CN212797095U - Vehicle body front structure and automobile - Google Patents

Vehicle body front structure and automobile Download PDF

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Publication number
CN212797095U
CN212797095U CN202021491529.5U CN202021491529U CN212797095U CN 212797095 U CN212797095 U CN 212797095U CN 202021491529 U CN202021491529 U CN 202021491529U CN 212797095 U CN212797095 U CN 212797095U
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upper short
side member
front side
short beam
vehicle body
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范松
郑颢
李伟
刘衡
杨志添
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Abstract

The utility model belongs to the technical field of automobile body, a automobile body front portion structure and car is related to. The front structure of the vehicle body comprises a front anti-collision beam assembly, a front longitudinal beam, an upper short beam, an A column assembly and an auxiliary frame, wherein the front longitudinal beam, the upper short beam and the A column assembly are respectively provided with two beams which are separated from each other from left to right; the front end of the upper short beam is connected with the front end of the front longitudinal beam on the same side, and the rear end of the upper short beam is connected with the A column assembly on the same side; from the overlooking perspective, the two front longitudinal beams are in an inverted splayed shape with a wide front part and a narrow back part, and the two auxiliary frame longitudinal beams are in an inverted splayed shape with a wide front part and a narrow back part. The vehicle body front structure can cope with a small overlap collision on the basis of coping with a large overlap collision.

Description

Vehicle body front structure and automobile
Technical Field
The utility model belongs to the technical field of automobile body, especially, relate to an automobile body front portion structure and car.
Background
A third-party investigation system is newly added in the China market to research C-IASI, and a small bias collision working condition is introduced by referring to American IIHS. Under the small offset collision working condition, because the overlapping rate of the barrier and the vehicle body is only 25%, the longitudinal beam which plays a main energy absorption role in the traditional vehicle can not participate in energy absorption, and therefore, great challenges are brought to the structural design of the vehicle. In China, a plurality of hot-market car models have been subject to sudden sales drop due to poor small offset performance, so that the development of car body structures suitable for small offsets is not slow.
At present, the comfort and the shape of a vehicle greatly influence consumers, the space of a cabin is smaller and smaller due to the requirements of a wide riding space and a short front overhang shape, and the crushing energy-absorbing space required by collision is reduced, so that the optimization of the collision is more challenging.
With the aggravation of market competition, the vehicle type development is required to be in a faster period, and the vehicle type with lower cost and lighter weight is manufactured to meet the requirements of consumers. Therefore, various vehicle enterprises put forward respective platformization schemes, and vehicle types with different weights are adapted by only adjusting part of reinforcing plates by improving the sharing rate of parts among the vehicle types.
In the existing front structure of the vehicle body, a longitudinal beam and an auxiliary frame longitudinal beam are relatively straight and are relatively arranged inwards in a transverse direction, so that the longitudinal beam and the auxiliary frame longitudinal beam cannot participate in collision energy absorption in small offset collision. Go up the quarter butt and the longeron through last quarter butt connecting plate and preceding bounding wall formation "mouth" font structure, because parallelogram structure's unstability, rigidity is lower in the collision, and goes up the quarter butt connecting plate and easily tear, has further reduced structural strength. The collision force dispersing structure at the root of the longitudinal beam is few, and the local invasion amount is easy to be overlarge. The crushing groove has been reserved to the longeron anterior segment, leads to intensity matching complicated, is unfavorable for the platformization. The bending point of the auxiliary frame is close to the front, and the chassis part cannot be effectively induced to move downwards. The structure is comparatively solidified, is unfavorable for nimble adjustment to the platformized motorcycle type.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the technical problem that will solve is: the automobile body front structure and the automobile are provided aiming at the technical problems that the existing longitudinal beams and auxiliary frame longitudinal beams are relatively straight, transversely arranged inwards and cannot participate in collision energy absorption in small offset collision.
In order to solve the technical problem, on the one hand, the embodiment of the utility model provides a vehicle body front structure, including front anticollision roof beam assembly, front longitudinal beam, last quarter beam, A post assembly and sub vehicle frame, front longitudinal beam, last quarter beam and A post assembly are provided with two that separate from each other about respectively, the sub vehicle frame includes two sub vehicle frame longerons that separate from each other about and two sub vehicle frame crossbeams that separate from each other about, last quarter beam is located the top of front longitudinal beam, front longitudinal beam is located the top of sub vehicle frame, sub vehicle frame and two front longitudinal beams are located two inboard of last quarter beam on the left and right sides direction; the front end of the upper short beam is connected with the front end of the front longitudinal beam on the same side, the rear end of the upper short beam is connected with the A column assembly on the same side, and the front anti-collision beam assembly is connected with the front end of the front longitudinal beam;
from a top view, the two front longitudinal beams are in an inverted V shape with a wide front part and a narrow back part, and the two auxiliary frame longitudinal beams are in an inverted V shape with a wide front part and a narrow back part.
Optionally, the vehicle body front structure further includes two upper short beam reinforcing plates on the left and right, the upper ends of the upper short beam reinforcing plates are connected to the upper short beams on the same side, and the lower ends of the upper short beam reinforcing plates are connected to the front longitudinal beams on the same side.
Optionally, the front end of the upper short beam is located inside the rear end of the upper short beam, and the upper short beam, the upper short beam reinforcing plate and the front longitudinal beam on the same side form an a-shaped structure with a tip in front when viewed from the top.
Optionally, the subframe longitudinal beam has a shape with two high ends and a low middle in the length direction, and the lowest point of the subframe longitudinal beam is a subframe bending point.
Optionally, the front longitudinal beam is sequentially provided with a first break point, a second break point and a third break point from front to back.
Optionally, in the event of a frontal collision, the first folding point is bent upward, the second folding point is bent downward, and the third folding point is bent upward.
Optionally, the subframe further comprises a subframe crash box connected to the front end of the subframe rail.
Optionally, the front side member comprises a front side member inner plate, a front side member inner plate reinforcing plate, a front side member rear reinforcing plate, a front side member outer plate and a front side member outer plate reinforcing plate, the front side member inner plate is connected to the inner side of the front side member outer plate to form a cavity, the front side member inner plate reinforcing plate, the front side member rear reinforcing plate and the front side member outer plate reinforcing plate are arranged in the cavity, the front side member inner plate reinforcing plate is attached to one side, facing the front side member outer plate, of the front side member inner plate, the front side member outer plate reinforcing plate is attached to one side, facing the front side member inner plate, of the front side member outer plate, and the front side member rear reinforcing plate is connected between the rear portion of the front side member inner.
Optionally, the pillar a assembly comprises a pillar a and a pillar a lower vertical plate, the lower end of the pillar a is connected to the upper end of the pillar a lower vertical plate, and the lower end of the pillar a lower vertical plate is connected to the front end of the doorsill on the same side;
the upper short beam comprises an upper short beam front section, an upper short beam rear section and an upper short beam rear reinforcing plate, the front end of the upper short beam front section is connected with the front end of the front longitudinal beam on the same side, the rear end of the upper short beam front section is connected with the front end of the upper short beam rear section, and the rear end of the upper short beam rear section is connected with the front side of the A column lower vertical plate; the front end of the upper short beam rear reinforcing plate is connected to the upper short beam rear section, the rear end of the upper short beam rear reinforcing plate is connected to the front side of the A column lower vertical plate, and the rear end of the upper short beam rear reinforcing plate is located below the rear end of the upper short beam rear section.
According to the utility model discloses automobile body front portion structure, when taking place the head-on collision, has three vertical biography power routes: firstly, an anti-collision beam assembly, a front longitudinal beam, a floor longitudinal beam/a front wall cross beam and the like; secondly, an anti-collision beam assembly, an upper short beam and an A column assembly; thirdly, the anti-collision beam assembly is a subframe longitudinal beam. In addition, from a top view, the two front longitudinal beams are in an inverted-splayed shape with a wide front and a narrow back, and the two subframe longitudinal beams are in an inverted-splayed shape with a wide front and a narrow back. In small offset collision, all three force transmission paths can participate in deformation energy absorption and generate larger transverse thrust, so that direct impact on a passenger compartment is reduced. Therefore, the collision protection device can deal with the small overlap collision on the basis of the large overlap collision. And the weight of the vehicle body is not increased compared with the prior art.
On the other hand, the embodiment of the utility model provides an automobile, it includes foretell automobile body front portion structure.
Drawings
Fig. 1 is a side view of a vehicle body front structure according to an embodiment of the present invention;
fig. 2 is a plan view of a vehicle body front structure according to an embodiment of the present invention;
fig. 3 is a schematic view illustrating a connection between a front side member and a related component of a vehicle body front structure according to an embodiment of the present invention;
fig. 4 is a structural view of a front side member of a vehicle body front structure according to an embodiment of the present invention;
fig. 5 is a view illustrating a bending point design and a bending effect of a front longitudinal beam of a vehicle body front structure according to an embodiment of the present invention;
fig. 6 is a schematic view of a subframe longitudinal beam of the vehicle body front structure according to an embodiment of the present invention;
fig. 7 is a diagram showing a comparison of crushing force between a front side member of a vehicle body front structure according to an embodiment of the present invention and a conventional front side member in a frontal collision;
fig. 8 is a comparison diagram of acceleration waveforms in a frontal collision between a vehicle body front structure according to an embodiment of the present invention and a conventional vehicle body front structure.
The reference numerals in the specification are as follows:
1. a front longitudinal beam; 2. the front section of the upper short beam; 3. a subframe longitudinal beam; 4. an upper short beam reinforcing plate; 5. a cowl outer cross member; 6. a torque box; 7. a floor stringer; 8. a front sub-frame rear mounting plate; 9. a cowl cross member; 10. a front longitudinal inner plate; 11. a front longitudinal beam inner plate reinforcing plate; 12. a front longitudinal rear stiffener; 13. a front side member outer panel; 14. a front longitudinal beam outer plate reinforcing plate; 15. an auxiliary frame energy absorption box; 16. an anti-collision beam energy absorption box; 17. an upper short beam rear section; 18. a rear reinforcing plate of the upper short beam; 19. a column A; 20. a lower column of the column A; 21. a threshold; 22. a front impact beam; 23. a front mounting point of the auxiliary frame; 24. a sub-frame rear mounting point; 25. the subframe cross member 25.
Detailed Description
In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
In the embodiment of the present invention, the left-right direction is the vehicle width direction, the front-rear direction is the vehicle length direction, the inner side indicates the direction inside the vehicle, and the outer side indicates the direction outside the vehicle.
As shown in fig. 1 to 8, an embodiment of the present invention provides a vehicle body front structure, including a front anti-collision beam assembly, a front longitudinal beam 1, an upper short beam, an a-pillar assembly and an auxiliary frame, where the front longitudinal beam 1, the upper short beam and the a-pillar assembly are respectively provided with two sub-frame longitudinal beams 3 spaced from each other left and right, the auxiliary frame includes two sub-frame cross beams 25 spaced from each other left and right and two sub-frame cross beams 25 spaced from each other front and back, the upper short beam is located above the front longitudinal beam 1, the front longitudinal beam 1 is located above the auxiliary frame, and the auxiliary frame and the two front longitudinal beams 1 are located inside the two upper short beams in the left and; the front end of the upper short beam is connected to the front end of the front longitudinal beam 1 on the same side, the rear end of the upper short beam is connected to the A column assembly on the same side, and the front anti-collision beam assembly is connected to the front end of the front longitudinal beam 1.
The left end of the front subframe cross beam 23 is connected with the front end of the left subframe longitudinal beam 3, and the right end of the front subframe cross beam 23 is connected with the front end of the right subframe longitudinal beam 3. The left end of the subframe cross beam 23 on the rear side is connected with the rear end of the subframe longitudinal beam 3 on the left side, and the right end of the subframe cross beam 23 on the rear side is connected with the rear end of the subframe longitudinal beam 3 on the right side. The subframe longitudinal beam 3 is connected to the vehicle body via a subframe front mounting point 23 and a subframe rear mounting point 24.
From a top view (fig. 2), the two front longitudinal beams 1 are in an inverted-splayed shape with a wide front and a narrow back, and the two sub-frame longitudinal beams 3 are in an inverted-splayed shape with a wide front and a narrow back.
In one embodiment, the vehicle body front structure further comprises a left upper short beam reinforcing plate and a right upper short beam reinforcing plate 4, the upper ends of the upper short beam reinforcing plates 4 are connected to the upper short beams on the same side, and the lower ends of the upper short beam reinforcing plates 4 are connected to the front side frame 1 on the same side. The front end of the upper short beam is positioned at the inner side of the rear end of the upper short beam, and the upper short beam, the upper short beam reinforcing plate 4 and the front longitudinal beam 1 at the same side form an A-shaped structure with the front tip end from the top view (figure 2). The A-shaped structure is stable.
In one embodiment, as shown in fig. 6, the subframe longitudinal member 3 has a shape with high ends and a low middle in the longitudinal direction, and the lowest point of the subframe longitudinal member 3 is a subframe bending point (point a in fig. 6). The V-shaped bending mode of the auxiliary frame can be realized in collision, and the chassis part installed on the auxiliary frame is driven to move downwards, so that the collision energy absorption efficiency is improved.
In an embodiment, as shown in fig. 5, the front side member 3 is sequentially provided with a first folding point, a second folding point and a third folding point from front to back, and the front side member 3 is not provided with a crushing section. Compared with the prior art, the front longitudinal beam has the advantages that the crushing section of the front longitudinal beam is eliminated. The first break point, the second break point and the third break point are deformed in collision through profile change, the arrangement of the reinforcing plate and the inducing groove, and the deformation mode of the first break point, the second break point and the third break point is standard three-point bending. That is, when a frontal collision occurs, the first folding point is bent upward, the second folding point is bent downward, and the third folding point is bent upward.
In one embodiment, as shown in fig. 1 and 2, the subframe further includes a subframe crash box 15 bolted to the front end of the subframe rail 3.
In an embodiment, as shown in fig. 1, the front impact beam assembly includes a front impact beam 22 and an impact beam energy absorption box 16, the rear sides of both ends of the front impact beam 22 are respectively disposed on the impact beam energy absorption box 16, and the front end of the front longitudinal beam 1 is connected to the impact beam energy absorption box 16 on the same side through a bolt.
In one embodiment, as shown in fig. 4, the front side member 1 includes a front side member inner panel 10, a front side member inner panel reinforcement panel 11, a front side member rear reinforcement panel 12, a front side member outer panel 13, and a front side member outer panel reinforcement panel 14, the front side member inner panel 10 is connected to an inner side of the front side member outer panel 13 to form a cavity, the front side member inner panel reinforcement panel 11, the front side member rear reinforcement panel 12, and the front side member outer panel reinforcement panel 14 are disposed in the cavity, the front side member inner panel reinforcement panel 11 is attached to a side of the front side member inner panel 10 facing the front side member outer panel 13, the front side member outer panel reinforcement panel 14 is attached to a side of the front side member outer panel 13 facing the front side member inner panel 10, and the front side member rear reinforcement panel 13 is connected between a rear portion of the front side member inner panel 10. Preferably, the front side member inner panel 10, the front side member inner panel reinforcement panel 11, the front side member rear reinforcement panel 12, the front side member outer panel 13, and the front side member outer panel reinforcement panel 14 are formed into the front side member 1 by welding.
The passenger compartment is also required to be stable in small offset collision, wherein the A-pillar 19 is most easily bent, so that the collision force of the A-pillar 19 and the A-pillar lower upright post 20 can be reasonably distributed by adjusting the strength of the upper short beam rear section 17 and the upper short beam reinforcing plate 18, and the A-pillar 19 is prevented from being bent due to too large collision force.
In one embodiment, as shown in fig. 1, the a-pillar assembly includes an a-pillar 19 and an a-pillar lower standing plate 20, a lower end of the a-pillar 19 is connected to an upper end of the a-pillar lower standing plate 20, and a lower end of the a-pillar lower standing plate 20 is connected to a front end of a threshold 21 on the same side. The upper short beam comprises an upper short beam front section 2, an upper short beam rear section 17 and an upper short beam rear reinforcing plate 18, the front end of the upper short beam front section 2 is connected with the front end of the front longitudinal beam 1 on the same side, the rear end of the upper short beam front section 2 is connected with the front end of the upper short beam rear section 17, and the rear end of the upper short beam rear section 17 is connected with the front side of the A column lower vertical plate 20; the front end of the upper short beam rear reinforcing plate 18 is connected to the upper short beam rear section 17, the rear end of the upper short beam rear reinforcing plate 18 is connected to the front side of the a-pillar lower vertical plate 20, and the rear end of the upper short beam rear reinforcing plate 18 is located below the rear end of the upper short beam rear section 17.
In one embodiment, as shown in fig. 3, the front side member 1 is connected to the front wall outer cross member 5, the torsion box 6, the floor side member 7, the front sub-frame rear mounting plate 8 and the front wall cross member 9 respectively to form a multi-fork structure, so that the collision force applied to the front side member 1 can be well dispersed, and the local invasion of the vehicle compartment can be prevented from being too large.
The vehicle body front structure of the above embodiment operates on the following principle:
in the conventional technology, because the front longitudinal beam and the auxiliary frame longitudinal beam are relatively straight and have small overlapping amount with the 25% overlapping rigid barrier, the front longitudinal beam and the auxiliary frame longitudinal beam cannot effectively absorb energy. When the front structure of the middle vehicle body of the embodiment is in a frontal collision, the structure has three longitudinal force transmission paths: firstly, a front anti-collision beam 22, an anti-collision beam energy absorption box 16, a front longitudinal beam 1, a floor longitudinal beam 7, a front wall cross beam 9 and the like; secondly, the front anti-collision beam 22, the anti-collision beam energy absorption box 16, the front longitudinal beam 1, the front upper short beam section 2, the rear upper short beam section 17, the rear upper short beam reinforcing plate 18, the A column 19 and the A column lower upright post 20. Because the two front longitudinal beams 1 and the two auxiliary frame longitudinal beams 3 are skimmed outwards to form an inverted splayed structure, the upper short beam is arranged in an inward surrounding manner and is connected with the front longitudinal beams 1 and the upper short beam reinforcing plate to form a stable A-shaped structure, so that in small offset collision, three force transmission paths can participate in deformation and energy absorption, and larger transverse thrust is generated, thereby reducing direct impact received by a passenger cabin.
The platformization requires that the same set of front longitudinal beam 1 structure is suitable for vehicle types with different weights, and the same vehicle type needs to be suitable for multiple working conditions with different overlap rates of frontal collision, so that the stability of the deformation mode of the front longitudinal beam 1 needs to be improved. As shown in fig. 7, in the conventional technology, the deformation mode is crash beam energy absorption box crushing a 1-front side rail front section crushing a 2-front side rail three-section bending A3 (see the solid line of fig. 7), so that the matching of the crushing force strength with three-stage increment is needed. The deformation mode of this application is crashproof roof beam energy-absorbing box 16 conquassation B1-front longitudinal 1 three point bending B2 (see dotted line in figure 7), only needs to match two-stage conquassation power intensity, has taken very big facility to multi-vehicle type, the matching of multiplex condition engine compartment intensity, has improved the robustness of deformation mode simultaneously.
As shown in fig. 8, in the frontal collision process, compared with the conventional technology, the acceleration waveform is optimized (the dotted line is the acceleration waveform of the present application, and the solid line is the acceleration waveform of the prior art), and under more severe engineering conditions such as short front overhang and the like, the requirements of the frontal collision on the acceleration waveform are better met, and the requirements of the collision performance on the energy absorption space are reduced. Thus, the engine compartment absorbs as much energy as possible, reducing the impact on the occupants. Therefore, the energy absorption of the engine room is improved in three ways: firstly, the three-level crushing force intensity matching of the front longitudinal beam 1 is reduced to two-level crushing force matching, and the intensity of the anti-collision beam energy absorption box 16 is improved; secondly, shortening the front longitudinal beam 1 and enlarging the anti-collision beam energy absorption box 16; a subframe crash box 15 is added. Three sections of the front longitudinal beam 1 are bent into a three-point bending mode, and the auxiliary frame is designed into a V-shaped bending mode, so that the crushing amount of the whole vehicle is increased, and the impact of a passenger compartment is reduced.
In the frontal collision, the intrusion amount of the root (rear part) of the front longitudinal beam 1 needs to be controlled to avoid the damage of the feet of the passengers due to extrusion, and therefore, the front longitudinal beam 1 disperses the collision force through a multi-fork structure consisting of a front wall outer side cross beam 5, a torsion box 6, a floor longitudinal beam 7, a front sub-frame rear mounting plate 8 and a front wall cross beam 9.
In order to meet the strength requirements of different vehicle types, the concept of platform design is strengthened by the design of the engine compartment, the large plate structure does not need to be adjusted, and only local parts can be adjusted through adjusting, such as the anti-collision beam energy absorption box 16, the auxiliary frame energy absorption box 15, the front longitudinal beam inner plate reinforcing plate 11 and the upper short beam reinforcing plate 4, so that the requirements of different vehicle types of the platform on the structural strength can be met, and the research and development cost of the platform vehicle type is reduced.
According to the utility model discloses automobile body front portion structure, when taking place the head-on collision, has three vertical biography power routes: firstly, an anti-collision beam assembly, a front longitudinal beam, a floor longitudinal beam/a front wall cross beam and the like; secondly, an anti-collision beam assembly, an upper short beam and an A column assembly; thirdly, the anti-collision beam assembly is a subframe longitudinal beam. In addition, from a top view, the two front longitudinal beams are in an inverted-splayed shape with a wide front and a narrow back, and the two subframe longitudinal beams are in an inverted-splayed shape with a wide front and a narrow back. In small offset collision, all three force transmission paths can participate in deformation energy absorption and generate larger transverse thrust, so that direct impact on a passenger compartment is reduced. Therefore, the collision protection device can deal with the small overlap collision on the basis of the large overlap collision. And the weight of the vehicle body is not increased compared with the prior art.
Additionally, the embodiment of the utility model provides a still provide an automobile, including the automobile body front portion structure of above-mentioned embodiment.
The above description is only exemplary of the present invention and should not be taken as limiting the scope of the present invention, as any modifications, equivalents, improvements and the like made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.

Claims (10)

1. The front structure of the vehicle body is characterized by comprising a front anti-collision beam assembly, a front longitudinal beam, an upper short beam, an A column assembly and an auxiliary frame, wherein the front longitudinal beam, the upper short beam and the A column assembly are respectively provided with two auxiliary frame longitudinal beams which are separated from each other left and right, the auxiliary frame comprises two auxiliary frame longitudinal beams which are separated from each other left and right and two auxiliary frame cross beams which are separated from each other front and back, the upper short beam is positioned above the front longitudinal beam, the front longitudinal beam is positioned above the auxiliary frame, and the auxiliary frame and the two front longitudinal beams are positioned on the inner sides of the two upper short beams in the left; the front end of the upper short beam is connected with the front end of the front longitudinal beam on the same side, the rear end of the upper short beam is connected with the A column assembly on the same side, and the front anti-collision beam assembly is connected with the front end of the front longitudinal beam;
from a top view, the two front longitudinal beams are in an inverted V shape with a wide front part and a narrow back part, and the two auxiliary frame longitudinal beams are in an inverted V shape with a wide front part and a narrow back part.
2. The vehicle body front structure according to claim 1, further comprising two upper short-beam reinforcing plates on the left and right, upper ends of the upper short-beam reinforcing plates being connected to the upper short beams on the same side, and lower ends of the upper short-beam reinforcing plates being connected to the front side members on the same side.
3. The vehicle body front structure according to claim 1, wherein a front end of the upper short beam is located inside a rear end of the upper short beam, and the upper short beam, the upper short beam reinforcement plate, and the front side member on the same side form an "a" shaped structure with a tip forward as viewed in plan.
4. The vehicle body front structure according to claim 1, wherein the subframe side member exhibits a configuration in a longitudinal direction thereof in which both ends are high and a middle is low, and a lowest point of the subframe side member is a subframe buckling point.
5. The vehicle body front structure according to claim 1, wherein the front side member is provided with a first break point, a second break point, and a third break point in this order from front to rear.
6. The vehicle body front structure according to claim 5, wherein the first folding point is folded upward, the second folding point is folded downward, and the third folding point is folded upward in the event of a frontal collision.
7. The vehicle body front structure according to claim 1, wherein the subframe further comprises a subframe crash box connected to a front end of the subframe rail.
8. The vehicle body front structure according to claim 1, wherein the front side member includes a front side member inner panel, a front side member inner panel reinforcement panel, a front side member rear reinforcement panel, a front side member outer panel, and a front side member outer panel reinforcement panel, the front side member inner panel is connected to an inner side of the front side member outer panel to form a cavity, the front side member inner panel reinforcement panel, the front side member rear reinforcement panel, and the front side member outer panel reinforcement panel are disposed in the cavity, the front side member inner panel reinforcement panel is attached to a side of the front side member inner panel facing the front side member outer panel, the front side member outer panel reinforcement panel is attached to a side of the front side member outer panel facing the front side member inner panel, and the front side member rear reinforcement panel is connected between a rear portion of the front side member inner panel and a rear portion.
9. The vehicle body front structure according to claim 1, wherein the a-pillar assembly includes an a-pillar and an a-pillar lower upright, a lower end of the a-pillar is connected to an upper end of the a-pillar lower upright, and a lower end of the a-pillar lower upright is connected to a front end of a rocker on the same side;
the upper short beam comprises an upper short beam front section, an upper short beam rear section and an upper short beam rear reinforcing plate, the front end of the upper short beam front section is connected with the front end of the front longitudinal beam on the same side, the rear end of the upper short beam front section is connected with the front end of the upper short beam rear section, and the rear end of the upper short beam rear section is connected with the front side of the A column lower vertical plate; the front end of the upper short beam rear reinforcing plate is connected to the upper short beam rear section, the rear end of the upper short beam rear reinforcing plate is connected to the front side of the A column lower vertical plate, and the rear end of the upper short beam rear reinforcing plate is located below the rear end of the upper short beam rear section.
10. An automobile characterized by comprising the vehicle body front structure according to any one of claims 1 to 9.
CN202021491529.5U 2020-07-24 2020-07-24 Vehicle body front structure and automobile Active CN212797095U (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112623029A (en) * 2019-10-08 2021-04-09 广州汽车集团股份有限公司 Automobile longitudinal beam
CN114802449A (en) * 2022-03-25 2022-07-29 东风汽车集团股份有限公司 Automobile longitudinal beam group front section
CN114954676A (en) * 2021-12-31 2022-08-30 比亚迪股份有限公司 Vehicle front cabin structure and vehicle
CN115214786A (en) * 2021-12-20 2022-10-21 广州汽车集团股份有限公司 Automobile body front portion structure and car
WO2024022497A1 (en) * 2022-07-29 2024-02-01 比亚迪股份有限公司 Vehicle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112623029A (en) * 2019-10-08 2021-04-09 广州汽车集团股份有限公司 Automobile longitudinal beam
CN115214786A (en) * 2021-12-20 2022-10-21 广州汽车集团股份有限公司 Automobile body front portion structure and car
CN115214786B (en) * 2021-12-20 2024-03-26 广州汽车集团股份有限公司 Front structure of automobile body and automobile
CN114954676A (en) * 2021-12-31 2022-08-30 比亚迪股份有限公司 Vehicle front cabin structure and vehicle
CN114802449A (en) * 2022-03-25 2022-07-29 东风汽车集团股份有限公司 Automobile longitudinal beam group front section
WO2024022497A1 (en) * 2022-07-29 2024-02-01 比亚迪股份有限公司 Vehicle

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