing the collision energy through the subframe front crossbeam assembly, improving the experimental effect of small offset collisions and reducing the degree of damage to occupants and the vehicle. The reinforcement within the triangular area can reduce the deformation of the small offset collision section after impact in a small offset collision, and can also transfer the collision energy to the subframe longitudinal beam with the help of the reinforcement.

[0064] Furthermore, one end of the front mounting bracket of the longitudinal beam is connected to the engine compartment longitudinal beam assembly, and the other end of the front mounting bracket of the longitudinal beam is connected to the subframe longitudinal beam, and the connection point between the front mounting bracket of the longitudinal beam and the subframe longitudinal beam is located on the rear side of the front crossbeam of the subframe.

[0065] Through the above technical means, the subframe front crossbeam assembly and the engine compartment longitudinal beam assembly are connected via the longitudinal beam front mounting bracket. This synchronizes the force transmission paths of the entire central energy dissipation zone in the middle and lower force transmission systems, forming a mesh-like three-dimensional force transmission system. The collision effect meets the design objectives. The connection point is located on the rear side of the subframe front crossbeam, which avoids the energy-absorbing crumple zone at the front of the longitudinal beam.

[0066] Furthermore, the front wheel hub assemblies on the left and right sides are connected by the shock absorber tower crossbeam assembly.

[0067] Using the above technical means, the shock absorber tower crossbeam assembly is used to connect the front wheel hub assemblies on the left and right sides, maintaining the stability of the deformation of the wheel hub assemblies on both sides during a collision.

[0068] A vehicle includes a front body structure. In the front body structure, an upper force transmission system includes a headlight bracket assembly, a headlight bracket connector, a rear section of the upper side beam front section assembly, and a rear retaining area, arranged sequentially from front to rear. A middle force transmission system includes a front collision crossbeam assembly, an engine compartment longitudinal beam assembly, and the rear retaining area, arranged sequentially from front to rear. A lower force transmission system includes a pedestrian protection crossbeam assembly, a subframe front crossbeam assembly, and the rear retaining area, arranged sequentially from front to rear. Between the upper and middle force transmission systems, a central support frame, a front section of the upper side beam front section assembly, and a front wheel hub assembly are arranged sequentially from front to rear. Between the middle and lower force transmission systems, a front collision connector, a longitudinal beam front mounting seat, and a longitudinal beam rear mounting seat are arranged sequentially from front to rear.

[0069] Using the above technical means

[0070] The beneficial effects of this invention are:

[0071] (1) The front structure of the vehicle body is arranged in the Z direction with an upper force transmission system, a middle force transmission system and a lower force transmission system. The upper force transmission system and the middle force transmission system are connected in the Z direction through the middle support frame, the front section of the upper side beam assembly and the front wheel hub assembly. The middle force transmission system and the lower force transmission system are connected in the Z direction through the front collision connector, the front mounting seat of the longitudinal beam and the rear mounting seat of the longitudinal beam. This mesh structure allows energy and deformation to be directly transferred and dispersed between the upper force transmission system, the middle force transmission system and the lower force transmission system. This makes the entire vehicle like a flat wall gradually collapse and slide towards the rear during the collision process, making the vehicle body stronger, absorbing more energy within the effective distance, and making the force transmission more stable and smooth.

[0072] (2) The network system formed by the upper, middle, and lower force transmission systems arranged along the Z-direction of the front structure of the vehicle body creates three areas along the X-direction: a front energy absorption area, a middle energy dissipation area, and a rear energy retention area. Specifically, the rear section of the headlight bracket assembly and the front section of the upper side beam assembly in the upper force transmission system, the front section of the front collision crossbeam assembly and the engine compartment longitudinal beam assembly in the middle force transmission system, the front section of the pedestrian protection crossbeam assembly and the subframe front crossbeam assembly in the lower force transmission system, and the front end assembly of the upper side beam together form the front energy absorption area. The front end of this area first… Upon contact with the barrier, the front energy-absorbing zone fully deforms to absorb the first wave of energy. The rear section of the upper side beam assembly of the upper force transmission system, the middle section of the engine compartment longitudinal beam assembly of the middle force transmission system, the rear section of the subframe front crossbeam assembly of the lower force transmission system, and the front wheel hub assembly together form the central energy-dissipating zone. This zone, through increased body strength, can absorb and unload most of the remaining energy. The rear retaining zone is designed with maximum body strength to absorb residual energy and resist deformation, reducing the intrusion into the passenger compartment area during a collision to meet regulatory requirements. Attached Figure Description

[0073] Figure 1 is a side view of the front structure of the vehicle body provided in an embodiment of the present invention;

[0074] Figure 2 is a perspective view of the front structure of the vehicle body provided in an embodiment of the present invention;

[0075] Figure 3 is a perspective view of the front collision beam assembly in the front structure of the vehicle body provided in an embodiment of the present invention;

[0076] Figure 4 is a perspective view of the engine compartment longitudinal beam assembly in the front structure of the vehicle body provided in an embodiment of the present invention;

[0077] Figure 5 is a side view of the engine compartment longitudinal beam assembly in the front structure of the vehicle body provided in an embodiment of the present invention;

[0078] Figure 6 is a top-view sectional view of the engine compartment longitudinal beam assembly in the front structure of the vehicle body provided in an embodiment of the present invention.

[0079] Figure 7 is a schematic diagram of the connection relationship of the rear part of the engine compartment longitudinal beam assembly in the front structure of the vehicle body provided in an embodiment of the present invention.

[0080] Figure 8 is a schematic diagram of the rear connection relationship of the upper side beam rear section assembly in the front structure of the vehicle body provided in the embodiment of the present invention;

[0081] Figure 9 is a perspective view of the front crossbeam assembly of the subframe in the front structure of the vehicle body provided in an embodiment of the present invention;

[0082] Figure 10 is a schematic diagram of the connection relationship between the pedestrian protection beam assembly and the front collision connector in the front structure of the vehicle body provided in an embodiment of the present invention.

[0083] in,

[0084] 1. Upper-level force transmission system;

[0085] 11. Headlight bracket assembly; 111. Left bracket; 112. Center bracket; 113. Right bracket;

[0086] 12. Headlight bracket connector;

[0087] 13. Upper beam front section assembly;

[0088] 14. Rear section assembly of the upper beam; 141. Energy dissipation zone;

[0089] 2. Mid-level force transmission system;

[0090] 21. Front collision beam assembly; 211. Front collision beam; 212. Energy absorption box; 213. Front collision rear mounting plate; 2131. Main body; 2132. Protrusion;

[0091] 22. Engine room longitudinal beam assembly; 221. Front mounting plate of longitudinal beam; 222. Engine room longitudinal beam; 2221. Upper wall panel; 2222. Inner wall panel; 2223. Lower wall panel; 2224. First longitudinal beam guide rib; 2225. Second longitudinal beam guide rib; 2226. Deformation guide hole; 223. Outer plate of engine room longitudinal beam; 2231. First outer plate guide rib; 2232. Second outer plate guide rib; 224. Internal reinforcing plate of longitudinal beam; 2241. Front section plate; 2242. Middle section plate; 2243. Rear section plate; 2244. Box-shaped limiting plate;

[0092] 3. Lower-level force transmission system;

[0093] 31. Pedestrian protection beam assembly;

[0094] 32. Subframe front crossbeam assembly; 321. Subframe longitudinal beam; 3211. Front section of longitudinal beam; 32111. Energy-absorbing guide rib; 3212. Rear section of longitudinal beam; 322. Subframe front crossbeam; 3221. Small offset collision section; 323. Support tube; 324. Subframe rear crossbeam; 325. Inner panel; 326. Reinforcing plate; 327. Reinforcing component;

[0095] 33. Front subframe assembly; 321

[0096] 41. Center support frame; 42. Front wheel hub assembly; 43. Front bumper connector; 431. First panel; 432. Second panel; 44. Front mounting bracket for longitudinal beam; 45. Rear mounting bracket for longitudinal beam;

[0097] 51. Front bulkhead; 52. A-pillar; 53. Main beam assembly of the engine room; 54. Reinforcing beam in the front bulkhead; 55. Upper plate of the front longitudinal beam support; 56. Crossbeam assembly of the shock absorber tower. Detailed Implementation

[0098] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0099] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0100] As shown in Figure 1-10, this embodiment proposes a front structure for a vehicle body, which mainly includes an upper force transmission system 1, a middle force transmission system 2, and a lower force transmission system 3. The upper force transmission system 1 includes, from front to rear, a front headlight bracket assembly 11, a headlight bracket connector 12, the rear section of the front section of the upper side beam assembly 13, and a rear retaining area. The middle force transmission system 2 includes, from front to rear, a front collision crossbeam assembly 21, an engine compartment longitudinal beam assembly 22, and a rear retaining area. The lower force transmission system 3 includes a pedestrian protection crossbeam assembly 31, a subframe front crossbeam assembly 32, and a rear retaining area arranged sequentially from front to back; between the upper force transmission system 1 and the middle force transmission system 2, a middle support frame 41, the front section of the upper side beam front section assembly 13, and the front wheel hub assembly 42 are arranged sequentially from front to back; between the middle force transmission system 2 and the lower force transmission system 3, a front collision connector 43, a longitudinal beam front mounting seat 44, and a longitudinal beam rear mounting seat 45 are arranged sequentially from front to back.

[0101] The front structure of the vehicle body in the above embodiment forms a spatial three-dimensional mesh-like force transmission system. Firstly, the front structure of the vehicle body is arranged along the Z-direction with an upper force transmission system 1, a middle force transmission system 2, and a lower force transmission system 3. The upper force transmission system 1 and the middle force transmission system 2 are connected in the Z-direction via a central support frame 41, the front section of the upper side beam assembly 13, and the front wheel hub assembly 42. The middle force transmission system 2 and the lower force transmission system 3 are connected in the Z-direction via a front collision connector 43, a longitudinal beam front mounting seat 44, and a longitudinal beam rear mounting seat 45. This mesh-like structure allows energy and deformation to be directly transferred and dispersed between the upper force transmission system 1, the middle force transmission system 2, and the lower force transmission system 3. This makes the entire vehicle, during a collision, resemble a flat wall gradually collapsing and shifting rearward, resulting in a stronger load-bearing capacity, greater energy absorption over an effective distance, and more stable and smooth force transmission. Secondly, the network system formed by the upper force transmission system 1, the middle force transmission system 2, and the lower force transmission system 3 arranged along the Z-direction of the front structure of the vehicle body creates three regions along the X-direction: a front energy absorption zone, a middle energy dissipation zone, and a rear energy retention zone. Specifically, the rear section of the headlight bracket assembly 11 and the front section of the upper side beam assembly 13 of the upper force transmission system 1, the front section of the front collision crossbeam assembly 21 and the engine compartment longitudinal beam assembly 22 of the middle force transmission system 2, the front section of the pedestrian protection crossbeam assembly 31 and the subframe front crossbeam assembly 32 of the lower force transmission system 3, and the front end assembly of the upper side beam together form the front energy absorption zone. The front end first contacts the barrier, and the full deformation of the front energy-absorbing zone absorbs the first wave of energy. The rear section of the upper side beam assembly 13 of the upper force transmission system 1, the middle section of the engine compartment longitudinal beam assembly 22 of the middle force transmission system 2, the rear section of the subframe front crossbeam assembly 32 of the lower force transmission system 3, and the front wheel hub assembly 42 together form the middle energy unloading zone. This zone can absorb and unload most of the remaining energy through increased body strength. The rear retaining zone is designed with maximum body strength to absorb residual energy and resist deformation, reducing the intrusion into the passenger compartment area during the collision to meet regulatory requirements.

[0102] During the collision, the front structure formed by the headlight bracket assembly 11, the front collision beam assembly 21, the pedestrian protection beam assembly 31, and the subframe front beam assembly 32 first contacts the barrier. This area deforms fully to absorb the first wave of energy. Subsequently, the energy from the upper headlight bracket assembly 11 is transferred to the rear section of the upper side beam front section assembly 13 and the front wheel hub assembly. Most of the energy from the middle front collision beam assembly 21 is transferred to the front section of the engine compartment longitudinal beam assembly 22, while also being transferred through the upper side beam front section assembly 13. The energy of the front section of 3 is transferred to the upper force transmission system 1. The energy of the lower section is transferred from the front end of the subframe front crossbeam assembly 32 to the rear of the subframe front crossbeam assembly 32. The body strength of this area is increased, which can absorb and unload most of the remaining energy. The rear section of the upper side beam assembly 14, the rear section of the engine compartment longitudinal beam assembly 22, and the lower front subframe assembly 33, as part of the rear retaining area, have greater body strength and can form a stable energy retaining area to absorb residual energy to resist deformation.

[0103] In some embodiments, the rear retaining area includes the rear section of the upper side beam assembly 14, the rear part of the engine compartment longitudinal beam assembly 22, the front bulkhead 51, the A-pillar 52, and the front subframe assembly 33. The front bulkhead 51 is located between the left and right A-pillars 52. The two ends of the rear section of the upper side beam assembly 14 are respectively connected to the upper section of the front wheel hub assembly and the A-pillar 52. The rear part of the engine compartment longitudinal beam assembly 22 is connected to the front bulkhead 51 and the front subframe. The front subframe assembly 33 is located between the front bulkhead 51 and the front crossbeam assembly 32 of the subframe. This rear retaining area forms a frame structure, which gives the front structure of the vehicle body greater body strength in this area. It can form a stable energy retention area, absorb residual energy during the collision to resist deformation, and reduce the intrusion into the passenger compartment area during the collision.

[0104] In some embodiments, the central support frame 41 is disposed between the headlight bracket assembly 11 and the front collision beam assembly 21, the front collision connector 43 is disposed between the front collision beam assembly 21 and the pedestrian protection beam assembly 31, and the longitudinal beam front mounting seat 44 is disposed between the engine compartment longitudinal beam assembly 22 and the subframe front crossbeam assembly 32. The middle support frame 41 assembly realizes the Z-direction connection between the upper force transmission system 1 and the middle force transmission system 2 in the front energy absorption zone. During the collision, the headlight bracket assembly 11 can work with the front bumper and front cover assembly mounted on it to form a mesh protective barrier, achieving high X-direction collision energy absorption and assisting in meeting the needs of pedestrian protection. The front collision connector 43 realizes the Z-direction connection between the middle force transmission system 2 and the lower force transmission system 3 in the front energy absorption zone. The longitudinal beam front mounting seat 44 realizes the Z-direction connection between the middle force transmission system 2 and the lower force transmission system 3 in the transition area between the front energy absorption zone and the middle energy dissipation zone, so that the engine compartment longitudinal beam assembly 22 and the subframe front crossbeam assembly 32 form a three-dimensional frame structure, ensuring the transfer and absorption of energy during the collision process, while ensuring the uniform and stable deformation of the vehicle body during the collision.

[0105] In some embodiments, the upper section of the front wheel hub assembly 42 is connected to both the front section assembly 13 and the rear section assembly 14 of the upper side beam, the lower section of the front wheel hub assembly 42 is connected to the engine compartment longitudinal beam assembly 22, and the rear section of the front wheel hub assembly 42 is connected to the rear retaining area. As a structure with a large coverage area in the front structure of the vehicle body, the front wheel hub assembly 42 can fully utilize its large coverage area to connect the upper force transmission system 1 and the lower force transmission system 3 in the Z direction, and connect the middle energy dissipation area and the rear retaining area in the X direction. This allows the three-dimensional network structure of the front structure of the vehicle body to take shape in the middle and rear areas, and can fully utilize the advantage of the large coverage area of ​​the front wheel hub assembly 42 to promote the energy absorption target of the middle energy dissipation area. Specifically, the upper section of the front wheel hub assembly 42 is connected to the front section assembly 13 and the rear section assembly 14 of the upper side beam in the upper force transmission system 1, and the lower section of the front wheel hub assembly 42 is connected to the nacelle longitudinal beam assembly 22 in the middle force transmission system 2.

[0106] In some embodiments, the upper end of the rear longitudinal beam mounting bracket 45 is connected to the engine compartment longitudinal beam assembly 22, and the lower end of the rear longitudinal beam mounting bracket 45 is connected to the front subframe assembly 33. The rear longitudinal beam mounting bracket 45 realizes the Z-direction connection between the middle force transmission system 2 and the lower force transmission system 3 in the rear retaining area, so that the engine compartment longitudinal beam assembly 22 and the subframe assembly in the rear retaining area form a three-dimensional frame structure, which can disperse the energy of the engine compartment longitudinal beam assembly 22 to the lower force transmission system 3, avoid the root bending of the engine compartment longitudinal beam assembly 22, and thus reduce the intrusion of the front wall panel 51 in a collision.

[0107] In some embodiments, the headlight bracket assembly 11 has a C-shaped structure, including a left bracket 111, a middle bracket 112, and a right bracket 113 connected in sequence. The left bracket 111 is connected to the front section assembly 13 of the upper side beam on the left side via a headlight bracket connector 12, and the right bracket 113 is connected to the front section assembly 13 of the upper side beam on the right side via a headlight bracket connector 12. The middle bracket 112 is connected to the front collision crossbeam assembly 21 via a middle support frame 41. Specifically, after the middle bracket 112 is impacted, the C-shaped headlight bracket assembly 11 can evenly transfer energy in the Y direction to the front section assemblies 13 of the upper side beam on both sides via the left bracket 111 and the right bracket 113. The left bracket 111, middle bracket 112, and right bracket 113 are preferably welded together. The left bracket 111 and right bracket 113 on both sides are curved, narrow strip structures that can be used to fix structures such as headlights. The middle bracket 112 in the middle is a rectangular, wide strip structure that can be used to fix structures such as the front bumper and front cover. The headlight bracket assembly 11 is an energy-absorbing component in the upper force transmission system 1. It can fully combine with the front bumper and front cover assembly to form a mesh protective barrier, which has a high absorption capacity for collision energy in the X direction, thus helping to achieve the energy absorption target of the front energy absorption area in the upper force transmission system 1. Preferably, the shape of the middle support frame 41 can be Y-shaped. One end of the middle support frame 41 is connected to the Y-direction center of the front collision beam assembly 21, and both ends of the middle support frame 41 are connected to the middle bracket 112. The Y-shaped middle support frame 41 can divert the energy transmitted from the front collision beam assembly 21 to the headlight bracket assembly 11 in the Z-direction upward to the left and right sides, which is conducive to the stable transmission of energy.

[0108] In some embodiments, a grid-like energy-dissipating area 141 is provided at the connection between the rear section assembly 14 of the upper side beam and the A-pillar 52. The grid-like energy-dissipating area 141 designed at the connection between the rear section assembly 14 of the upper side beam and the A-pillar 52 can ensure that the rear section assembly 14 of the upper side beam bends locally in this area during a collision, absorbing the residual energy transmitted to the rear area by the upper force transmission system 1, thus achieving local energy dissipation at this location. During a collision, this can prevent the rear section assembly 14 of the upper side beam from damaging the A-pillar 52 and thus intruding into the passenger compartment, while also ensuring that the upper side beam of the A-pillar of the passenger compartment does not bend.

[0109] In some embodiments, the front collision beam assembly 21 includes a front collision beam 211, an energy-absorbing box 212, and a front collision rear mounting plate 213. Two energy-absorbing boxes 212 and two front collision rear mounting plates 213 are provided. The two energy-absorbing boxes 212 are located at the two ends of the front collision beam 211 in the Y direction, and the front collision rear mounting plate 213 is located at the end of the energy-absorbing box 212 away from the front collision beam 211. The front collision rear mounting plate 213 is connected to the upper side beam front section assembly 13 and the cabin longitudinal beam assembly 22. The front collision beam 211 and energy absorption box 212 are used to absorb the first wave of energy of the collision, completing the energy absorption target of the front energy absorption zone on the middle force transmission system 2. The front collision rear mounting plate 213 is connected to the front section assembly 13 of the upper side beam and the cabin longitudinal beam assembly 22 at the same time, which can realize the transfer of part of the energy of the middle force transmission system 2 to the upper force transmission system 1 through the front section assembly 13 of the upper side beam. The force transmission path will be divided into two paths. One force transmission path is based on the height of the front collision beam and transmits horizontally to the cabin longitudinal beam assembly 22 in the X direction. The other force transmission path will merge with the upper force transmission system 1 through the front end of the front section assembly 13 of the upper side beam. Since the front section assembly 13 of the upper side beam is a structure that extends backward and upward at an angle, it forms a Y-shaped mesh path of about 50°, making the force transmission path more continuous and stable.

[0110] In some embodiments, the front-collision rear mounting plate 213 is shaped like a convex character. The front-collision rear mounting plate 213 includes a main body 2131 and a protrusion 2132. The protrusion 2132 is located on the outer side of the main body 2131 in the Y direction. The energy-absorbing box 212 and the cabin longitudinal beam assembly 22 are both connected to the main body 2131, and the upper beam front section assembly 13 is connected to the protrusion 2132. The connection between the energy-absorbing box 212 and the cabin longitudinal beam assembly 22 and the main body 2131 ensures that the force transmission path from the front collision beam assembly 21 to the cabin longitudinal beam assembly 22 is the main force transmission path. The connection between the upper beam front section assembly 13 and the protrusion 2132 makes the force transmission path from the front collision beam assembly 21 to the upper beam front end assembly an auxiliary force transmission path. Thus, most of the collision energy is absorbed through the front collision beam assembly 21 and the cabin longitudinal beam assembly 22 in the main path, and a small portion of the energy is transferred to the upper beam front section assembly 13 and the front wheel hub assembly 42 for absorption through the auxiliary force transmission path.

[0111] In some embodiments, the engine compartment longitudinal beam assembly 22 includes a front mounting plate 221, an engine compartment longitudinal beam 222, and an outer plate 223. The engine compartment longitudinal beam 222 includes an upper wall panel 2221, an inner wall panel 2222, and a lower wall panel 2223 connected in sequence. The cross-section of the engine compartment longitudinal beam 222 perpendicular to the X-direction is U-shaped, and the opening of the U-shaped cross-section of the engine compartment longitudinal beam 222 faces the outside of the vehicle. The outer plate 223 is connected to the outside of the engine compartment longitudinal beam 222. The front mounting plate 221 is connected to the front end of the engine compartment longitudinal beam 222. The front mounting plate 221 is connected to the front-rear mounting plate 213, specifically, it is connected to the main body 2131 of the front-rear mounting plate 213 by bolts. The engine compartment longitudinal beam 222 extends along the X-direction, with one on each side of the front structure of the vehicle body. The engine compartment longitudinal beam 222 and the outer plate 223 together form a cavity structure, which improves the strength of the engine compartment longitudinal beam assembly 22. The front mounting plate 221 of the longitudinal beam is connected to the front-impact rear mounting plate 213, which can stably transfer the energy of the front collision beam assembly 21 to the rear along the X-direction. The shape of the front mounting plate 221 of the longitudinal beam is preferably U-shaped, which fits the main body 2131 of the front-impact rear mounting plate 213 while also taking into account the cavity structure formed inside the engine compartment longitudinal beam assembly 22.

[0112] In some embodiments, a first longitudinal beam guide rib 2224 is provided on the inner wall panel 2222 of the engine compartment longitudinal beam 222, and a first outer plate guide rib 2231 is provided on the outer plate 223 of the engine compartment longitudinal beam. The extension direction of the first longitudinal beam guide rib 2224 and the first outer plate guide rib 2231 is along the Z direction, and the protrusion direction of the first longitudinal beam guide rib 2224 and the first outer plate guide rib 2231 is facing the interior of the vehicle. The first longitudinal beam guide rib 2224 and the first outer plate guide rib 2231 on the same engine compartment longitudinal beam assembly 22 are at the same position in the X direction. Specifically, the first longitudinal beam guide rib 2224 and the first outer plate guide rib 2231 are both located at the front section of the engine compartment longitudinal beam assembly 22. Both the first longitudinal beam guide rib 2224 and the first outer plate guide rib 2231 are used as energy-absorbing guide ribs. When their X-direction positions are consistent, when the engine compartment longitudinal beam assembly 22 guides collision energy, the engine compartment longitudinal beam 222 and the engine compartment longitudinal beam outer plate 223 will tend to bend and deform inward in the area where the first longitudinal beam guide rib 2224 and the first outer plate guide rib 2231 are located. This area is the first bending zone. When the collision energy guided by the engine compartment longitudinal beam assembly 22 exceeds the preset load in this area, the engine compartment longitudinal beam assembly 22 will form a V-shaped bend inward in the first bending zone, preventing the engine compartment longitudinal beam assembly 22 from continuing to collapse backward and avoiding the engine compartment longitudinal beam assembly 22 from damaging the front panel and intruding into the passenger compartment. It should be noted that there are two longitudinal beam assemblies 22 on the left and right sides of the engine compartment. Each engine compartment longitudinal beam assembly 22 is provided with a first longitudinal beam guide rib 2224 and a first outer plate guide rib 2231. The first longitudinal beam guide rib 2224 and the first outer plate guide rib 2231 on the two engine compartment longitudinal beam assemblies 22 have a total of at least 4 guide ribs in the X direction, which are in the same position, so that the engine compartment longitudinal beam assemblies 22 on the left and right sides form symmetrical bending deformation and improve the uniformity of the deformation of the front structural barrier of the vehicle body.

[0113] Based on the above implementation, a second longitudinal beam guide rib 2225 is provided on the inner wall panel 2222 of the engine compartment longitudinal beam 222, and a second outer plate guide rib 2232 is provided on the outer plate 223 of the engine compartment longitudinal beam. The extension direction of the second longitudinal beam guide rib 2225 and the second outer plate guide rib 2232 is along the Z direction, and the protrusion direction of the second longitudinal beam guide rib 2225 and the second outer plate guide rib 2232 is facing outward. The second longitudinal beam guide rib 2225 and the second outer plate guide rib 2232 on the same engine compartment longitudinal beam assembly 22 are at the same position in the X direction, and the second longitudinal beam guide rib 2225 is located behind the first longitudinal beam guide rib 2224. Specifically, the second longitudinal beam guide rib 2225 and the second outer plate guide rib 2232 are both located in the middle section of the engine compartment longitudinal beam assembly 22. The second longitudinal beam guide rib 2225 and the second outer plate guide rib 2232 are both used as energy-absorbing guide ribs. When their X-direction positions are consistent, when the engine compartment longitudinal beam assembly 22 guides collision energy, the engine compartment longitudinal beam 222 and the engine compartment longitudinal beam outer plate 223 will tend to bend outward in the area where the second longitudinal beam guide rib 2225 and the second outer plate guide rib 2232 are located. This area is the second bending zone. When the collision energy guided by the engine compartment longitudinal beam assembly 22 exceeds the preset load in this area, the engine compartment longitudinal beam assembly 22 will form a V-shaped bend outward in the second bending zone, preventing the engine compartment longitudinal beam assembly 22 from continuing to collapse backward and avoiding the engine compartment longitudinal beam assembly 22 from damaging the front panel and intruding into the passenger compartment. By forming a first and second bending zone with opposite bending directions, the engine compartment longitudinal beam assembly 22 can achieve two V-shaped stacked bends, first inward and then outward, ultimately forming a Z-shaped collapse, thus completing the energy absorption target of the central energy dissipation zone on the middle force transmission system 2. It should be noted that there are two engine compartment longitudinal beam assemblies 22 on both the left and right sides. Each engine compartment longitudinal beam assembly 22 is equipped with a second longitudinal beam guide rib 2225 and a second outer plate guide rib 2232. At least four guide ribs, including the second longitudinal beam guide rib 2225 and the second outer plate guide rib 2232, are located in the same position in the X-direction, achieving symmetrical bending deformation on both sides of the engine compartment longitudinal beam assemblies 22 and improving the uniformity of deformation of the front structural barrier of the vehicle body.

[0114] Based on the above-described embodiment, deformation guide holes 2226 are provided on the upper wall panel 2221 and / or lower wall panel 2223 of the cabin longitudinal beam 222. These deformation guide holes 2226 are directly opposite the first longitudinal beam guide rib 2224 or the second longitudinal beam guide rib 2225 in the Y-direction. The deformation guide holes 2226 are located within the first or second bending zone, and their function is the same as that of the guide ribs: to guide the bending deformation of the cabin longitudinal beam assembly 22. Through the coordinated operation of the deformation guide holes 2226 and the guide ribs, deformation according to a preset shape can be achieved within the bending zone. The specific number, diameter, and position of the deformation guide holes 2226 can be adjusted and selected based on simulation or collision tests. The deformation guide holes 2226 can be provided only in the second bending zone, or they can be provided in both the first and second bending zones.

[0115] In some embodiments, an internal reinforcing plate 224 is provided in the cavity formed by the longitudinal beam 222 and the outer plate 223 of the longitudinal beam. The internal reinforcing plate 224 includes a front plate 2241, a middle plate 2242 and a rear plate 2243 connected in sequence. The middle plate 2242 is fitted and connected to the outer plate 223 of the longitudinal beam. The end of the front plate 2241 away from the middle plate 2242 is connected to the inner wall plate 2222 of the longitudinal beam 222. The end of the rear plate 2243 away from the middle plate 2242 is connected to the inner wall plate 2222 of the longitudinal beam 222. Specifically, the internal reinforcing plate 224 of the longitudinal beam covers about 80% of the length of the nacelle longitudinal beam 222 in the X direction. The front plate 2241 is welded to the front section of the nacelle longitudinal beam 222, the middle plate 2242 is welded to the outer plate 223 of the nacelle longitudinal beam, and the rear plate 2243 is welded to the rear section of the nacelle longitudinal beam 222. The internal reinforcing plate 224 designed inside the nacelle longitudinal beam assembly 22 can effectively support the cavity formed by the nacelle longitudinal beam 222 and the outer plate 223 of the nacelle longitudinal beam. This allows the front section of the nacelle longitudinal beam assembly 22 to absorb the second wave of energy transmitted from the front collision beam assembly 21 during the deformation process under the reinforcement of the internal reinforcing plate 224. This promotes the nacelle longitudinal beam assembly 22 to achieve the energy dissipation target of the middle force transmission system 2 in the middle energy dissipation zone.

[0116] In some embodiments, the X-direction spacing between the front section plate 2241 and the rear section plate 2243 gradually decreases in the Y-direction from the inside out. This structural arrangement allows the internal reinforcing plate 224 of the longitudinal beam and the cabin longitudinal beam 222 to form a trapezoidal cross-section, which can provide more effective support for the cavity formed by the cabin longitudinal beam 222 and the outer plate 223 of the cabin longitudinal beam. Furthermore, this arrangement can achieve a sufficiently long span in the X-direction using relatively few plates.

[0117] In some embodiments, a box-shaped limiting plate 2244 with four flanges is provided on the mid-section plate 2242. The box-shaped limiting plate 2244 is located in the middle of the internal reinforcing plate 224 of the longitudinal beam, which can further improve the structural strength of the internal reinforcing plate 224 of the longitudinal beam. The box-shaped limiting plate 2244 can be regarded as the beginning of the rear retaining zone in the mid-level force transmission system 2, and can prevent or limit the continued rearward collapse of the cabin longitudinal beam assembly 22 during a collision.

[0118] In some embodiments, the left and right nacelle longitudinal beam assemblies 22 are connected by a nacelle main crossbeam assembly 53, which is located behind the second longitudinal beam guide rib 2225. The main crossbeam assembly 53 is preferably a tubular beam structure. The main crossbeam assembly 53 extends along the Y direction to connect the left and right main crossbeam assemblies 22, so that the main crossbeam assemblies 53 on the left and right sides form a stable frame structure. The main crossbeam assembly 53 is located behind the second longitudinal beam guide rib 2225. The collapse of the main crossbeam assembly 22 is restricted by the second longitudinal beam guide rib 2225, the second outer plate guide rib 2232 and the deformation guide hole 2226 in the second bending zone. The main crossbeam assembly 53 forms a stable frame structure on the left and right sides behind the second bending zone. This can fully maintain the structural stability of the root of the main crossbeam assembly 53, avoid bending at the root of the main crossbeam assembly 22, and reduce the intrusion of the front wall panel 51 in a collision. Furthermore, during a collision, the engine compartment longitudinal beam assembly 22, the front front collision crossbeam assembly 21, and the rear engine compartment main crossbeam assembly 53 can form a large frame, ensuring the stability of the entire front structure of the vehicle body and helping to ensure that the collision effect meets the design objectives. Preferably, the engine compartment main crossbeam assembly 53 is connected to the left and right engine compartment longitudinal beam assemblies 22 by bolts.

[0119] In some embodiments, the rear retaining area also includes a reinforcing beam 54 extending along the Y direction in the front bulkhead. The reinforcing beam 54 is fixed to the front bulkhead 51, and its two ends are connected to two left and right A-pillars 52, respectively. The reinforcing beam 54, the front bulkhead 51, and the two left and right A-pillars 52 further form a large frame structure, improving the overall structure and structural strength of the rear retaining area. Furthermore, the reinforcing beam 54 can serve as a connection point for the cabin longitudinal beam assembly 22, reducing the intrusion risk associated with the cabin longitudinal beam assembly 22 being connected solely to the front bulkhead 51.

[0120] Based on the above implementation, the rear of the cabin longitudinal beam assembly 22 is connected to the reinforcing beam 54 in the front bulkhead. A front longitudinal beam support plate 55 is provided at the connection between the cabin longitudinal beam assembly 22 and the reinforcing beam 54 in the front bulkhead. The front longitudinal beam support plate 55 is connected to both the cabin longitudinal beam assembly 22 and the reinforcing beam 54 in the front bulkhead, forming a triangular structure at the connection. The connection area of ​​the front longitudinal beam support plate 55, the cabin longitudinal beam assembly 22, the reinforcing beam 54 in the front bulkhead, and the front bulkhead 51 forms a small frame within the rear retaining zone. This further prevents bending at the root of the cabin longitudinal beam assembly 22, reduces the intrusion into the front bulkhead 51 during a collision, and helps achieve the energy absorption target of the middle layer force transmission system 2 within the rear retaining zone. Preferably, the front longitudinal beam support plate 55 is connected to the cabin longitudinal beam assembly 22 and the reinforcing beam 54 in the front bulkhead by bolts.

[0121] In some embodiments, the front collision connector 43 is an L-shaped connecting plate. Two L-shaped connecting plates are provided and located at both ends of the pedestrian protection beam assembly 31. The first plate surface 431 of the L-shaped connecting plate, perpendicular to the Z-direction, is connected to the pedestrian protection beam assembly 31. The second plate surface 432 of the L-shaped connecting plate, perpendicular to the X-direction, is connected to both the subframe front beam assembly 32 and the front collision beam assembly 21. The L-shaped connecting plate serves both as an X-direction connection between the pedestrian protection beam assembly 31 and the front subframe beam support assembly within the lower force transmission system 3, and as a Z-direction connection between the lower force transmission system 3 and the middle force transmission system 2. This allows the front energy absorption zone of the lower and middle layers to form a three-dimensional network structure, improving the energy absorption effect.

[0122] In some embodiments, the pedestrian protection beam assembly 31 is located in front of the front collision beam assembly 21 in the X-direction. This structure can effectively meet the requirements of pedestrian protection leg type testing and improve the pedestrian protection performance of the structure. Preferably, the central arc-shaped cross-section of the pedestrian protection beam assembly 31 is a spindle-shaped structure.

[0123] In some embodiments, the subframe front crossbeam assembly 32 includes a subframe longitudinal beam 321, a subframe front crossbeam 322, a support tube 323, and a subframe rear crossbeam 324. Two subframe longitudinal beams 321 are provided, each including a front section 3211 and a rear section 3212 that are connected to each other. The front section 3211 extends along the X-direction, and the distance between the two rear sections 3212 gradually decreases from front to rear. 2 are connected to the rear ends of the two longitudinal beam front sections 3211 respectively, and the subframe rear crossbeam 324 is connected to the rear ends of the two longitudinal beam rear sections 3212 respectively. The support tube 323 is U-shaped and is located in the space formed by the longitudinal beam rear section 3212, the subframe front crossbeam 322 and the subframe rear crossbeam 324. The two ends of the support tube 323 are connected to the two ends of the subframe rear crossbeam 324 respectively, and the middle part of the support tube 323 is connected to the middle part of the subframe front crossbeam 322. The rear sections 3212 of the longitudinal beams on the left and right sides of the subframe front crossbeam assembly 32, the subframe front crossbeam 322, and the subframe rear crossbeam 324 form a trapezoidal frame structure. The U-shaped support tube 323 connects to the subframe front crossbeam 322 and the subframe rear crossbeam 324 respectively within the space of the trapezoidal frame structure, further improving the structural stability of the subframe front crossbeam assembly 32 and enhancing the energy dissipation effect of the central energy dissipation zone within the lower force transmission system 3. Preferably, the subframe front crossbeam 322, the support tube 323, and the subframe rear crossbeam 324 are all circular tubular beam structures. The various structures of the subframe front crossbeam assembly 32 are connected together by bolts or welding to ensure the structural stability of the entire subframe front crossbeam assembly 32.

[0124] In some embodiments, a plurality of energy-absorbing guide ribs 32111 are provided on the front section 3211 of the longitudinal beam, and the energy-absorbing guide ribs 32111 extend along the Y direction. Specifically, the energy-absorbing guide ribs 32111 are provided on the upper surface and / or lower surface of the front section 3211 of the longitudinal beam. The left and right side longitudinal beams 3211 of the subframe front crossbeam assembly 32 are designed as straight structures extending along the X direction, and are also designed with energy-absorbing guide ribs 32111. During a collision, the front section 3211 of the longitudinal beam can be effectively compressed, making the front section 3211 of the longitudinal beam an energy-absorbing part.

[0125] In some embodiments, an inner plate 325 is provided at the front end of the subframe longitudinal beam 321. The inner plate 325 is connected to the second plate surface 432 of the L-shaped connecting plate, preferably by bolts. The inner plate 325 and the L-shaped connecting plate realize the front-rear connection between the pedestrian protection crossbeam assembly 31 and the subframe front crossbeam assembly 32, thereby achieving the energy absorption target of the front energy absorption area in the lower force transmission system 3. The front sections 3211 of the longitudinal beams on both sides are connected to the pedestrian protection crossbeam assembly 31 through the L-shaped connecting plates, ensuring the stability of the front sections 3211 of the two forward-extending longitudinal beams in the Y direction.

[0126] In some embodiments, a reinforcing plate 326 is provided inside the rear section 3212 of the longitudinal beam. The reinforcing plate 326 arranged inside the rear section 3212 of the longitudinal beam of the subframe front crossbeam assembly 32 is used to reinforce the rear sections 3212 of the longitudinal beam on both sides, enhance the structural strength of the rear area of ​​the subframe front crossbeam assembly 32, and improve the energy dissipation effect of the central energy dissipation zone. Specifically, two reinforcing plates 326 can be provided in each rear section 3212 of the longitudinal beam of the subframe front crossbeam assembly 32 to strengthen the strength of the rear section of the subframe front crossbeam assembly 32. Especially in the MPDB frontal collision condition, it can ensure uniform deformation of the left front end of the vehicle in the Z direction, avoid uneven deformation of the vehicle causing a certain section to protrude and increase the damage to the other vehicle, and make the collision result more in line with the regulatory scoring requirements.

[0127] In some embodiments, the two ends of the subframe front crossbeam 322 extend outwards from the left and right subframe longitudinal beams 321 to form a small offset collision section 3221. The small offset collision section 3221 bends rearward and forms a triangular area with the subframe longitudinal beams 321 at the rear. A reinforcement 327 is provided within the triangular area, and the reinforcement 327 is connected to both the small offset collision section 3221 and the subframe longitudinal beams 321. In a small offset collision, the small offset collision section 3221 extending outwards from the subframe longitudinal beams allows the subframe front crossbeam 322 to participate in energy absorption, thereby dispersing the collision energy through the subframe front crossbeam assembly 32, improving the test effect of the small offset collision and reducing the degree of damage to occupants and the vehicle. The reinforcement 327 within the triangular area can reduce the deformation of the small offset collision section 3221 after impact in a small offset collision and can transfer the collision energy to the subframe longitudinal beams through the reinforcement 327.

[0128] In some embodiments, one end of the front mounting bracket 44 is connected to the engine compartment longitudinal beam assembly 22, and the other end is connected to the subframe longitudinal beam 321. The connection point between the front mounting bracket 44 and the subframe longitudinal beam 321 is located at the rear side of the subframe front crossbeam 322. The subframe front crossbeam assembly 32 and the engine compartment longitudinal beam assembly 22 are connected via the front mounting bracket 44, ensuring that the entire central energy dissipation zone operates synchronously in the force transmission paths of the middle force transmission system 2 and the lower force transmission system 3, forming a mesh-like three-dimensional force transmission system. The collision effect meets the design objectives. The connection point being located at the rear side of the subframe front crossbeam 322 avoids the energy-absorbing crumple zone of the front section 3211 of the longitudinal beam.

[0129] In some embodiments, the left and right front wheel hub assemblies 42 are connected by a shock absorber tower beam assembly 56. The shock absorber tower beam assembly 56 is used to connect the left and right front wheel hub assemblies 42 and maintain the stability of the deformation of the wheel hub assemblies on both sides during a collision.

[0130] A vehicle includes a front body structure, comprising an upper force transmission system 1, a middle force transmission system 2, and a lower force transmission system 3. The upper force transmission system 1 includes, from front to rear, a headlight bracket assembly 11, a headlight bracket connector 12, a rear section of the front section of the upper side beam assembly 13, and a rear retaining area. The middle force transmission system 2 includes, from front to rear, a front collision crossbeam assembly 21, an engine compartment longitudinal beam assembly 22, and a rear retaining area. The lower force transmission system 3... Force system 3 includes, from front to back, a pedestrian protection crossbeam assembly 31, a subframe front crossbeam assembly 32, and a rear retaining area; between the upper force transmission system 1 and the middle force transmission system 2, from front to back, are a central support frame 41, the front section of the upper side beam front section assembly 13, and a front wheel hub assembly 42; between the middle force transmission system 2 and the lower force transmission system 3, from front to back, are a front collision connector 43, a longitudinal beam front mounting seat 44, and a longitudinal beam rear mounting seat 45. Other specific structures and technical effects of the vehicle's front body structure in this embodiment can be referred to the detailed description of the aforementioned embodiments of the vehicle's front body structure, and will not be repeated here.

[0131] The vehicle in this embodiment of the invention features a frontal body structure capable of absorbing energy during a full-cycle frontal collision. This frontal body structure comprises three areas for body deformation and energy absorption: a front energy absorption area, a middle energy dissipation area, and a rear energy retention area. The objective of this invention is to ensure that the structure and strength of these three areas meet design requirements. The energy absorption objective is achieved through a three-layered, three-dimensional energy absorption and force transmission structure. The middle-layer force transmission system 2 is configured to absorb and transmit the primary collision energy, while the upper-layer and lower-layer force transmission systems 1 and 3 are configured to assist in energy absorption during a collision and maintain the stability of the vehicle body structure deformation. These three layers of force transmission systems form a three-dimensional mesh structure through front, middle, and rear connecting structures, enabling simultaneous energy absorption along multiple paths.

[0132] The upper force transmission system 1 is set as an auxiliary energy absorption path, mainly used for energy absorption in frontal and small offset collisions. The middle force transmission system 2 is set as the main energy absorption path for collisions, absorbing and transferring frontal collision energy. The lower force transmission system 3 is set as an auxiliary energy absorption path, mainly to meet pedestrian protection needs and absorb energy in frontal and small offset collisions. The connection structure between the upper, middle and lower force transmission systems achieves the stability and uniformity of the deformation of the energy absorption structure of the upper, middle and lower force transmission systems, especially in frontal collision MPDB, to achieve the goal of absorbing energy on the left side of the vehicle.

[0133] In the upper structure, energy-absorbing components include the headlight bracket assembly 11, the front section of the upper side beam assembly 13, the front wheel hub assembly 42, the rear section of the upper side beam assembly 14, and the A-pillar 52. Connecting components include the central support frame 41 and the shock absorber tower beam assembly 56. The energy-absorbing components participate in energy absorption during the collision process in the front energy absorption zone and the central energy dissipation zone. The headlight bracket assembly 11 and the central support frame 41 can work together with the front bumper and front hood assembly to absorb part of the collision energy during the collision. The shock absorber tower beam assembly 56 connects to the front wheel hub assemblies 42 on both sides and maintains deformation stability during the collision.

[0134] In the mid-level structure, the main energy-absorbing components include the front collision beam assembly 21, the cabin longitudinal beam assembly 22, and components for force transmission and retention, such as the reinforcing beam 54 in the front bulkhead, the upper plate of the front longitudinal beam support 55, and the cabin main beam assembly 53. In the mid-level structure, force transmission is divided into two paths: a primary path and an auxiliary path. The primary path transmits force horizontally backward in the X direction, based on the height of the front collision beam. The auxiliary path merges with the force transmission path of the upper structure through the front section assembly 13 of the upper side beam, forming a Y-shaped mesh path, making the primary force transmission path more continuous and stable. In the primary force transmission path, the front collision beam assembly 21 and the cabin longitudinal beam assembly 22 absorb most of the collision energy. The front section assembly 13 of the upper side beam transmits the energy from the auxiliary path upward, where it is absorbed by the front section assembly 13 of the upper side beam and the front wheel hub assembly 42 in the upper structure. The cabin main beam assembly 53 connects the middle and rear sections of the left and right cabin longitudinal beam assemblies 22. The front bulkhead has a central reinforcing beam 54, and the front longitudinal beam supports the upper plate 55, which connects to the rear section of the cabin longitudinal beam assembly 22, thereby strengthening the structural strength of the rear retaining area and supporting the stability of the front bulkhead 51. The middle energy-absorbing structure forms a frame structure, and the cabin main beam assembly 53 and the central reinforcing beam 54 of the front bulkhead enhance the stability of the rear retaining area.

[0135] In the lower structure, the main energy-absorbing structures are the pedestrian protection crossbeam assembly 31, the subframe front crossbeam assembly 32, and the front subframe assembly 33. The pedestrian protection crossbeam assembly 31 and the subframe front crossbeam assembly 32 are connected by an L-shaped connecting plate, and the subframe front crossbeam assembly 32 is connected to the front subframe assembly 33 by bolts. During a collision, the subframe front crossbeam assembly 32 transfers energy to the front subframe assembly 33, and ultimately to the rear-middle part of the vehicle body.

[0136] The upper and middle structures are configured in the Z direction as follows: the front part of the headlight bracket assembly 11 is connected to the front bumper beam assembly through the middle support frame 41, the rear part of the headlight bracket assembly 11 is connected to the front section of the upper side beam assembly 13 through the headlight bracket connector 12, and the middle and rear parts of the upper and middle structures are connected through the wheel hub assembly.

[0137] The middle and lower structures are configured in the Z direction as follows: the front connection structure is the front collision connector 43 (L-shaped connecting plate), which connects the pedestrian protection crossbeam assembly 31 with the front collision crossbeam assembly 21; the middle connection structure is the longitudinal beam front mounting seat 44, which connects the subframe front crossbeam assembly 32 with the engine compartment longitudinal beam assembly 22; the rear connection structure is the longitudinal beam rear mounting seat 45, which connects the front subframe assembly 33 with the engine compartment longitudinal beam assembly 22; the rear end of the engine compartment longitudinal beam assembly 22 extends downward to connect with the subframe assembly below.

[0138] The front structure of the vehicle body forms a multi-vertical and multi-lateral three-dimensional frame structure to ensure energy transfer and absorption during a collision, while also ensuring uniform and stable deformation of the vehicle body during the collision. During the collision: First, in the energy absorption phase, the front structure formed by the upper headlight bracket assembly 11, the middle front collision beam assembly 21, the lower pedestrian protection beam assembly 31, and the subframe front beam assembly 32 first contacts the barrier, and this area fully deforms to absorb the first wave of energy. Second, in the energy dissipation phase, the energy from the upper headlight bracket assembly 11 is transferred to the upper side beam front section assembly 13 and the front wheel hub assembly; most of the energy from the middle front collision beam assembly 21 is transferred to the front of the engine compartment longitudinal beam assembly 22, while a small portion is transferred from the upper side beam front section assembly 13 to the upper structure; the energy from the lower layer is transferred from the front of the subframe front beam assembly 32 to the rear of the subframe front beam assembly 32, where the vehicle body strength increases, allowing it to absorb and dissipate most of the remaining energy. Finally, in the retention phase, the rear section of the upper side beam assembly 14, the rear section of the engine compartment longitudinal beam assembly 22, the front subframe assembly 33, and the front wall panel 51 form an energy retention zone through the reinforcing beam 54 in the front wall panel. This area has the greatest body strength, absorbs residual energy, resists deformation, and reduces the intrusion amount in the passenger compartment front wall panel 51 area to meet regulatory requirements.

[0139] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

[0140] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0141] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0142] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle body front structure characterized by comprising: The application relates to a vehicle body structure, which comprises: an upper force transmission system (1) comprising, from front to back, a headlamp bracket assembly (11), a headlamp bracket connecting piece (12), a rear section of an upper side beam front section assembly (13) and a rear retaining area; a middle force transmission system (2) comprising, from front to back, a front crash beam assembly (21), a cabin longitudinal beam assembly (22) and the rear retaining area; a lower force transmission system (3) comprising, from front to back, a pedestrian protection beam assembly (31), a subframe front cross beam assembly (32) and the rear retaining area; the upper force transmission system (1) and the middle force transmission system (2) are sequentially provided with a middle support frame (41), a front section of the upper side beam front section assembly (13) and a front hub cover assembly (42) from front to back, and the middle force transmission system (2) and the lower force transmission system (3) are sequentially provided with a front crash connecting piece (43), a longitudinal beam front mounting seat (44) and a longitudinal beam rear mounting seat (45) from front to back.

2. The vehicle body front structure according to claim 1, characterized by The middle support frame (41) is arranged between the headlamp bracket assembly (11) and the front crash beam assembly (21), the front crash connecting piece (43) is arranged between the front crash beam assembly (21) and the pedestrian protection beam assembly (31), and the longitudinal beam front mounting seat (44) is arranged between the cabin longitudinal beam assembly (22) and the subframe front cross beam assembly (32).

3. The vehicle body front structure according to claim 1, characterized by An upper section of the front hub cover assembly (42) is connected with the upper side beam front section assembly (13), a lower section of the front hub cover assembly (42) is connected with the cabin longitudinal beam assembly (22), and a rear section of the front hub cover assembly (42) is connected with the rear retaining area.

4. The vehicle body front structure according to claim 1, characterized by The rear retaining area comprises an upper side beam rear section assembly (14), a rear part of the cabin longitudinal beam assembly (22), a front wall plate (51), an A column (52) and a front subframe assembly (33), the front wall plate (51) is arranged between the left and right A columns (52), two ends of the upper side beam rear section assembly (14) are connected with the upper section of the front hub cover assembly and the A column (52) respectively, the rear part of the cabin longitudinal beam assembly (22) is connected with the front wall plate (51) and the front subframe respectively, and the front subframe assembly (33) is located between the front wall plate (51) and the subframe front cross beam assembly (32).

5. The vehicle body front structure according to claim 4, characterized by An upper end of the longitudinal beam rear mounting seat (45) is connected with the cabin longitudinal beam assembly (22), and a lower end of the longitudinal beam rear mounting seat (45) is connected with the front subframe assembly (33).

6. The vehicle body front structure according to claim 1, characterized by The headlamp bracket assembly (11) has a C-shaped structure and comprises a left bracket (111), a middle bracket (112) and a right bracket (113) which are sequentially connected, the left bracket (111) is connected with the left upper side beam front section assembly (13) through the headlamp bracket connecting piece (12), the right bracket (113) is connected with the right upper side beam front section assembly (13) through the headlamp bracket connecting piece (12), and the middle bracket (112) is connected with the front crash beam assembly (21) through the middle support frame (41).

7. The vehicle body front structure according to claim 4, characterized by The connection part of the upper side beam rear assembly (14) and the A column (52) is provided with a grid-shaped energy dissipation area (141).

8. The vehicle body front structure according to claim 1, characterized by The front collision cross beam assembly (21) comprises a front collision cross beam (211), an energy absorption box (212) and a front collision rear mounting plate (213), the energy absorption box (212) and the front collision rear mounting plate (213) are both provided with two, the two energy absorption boxes (212) are respectively located at the two ends of the front collision cross beam (211) in the Y direction, the front collision rear mounting plate (213) is arranged at one end of the energy absorption box (212) away from the front collision cross beam (211), and the front collision rear mounting plate (213) is connected with the upper side beam front assembly (13) and the cabin longitudinal beam assembly (22) at the same time.

9. The vehicle body front structure according to claim 8, characterized by The front collision rear mounting plate (213) is in the shape of a convex character, the front collision rear mounting plate (213) comprises a main body part (2131) and a convex part (2132), the convex part (2132) is located on the outer side of the main body part (2131) in the Y direction, the energy absorption box (212) and the cabin longitudinal beam assembly (22) are connected with the main body part (2131), and the upper side beam front assembly (13) is connected with the convex part (2132).

10. The vehicle body front structure according to claim 8, characterized by The cabin longitudinal beam assembly (22) comprises a longitudinal beam front mounting plate (221), a cabin longitudinal beam (222) and a cabin longitudinal beam outer plate (223), the cabin longitudinal beam (222) comprises an upper wall plate (2221), an inner wall plate (2222) and a lower wall plate (2223) connected in sequence, the cross section of the cabin longitudinal beam (222) perpendicular to the X direction is in the shape of U, the opening of the U-shaped cross section of the cabin longitudinal beam (222) faces the outer side of the vehicle, the cabin longitudinal beam outer plate (223) is connected to the outer side of the cabin longitudinal beam (222), the longitudinal beam front mounting plate (221) is connected to the front end of the cabin longitudinal beam (222), and the longitudinal beam front mounting plate (221) is connected with the front collision rear mounting plate (213).

11. The vehicle body front structure according to claim 10, characterized by The inner wall plate (2222) of the cabin longitudinal beam (222) is provided with a first longitudinal beam guide rib (2224), the cabin longitudinal beam outer plate (223) is provided with a first outer plate guide rib (2231), the extension directions of the first longitudinal beam guide rib (2224) and the first outer plate guide rib (2231) are both along the Z direction, the protrusion directions of the first longitudinal beam guide rib (2224) and the first outer plate guide rib (2231) both face the vehicle interior, and the first longitudinal beam guide rib (2224) and the first outer plate guide rib (2231) on the same cabin longitudinal beam assembly (22) are located at the same position in the X direction.

12. The vehicle body front structure according to claim 11, characterized by The inner wall plate (2222) of the cabin longitudinal beam (222) is provided with a second longitudinal beam guide rib (2225), and the outer plate (223) of the cabin longitudinal beam is provided with a second outer plate guide rib (2232). The extending directions of the second longitudinal beam guide rib (2225) and the second outer plate guide rib (2232) are along the Z direction. The protruding directions of the second longitudinal beam guide rib (2225) and the second outer plate guide rib (2232) are both towards the outside of the vehicle. The second longitudinal beam guide rib (2225) and the second outer plate guide rib (2232) on the same cabin longitudinal beam assembly (22) are located at the same position in the X direction. The second longitudinal beam guide rib (2225) is located at the rear side of the first longitudinal beam guide rib (2224).

13. The vehicle body front structure according to claim 12, characterized by The upper wall plate (2221) and / or the lower wall plate (2223) of the cabin longitudinal beam (222) is provided with a deformation guide hole (2226) which is opposite to the first longitudinal beam guide rib (2224) or the second longitudinal beam guide rib (2225) in the Y direction.

14. The vehicle body front structure according to claim 12, characterized by The cabin longitudinal beam (222) and the cabin longitudinal beam outer plate (223) form a cavity, and a longitudinal beam inner reinforcing plate (224) is arranged in the cavity. The longitudinal beam inner reinforcing plate (224) comprises a front segment plate (2241), a middle segment plate (2242) and a rear segment plate (2243) which are connected in sequence. The middle segment plate (2242) is connected with the cabin longitudinal beam outer plate (223). One end of the front segment plate (2241) away from the middle segment plate (2242) is connected with the inner wall plate (2222) of the cabin longitudinal beam (222). One end of the rear segment plate (2243) away from the middle segment plate (2242) is connected with the inner wall plate (2222) of the cabin longitudinal beam (222).

15. The vehicle body front structure according to claim 14, characterized by The distance between the front segment plate (2241) and the rear segment plate (2243) gradually decreases in the Y direction along the direction from inside to outside.

16. The vehicle body front structure according to claim 14, characterized by The middle segment plate (2242) is provided with a four-flanged box type limiting plate (2244).

17. The vehicle body front structure according to claim 12, characterized by The left and right cabin longitudinal beam assemblies (22) are connected through a cabin large cross beam assembly (53). The cabin large cross beam assembly (53) is located at the rear side of the second longitudinal beam guide rib (2225).

18. The vehicle body front structure according to claim 4, characterized by The rear holding area further comprises a front wall plate middle reinforcing beam (54) extending in the Y direction. The front wall plate middle reinforcing beam (54) is fixed on the front wall plate (51). The two ends of the front wall plate middle reinforcing beam (54) are connected with the left and right A vertical columns (52) respectively.

19. The vehicle body front structure according to claim 18, characterized by The rear part of the cabin longitudinal beam assembly (22) is connected with the front wall plate middle reinforcing beam (54). A front longitudinal beam support upper plate (55) is arranged at the connection between the cabin longitudinal beam assembly (22) and the front wall plate middle reinforcing beam (54). The front longitudinal beam support upper plate (55) is connected with the cabin longitudinal beam assembly (22) and the front wall plate middle reinforcing beam (54) respectively, so that the connection forms a triangular structure.

20. The vehicle body front structure according to claim 1, characterized by The front collision connecting piece (43) is an L-shaped connecting plate, two L-shaped connecting plates are arranged at two ends of the pedestrian protection cross beam assembly (31), a first plate surface (431) of the L-shaped connecting plate is perpendicular to the Z direction and is connected with the pedestrian protection cross beam assembly (31), and a second plate surface (432) of the L-shaped connecting plate is perpendicular to the X direction and is connected with the front cross beam assembly (32) of the sub-frame and the front collision cross beam assembly (21) at the same time.

21. The vehicle body front structure according to claim 20, characterized by The pedestrian protection cross beam assembly (31) is located in front of the front collision cross beam assembly (21) in the X direction.

22. The vehicle body front structure according to claim 20, characterized by The front cross beam assembly (32) of the sub-frame comprises a sub-frame longitudinal beam (321), a sub-frame front cross beam (322), a support pipe (323) and a sub-frame rear cross beam (324), the sub-frame longitudinal beam (321) is provided with two sub-frame longitudinal beams (321), each of the sub-frame longitudinal beams (321) comprises a longitudinal beam front section (3211) and a longitudinal beam rear section (3212) connected with each other, the longitudinal beam front section (3211) extends along the X direction, the distance between the two longitudinal beam rear sections (3212) gradually decreases along the direction from front to back, the sub-frame front cross beam (322) is connected with the rear end of the two longitudinal beam front sections (3211) respectively, the sub-frame rear cross beam (324) is connected with the rear end of the two longitudinal beam rear sections (3212) respectively, the support pipe (323) is in the shape of U, the support pipe (323) is located in the space formed by the longitudinal beam rear section (3212), the sub-frame front cross beam (322) and the sub-frame rear cross beam (324), the two ends of the support pipe (323) are connected with the two ends of the sub-frame rear cross beam (324) respectively, and the middle part of the support pipe (323) is connected with the middle part of the sub-frame front cross beam (322).

23. The vehicle body front structure according to claim 22, characterized by The longitudinal beam front section (3211) is provided with a plurality of energy absorption guide ribs (32111) extending along the Y direction.

24. The vehicle body front structure according to claim 23, characterized by The front end of the sub-frame longitudinal beam (321) is provided with an inner plate (325), and the inner plate (325) is connected with the second plate surface (432) of the L-shaped connecting plate.

25. The vehicle body front structure according to claim 22, characterized by The longitudinal beam rear section (3212) is internally provided with a reinforcing plate (326).

26. The vehicle body front structure according to claim 22, characterized by The two ends of the sub-frame front cross beam (322) extend out of the left and right sub-frame longitudinal beams (321) to form a small offset collision section (3221), the small offset collision section (3221) is bent towards the rear side and forms a triangular area with the sub-frame longitudinal beam (321) at the rear side, a reinforcing member (327) is arranged in the triangular area, and the reinforcing member (327) is connected with the small offset collision section (3221) and the sub-frame longitudinal beam (321) at the same time.

27. The vehicle body front structure according to claim 22, characterized by One end of the longitudinal beam front mounting seat (44) is connected with the cabin longitudinal beam assembly (22), the other end of the longitudinal beam front mounting seat (44) is connected with the sub-frame longitudinal beam (321), and the connection point of the longitudinal beam front mounting seat (44) and the sub-frame longitudinal beam (321) is located at the rear side of the sub-frame front cross beam (322).

28. The vehicle body front structure according to claim 1, characterized by, The front hub bag assemblies (42) on the left and right sides are connected through a shock tower cross beam assembly (56).

29. A vehicle characterized by A vehicle body front structure including the vehicle body front structure according to any one of claims 1 to 28.

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