CN219406616U - Front structure of vehicle body and vehicle - Google Patents

Abstract

The utility model provides a vehicle body front part structure and a vehicle, wherein the vehicle body front part structure comprises a front engine room and a front auxiliary frame connected to the bottom of the front engine room; the front engine room is provided with front engine room longitudinal beams which are respectively arranged at the left side and the right side, and front shock absorption towers which are connected to the front engine room longitudinal beams, the side parts of the front shock absorption towers at the two sides are respectively provided with rear reinforcing longitudinal beams, the bottom ends of the rear reinforcing longitudinal beams are connected to the front engine room longitudinal beams at the same side, and the top ends of the rear reinforcing longitudinal beams at the two sides are connected together through a front engine room upper cross beam; the front auxiliary frame is provided with connecting arms which are respectively connected with the longitudinal beams of the front engine room at two sides, and each connecting arm is connected with the rear reinforcing longitudinal beam at the same side in the height direction of the whole vehicle. The front structure of the vehicle body can increase the overall strength of the front position of the vehicle body, and is beneficial to the transmission and dispersion of collision force at the front position, so that the safety of the whole vehicle can be improved.

Description

Front structure of vehicle body and vehicle

Technical Field

The utility model relates to the technical field of vehicle body structures, in particular to a vehicle body front structure. The utility model also relates to a vehicle provided with the vehicle body front structure.

Background

With the increasing attention of people to vehicle safety, collision safety has become an increasingly important part of the quality of the whole vehicle. In the vehicle body framework system, the structure of the front part of the vehicle body is a main channel for transmitting the collision force to the rear of the vehicle when the vehicle is in a frontal collision, a small overlap collision or an offset collision, and the transmission capability of the collision force directly influences the rating of the collision performance of the vehicle.

The front shock absorber is located in the two sides of the front of the vehicle body and serves as a mounting carrier of front shock absorbers on the two sides, the existing front shock absorber is generally thick by increasing the material thickness of the shock absorber to improve the structural strength of the front shock absorber, but the increase of the material thickness can increase the dead weight of the vehicle body, meanwhile, the cost of the vehicle can be increased, and the front shock absorber does not have good application advantages.

In addition, in the case of a collision of a vehicle, the conventional vehicle body structure still has a disadvantage in that the transmission and dispersion effects of collision force at the front portion of the vehicle body are poor. Particularly, for a vehicle body structure with a front auxiliary frame arranged at the bottom of a front engine room, due to the fact that effective combination is lacking between the auxiliary frame and the front engine room, the front auxiliary frame is reinforced on the front structure of the vehicle body, and the transmission effect of collision force on the front auxiliary frame is limited, so that the safety of the vehicle is not improved.

Disclosure of Invention

In view of this, the present utility model aims to propose a vehicle body front structure that is capable of improving the safety of the whole vehicle.

In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:

a vehicle body front structure comprising a front cabin and a front subframe connected to the bottom of the front cabin;

the front engine room is provided with front engine room longitudinal beams which are respectively arranged at the left side and the right side, and front shock towers which are connected to the front engine room longitudinal beams, the side parts of the front shock towers at the two sides are respectively provided with a rear reinforcing longitudinal beam, the bottom ends of the rear reinforcing longitudinal beams are connected to the front engine room longitudinal beams at the same side, and the top ends of the rear reinforcing longitudinal beams at the two sides are connected together through a front engine room upper cross beam;

the front auxiliary frame is provided with connecting arms which are respectively connected with the front cabin longitudinal beams on two sides, the connecting arms on each side are connected with the rear reinforcing longitudinal beams on the same side in the height direction of the whole vehicle, the front cabin upper cross beam, the front auxiliary frame, the rear reinforcing longitudinal beams on two sides and the front cabin longitudinal beams are connected to form an annular structure.

Further, the left end and the right end of the upper cross beam of the front engine room are respectively connected with the tops of the front shock absorption towers on all sides.

Further, the rear reinforcing longitudinal beams on both sides are buckled on the front shock-absorbing tower and the front engine room longitudinal beam, and a rear longitudinal beam cavity is formed between the rear reinforcing longitudinal beams and the front shock-absorbing tower and the front engine room longitudinal beam in an enclosing mode;

the front cabin upper cross beam comprises a cross beam main body, wherein the left end and the right end of the cross beam main body are connected with the top ends of the rear reinforcing longitudinal beams at the two sides, and cross beam sealing plates are connected between the tops of the front shock absorption towers at the two sides;

the cross section of crossbeam main part is "U" type, the crossbeam main part with the crossbeam shrouding encloses to form the entablature cavity, the both ends and the both sides of entablature cavity link up the setting between the back longeron cavity.

Furthermore, box-shaped suspension reinforcing plates are respectively arranged in the front cabin longitudinal beams at two sides, and connecting sleeves are arranged on the suspension reinforcing plates;

each connecting arm is connected to the connecting sleeve on the same side, and each suspension reinforcing plate is connected to the top surface in the front cabin longitudinal beam on the same side, and the left side surface and the right side surface.

Further, a lower force transmission beam is respectively arranged at one side of the front cabin longitudinal beam positioned in the front cabin at both sides;

the lower force transfer beams on all sides are connected to one side, facing the locomotive, of the front coaming, one end of each lower force transfer beam on all sides is connected to the front cabin longitudinal beam on the same side, and the other end of each lower force transfer beam on all sides is connected to the middle channel reinforcing longitudinal beam on the same side.

Further, the lower force transfer beam at each side is connected with the front ends of the middle channel reinforcing longitudinal beams at the same side, and a connecting plate is connected between the front ends of the middle channel reinforcing longitudinal beams at the two sides.

Further, front wheel cover side beams are connected to the front shock absorption towers on two sides, and the rear ends of the front wheel cover side beams on two sides are connected with a front windshield lower cross beam;

the front cabin upper beam is connected with the front cabin upper beam, the front shock towers on two sides are connected with the front wheel cover side beams to form an annular structure, and a connecting bracket is connected between the front cabin upper beam and the front cabin lower beam.

Further, the connecting bracket comprises a middle bracket positioned in the middle, and side brackets which are respectively arranged at the left side and the right side of the middle bracket, and the side brackets are arranged close to the front shock absorption towers at the same side.

Further, each front wheel cover side beam is arranged on one side, close to the outside of the vehicle, of the front cabin longitudinal beam on the same side in parallel, and connecting beams are arranged between the front wheel cover side beams and the front cabin longitudinal beam on two sides;

the connecting beams on two sides are all arranged along the left-right direction of the whole vehicle, one end of each connecting beam, which is close to the outside of the vehicle, is connected with the front end of the front wheel cover side beam on the same side, and one end of each connecting beam, which is close to the inside of the vehicle, is connected to the front cabin longitudinal beam on the same side.

Compared with the prior art, the utility model has the following advantages:

according to the front part structure of the vehicle body, through the arrangement of the rear reinforcing longitudinal beam, the structural strength of the position of the damping tower can be improved, the thickness of the damping tower material can be reduced, and the weight can be reduced; meanwhile, through the arrangement of the upper cross beam of the front cabin, transverse connection can be formed between the front shock-absorbing towers at two sides, Y-direction rigidity of the front part of the vehicle body can be improved, and collision force is facilitated to be transmitted between the left side and the right side of the front cabin; and make preceding cabin entablature, preceding sub vehicle frame and the back of both sides strengthen longeron, preceding cabin longeron and connect into annular structure, also the great characteristics of usable annular structural strength further increase the bulk strength of automobile body front portion position to be favorable to the transmission dispersion of collision force in the front portion position, can promote the security of whole car from this.

In addition, the front cabin upper beam is connected with the tops of the front shock absorption towers on two sides, so that the transverse rigidity between the front shock absorption towers on two sides can be better increased, the overall transverse rigidity of the front cabin position is improved, and the safety of the whole vehicle is improved. The formation of the cavity of the rear longitudinal beam can utilize the characteristic of high structural strength of the cavity to increase the structural strength of the rear reinforcing longitudinal beam; the front cabin upper beam is formed by the beam main body and the beam sealing plates, so that the front cabin upper beam can be prepared, meanwhile, an upper beam cavity is formed and is communicated with the rear longitudinal beam cavity, the connection reliability between the front cabin upper beam and the rear reinforcing longitudinal beams on two sides can be ensured, the continuity of a force transmission channel formed between the front cabin upper beam and the rear reinforcing longitudinal beams is ensured, and the collision force transmission effect is improved.

Through setting up box-like suspension reinforcing plate, can guarantee the reliability that the linking arm is connected, and the suspension reinforcing plate is connected with the top surface in the front engine room longeron of homonymy to and both sides face all, also can guarantee the structural strength of suspension reinforcing plate self, and with the joint strength between the front engine room longeron, thereby help promoting the connection reliability of front auxiliary frame better. Through setting up the lower biography power roof beam of connecting anterior cabin longeron and well passageway reinforcing longeron, can increase the joint strength between anterior cabin longeron and the well passageway to also can increase new biography power passageway between anterior cabin longeron and well passageway, help the transmission of collision force between the two, and do benefit to the security that promotes whole car.

In addition, the middle channel reinforcing longitudinal beams on the two sides are connected through the connecting plates, the rigidity of the front end position of the middle channel is increased through the connecting effect of the connecting plates, and meanwhile a force transmission channel can be formed between the middle channel reinforcing longitudinal beams on the two sides, so that the transmission of collision force between the left side and the right side of the automobile body is facilitated. Through preceding wind window entablature, preceding cabin entablature to and the annular structure that forms is connected with preceding wheel casing boundary beam to shock tower and preceding wheel casing boundary beam before both sides, can increase the whole rigidity of enclose the front side before the automobile body front portion, and set up the linking bridge between preceding cabin entablature and preceding wind window entablature, not only can further increase the rigidity at front side position before enclosing, also can increase the transmission passageway between preceding shock tower and preceding wind window entablature simultaneously, help promoting the security of whole car.

The connecting brackets are arranged at intervals, so that a better rigidity reinforcing effect can be achieved, more force transmission channels can be added, and the transmission of collision force is facilitated; the lateral part support sets up near preceding shock tower, can promote the reinforcing ability to preceding shock tower in X upwards, helps increasing the structural strength of preceding shock tower. Through set up the tie-beam between front end and the front cabin longeron at the front wheel cover boundary beam, at vehicle collision, and when barrier and front wheel cover boundary beam contact, can make the collision force pass through the tie-beam to the front cabin longeron effective transmission except that passing through the front wheel cover boundary beam to this improves the transmission performance to the collision force, promotes collision security.

Another object of the present utility model is to propose a vehicle in which the vehicle body is provided with the vehicle body front structure as described above.

Compared with the prior art, the vehicle and the front structure of the vehicle body have the same beneficial effects and are not repeated here.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

fig. 1 is a schematic view of a vehicle body front structure according to an embodiment of the present utility model;

fig. 2 is a schematic view of a structure of a front structure of a vehicle body according to an embodiment of the present utility model from a bottom view;

fig. 3 is a schematic view of a vehicle body front structure according to an embodiment of the present utility model from another view;

fig. 4 is a schematic view of a structure of a front structure of a vehicle body in a top view according to an embodiment of the present utility model; the method comprises the steps of carrying out a first treatment on the surface of the

Fig. 5 is a schematic structural view of a front subframe according to an embodiment of the present utility model;

FIG. 6 is a schematic illustration of the connection between the connecting arm and the front cabin rail according to an embodiment of the present utility model;

FIG. 7 is a schematic view of a link arm position ring structure according to an embodiment of the present utility model;

FIG. 8 is a schematic view of a suspension stiffener and connection sleeve according to an embodiment of the present disclosure;

FIG. 9 is a schematic view illustrating the connection between a front subframe and a front cabin rail according to an embodiment of the present utility model;

FIG. 10 is a schematic view of an arrangement of a rear reinforcement stringer according to an embodiment of the present utility model;

FIG. 11 is a schematic view of a beam body according to an embodiment of the present utility model;

fig. 12 is a schematic structural view of a lower transfer beam according to an embodiment of the present utility model;

reference numerals illustrate:

1. a front cabin rail; 2. a front shock absorber; 3. a front cabin upper cross member; 4. a subframe rail; 5. front wheel cover side beams; 6. a front cabin lower cross member; 7. a connecting beam; 8. a subframe front cross member; 9. a sub-frame center rail; 10. an energy absorption box; 11. a front bumper beam; 12. a front end frame; 13. a lower transfer beam; 14. middle channel reinforcing stringers; 15. a connecting plate; 16. a front windshield lower cross member; 17. a connecting bracket; 18. a dash panel; 19. a middle channel;

101. suspending the reinforcing plate; 102. a connection sleeve; 103. a sub-frame mounting portion;

201. front reinforcing stringers; 202. rear reinforcing stringers; 2021. an upper overlap portion; 2022. a side lap portion;

301. a beam body; 302. a beam sealing plate;

401. a connecting arm;

7a, a supporting part;

1301. a profile;

1701. the middle part is between; 1702. a side bracket.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present utility model, unless otherwise specifically defined, the mating components may be connected using conventional connection structures in the art. Moreover, the terms "mounted," "connected," and "connected" are to be construed broadly. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The present embodiment relates to a vehicle body front structure including a front cabin and a front subframe connected to a bottom of the front cabin, as shown in fig. 1 to 7, in an overall structure.

Wherein, the front cabin has front cabin stringers 1 provided separately on the left and right sides, and a front shock absorber 2 connected to each front cabin stringer 1, the front ends of the front cabin stringers 1 on both sides are connected to a front end frame 12, and a front impact beam assembly having an energy absorber 10 and a front impact beam 11. The side portions of the front shock absorber 2 on both sides are also provided with rear reinforcing stringers 202, respectively. The bottom ends of the respective rear reinforcing stringers 202 are connected to the same-side front cabin stringers 1, and the top ends of the two side rear reinforcing stringers 202 are connected together by the front cabin upper cross member 3.

The front subframe is provided with connecting arms 401 respectively connected with the front cabin longitudinal beams 1 on two sides, each connecting arm 401 is connected with the rear reinforcing longitudinal beam 202 on the same side in the height direction of the whole vehicle, and accordingly the front cabin upper cross beam 3, the front subframe, the rear reinforcing longitudinal beams 202 on two sides and the front cabin longitudinal beam 1 are connected to form an annular structure.

At this time, through the arrangement of the rear reinforcing longitudinal beam 202 at the side part of the front damping tower 2, the structural strength of the position of the front damping tower 2 can be improved, thereby being beneficial to reducing the material thickness of the damping tower and realizing weight reduction; meanwhile, through the arrangement of the upper cross beam 3 of the front cabin, transverse connection can be formed between the front shock absorption towers 2 on two sides, the rigidity of the front part Y of the vehicle body (namely, the left and right directions of the whole vehicle) can be improved, and the transmission of collision force between the left and right sides of the front cabin is facilitated. The front cabin upper cross beam 3, the front auxiliary frame, the rear reinforcing longitudinal beams 202 on two sides and the front cabin longitudinal beam 1 are connected to form an annular structure, and the integral strength of the front part of the vehicle body can be further increased by utilizing the characteristic of high strength of the annular structure, and the transmission and dispersion of collision force at the front part are facilitated.

Specifically, the front shock towers 2 located at both sides are symmetrically arranged at the middle and rear parts of the front cabin longitudinal beam 1 in the left-right direction of the whole vehicle, and the front shock towers 2 are upwards extended along the height direction of the whole vehicle, and shock absorber mounting holes are respectively formed in the tops of the front shock towers 2 so as to facilitate the mounting of the front shock absorbers.

Still referring to fig. 5, the front subframe of the present embodiment has subframe rails 4 disposed separately on the left and right sides, and cavities are formed in each subframe rail 4 to improve the strength and force transmission effect of the subframe rail 4. Meanwhile, similar to the structure of the existing front subframe, a subframe front cross member 8, a subframe middle cross member 9 and a subframe rear cross member structure positioned at the rear side of the subframe middle cross member 9 are also respectively connected between the subframe longitudinal members 4 at both sides.

The connecting arms 401 on the two sides are respectively positioned on the auxiliary frame longitudinal beams 4 on the same side, and the middle cross beam 9 of the auxiliary frame is arranged between the connecting points of the connecting arms 401 on the two sides and the auxiliary frame longitudinal beams 4. Since the two sub frame side members 4 are located inside the corresponding side front cabin side members 1, the respective link arms 401 are also disposed so as to be inclined outward in the left-right direction of the entire vehicle. In addition, the connection between the connecting arms 401 on each side and the rear reinforcing longitudinal beam 202 on the same side is provided, that is, the projection of the top end of each connecting arm 401 on each side and the bottom end of the rear reinforcing longitudinal beam 202 on the same side in the up-down direction of the whole vehicle is at least partially overlapped. In this way, not only is the connection strength between the rear reinforcing side member 202 and the front cabin side member 1 and the connecting arm 401 facilitated, but the annular structure formed above can also have a consistent force transmission effect.

In this embodiment, by correspondingly arranging the middle cross member 9 of the subframe between the connecting arms 401 at two sides, the Y-direction supporting rigidity between the connecting arms 401 at two sides can be increased, and the overall structural stability of the front subframe can be improved. Here, the beam body such as the sub-frame middle beam 9 and the sub-frame front beam 8 may be formed with a beam cavity, and the connecting arm 401 may be formed with a connecting arm cavity inside, so as to improve the use effect of the sub-frame middle beam 9, the connecting arm 401, and the like.

In order to achieve the connection between the connecting arm 401 and the front cabin longitudinal beam 1, as a preferred embodiment, as shown in fig. 8, the front cabin longitudinal beams 1 on both sides are respectively provided with a box-shaped suspension reinforcement plate 101, and the suspension reinforcement plate 101 is provided with a connecting sleeve 102. Each of the connection arms 401 is connected to the connection sleeve 102 on the same side, and each of the suspension reinforcement plates 101 is connected to the top surface and both the left and right side surfaces in the front cabin longitudinal member 1 on the same side. In practice, the connecting sleeve 102 is connected to the bottom of the suspension stiffener 101, and the top ends of the side connecting arms 401 are connected to the connecting sleeve 102 by bolts.

In this embodiment, through setting up box-like suspension reinforcing plate 101, can guarantee the reliability of linking arm 401 connection, and the suspension reinforcing plate 101 is all connected with the top surface in the cabin longeron 1 before the homonymy to and both sides face about, not only can guarantee the structural strength of suspension reinforcing plate 101 self, do benefit to moreover and realize the transmission of collision force in different directions, in addition can also improve the joint strength between suspension reinforcing plate 101 and the cabin longeron 1 before to help promoting the connection reliability of front subframe better.

In addition, the front end of the sub frame rail 4 in the present embodiment may be connected to the bottom of the front cabin rail 1 on the corresponding side by a connecting bolt. As shown in fig. 9, for example, a subframe mounting portion 103 may be provided at the bottom of the front end of the front cabin rail 1, and the subframe mounting portion 103 may be configured as a box-like bracket and provided with a threaded bushing therein, to which the front end of the subframe rail 4 is connected by a connecting bolt.

As a preferred embodiment, in the present embodiment, as shown in fig. 10 and 11, the left and right ends of the front cabin upper cross member 3 are connected to the top of each side front shock absorber tower 2, respectively. Like this for front cabin entablature 3 links to each other with the shock absorber tower 2 top before both sides, can increase the transverse rigidity between the shock absorber tower 2 before both sides better, is favorable to promoting the holistic transverse rigidity in cabin position before, promotes whole car security.

In addition, in a specific arrangement, the rear reinforcing stringers 202 on both sides are also fastened to the front shock tower 2 and the front cabin stringer 1, and form a rear stringer cavity with the front shock tower 2 and the front cabin stringer 1. At this time, the formation of the rear side member cavity can increase the structural strength of the rear reinforcing side member 202 itself by utilizing the characteristic of large structural strength of the cavity.

The front cabin upper cross member 3 of the present embodiment specifically includes a cross member main body 301, the left and right ends of which are connected to the top ends of the rear reinforcing stringers 202 on both sides, and a cross member sealing plate 302, which is connected between the tops of the front shock absorber towers 2 on both sides, corresponding to the above-described structural arrangement of the rear reinforcing stringers 202 and the formation of the rear stringer cavities.

The cross section of the beam main body 301 is in a 'U' -shape, and the beam main body 301 and the beam sealing plate 302 enclose an upper beam cavity, and two ends of the upper beam cavity are communicated with the rear longitudinal beam cavities on two sides. And the two ends of the beam sealing plate 302 are respectively lapped on the top of the front shock absorber 2 and are connected with the front shock absorber 2 in a welding mode, so that the connection between the two ends of the front cabin upper beam 3 and the front shock absorber 2 is realized, and the transverse connection strength of the front cabin upper beam 3 to the front shock absorber 2 at two sides can be further improved.

It will be appreciated that the front cabin upper cross member 3 is formed by the cross member main body 301 and the cross member sealing plate 302, which is beneficial to the preparation of the front cabin upper cross member 3, and meanwhile, the upper cross member cavity is formed and communicated with the rear longitudinal member cavity, so that the connection reliability between the front cabin upper cross member 3 and the rear reinforcing longitudinal members 202 on both sides can be ensured, and the continuity of the force transmission channel formed between the front cabin upper cross member 3 and the rear reinforcing longitudinal members 202 can be ensured, thereby being beneficial to improving the collision force transmission effect.

In addition, in the embodiment, the rear reinforcing stringers 202 on both sides are preferably integrally formed with the cross member main body 301, which is beneficial to further improving the connection strength between the rear reinforcing stringers 202 and the front cabin upper cross member 3, and is beneficial to improving the penetration effect between the upper cross member cavity and the rear stringer cavities on both sides, so that the transmission dispersion effect on collision force is better. Of course, as a preferred implementation manner, the connection between the rear reinforcing longitudinal beam 202 and the cross beam main body 301 may adopt a smooth arc transition, so as to avoid abrupt structural changes at the connection, thereby facilitating improvement of the force transfer efficiency.

In this example, as a preferred embodiment, the bottom ends of the two side rear reinforcement stringers 202 each have an upper lap portion 2021 that overlaps the top end face of the front cabin stringer 1, and a side lap portion 2022 that overlaps the side end face of the front cabin stringer 1 that faces inward. By welding the upper lap portion 2021 and the side lap portion 2022 to the front cabin rail 1, respectively, and fitting the upper lap portion 2021 and the side lap portion 2022, the reliability of the connection therebetween can be improved, which is advantageous for improving the longitudinal reinforcement effect of the rear reinforcement rail 202.

In addition, in addition to providing the rear reinforcing side members 202, the present embodiment may also provide front reinforcing side members 201 on the side portions of the respective side front shock absorber towers 2, respectively, with the respective side front reinforcing side members 201 being arranged side by side on the front side of the same side rear reinforcing side member 202. The bottom ends of the two-sided front reinforcing stringers 201 may be connected by a front cabin lower cross member 6 connected between the tops of the two-sided front cabin stringers 1 to increase the Y-directional rigidity of the front cabin position not only by using the front cabin lower cross member 6, but also by using the front cabin upper cross member 3 and the front cabin lower cross member 6 to form a ring structure between the two-sided front shock absorber towers 2 to better promote the structural performance of the front shock absorber towers 2.

In the present embodiment, based on the arrangement of the front and rear reinforcing stringers at the side portion of the front shock absorber 2, it is preferable that the distance between the front reinforcing stringer 201 and the rear reinforcing stringer 202 at the same side be set to be smaller from bottom to top in the entire vehicle height direction. By the arrangement, the structure similar to a herringbone structure is integrally formed between the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202, and the reinforcing effect on the structure of the front shock absorber 2 can be improved, so that the mounting reliability of the front shock absorber can be improved.

Through verification, in the embodiment, a herringbone structure is integrally formed between the front reinforcing longitudinal beam 201 and the rear reinforcing longitudinal beam 202, so that the material thickness of the front shock absorber 2 is reduced from 1mm to 0.7mm, and the overall weight reduction can reach 1.32kg.

As also shown in fig. 2 to 4 in combination with fig. 10, in the present embodiment, the side front cabin stringers 1 on both sides are provided with a lower transfer beam 13, respectively, on the side in the front cabin. The lower transfer beams 13 on each side are connected to the side of the dash panel 18 facing the vehicle head, and one end of each lower transfer beam 13 on each side is connected to the front cabin longitudinal beam 1 on the same side, and the other end of each lower transfer beam 13 on each side is connected to the center tunnel reinforcing longitudinal beam 14 on the same side.

At this time, the middle channel reinforcing stringers 14 on both sides are located at the bottom of the middle channel 19 and are disposed separately on the left and right sides of the middle channel 19, and each middle channel reinforcing stringer 14 is also disposed to extend in the front-rear direction of the entire vehicle. It can be appreciated that by providing the lower force transfer beam 13 connecting the front cabin longitudinal beam 1 and the middle channel reinforcing longitudinal beam 14, the connection strength between the front cabin longitudinal beam 1 and the middle channel 19 can be increased, and a new force transfer channel can be added between the front cabin longitudinal beam 1 and the middle channel 19, which is beneficial to the transfer of collision force between the two and the improvement of the safety of the whole vehicle.

In particular, as shown in fig. 12, a cavity is defined between the lower power transmission beam 13 and the dash panel 18 on each side, and the front cabin longitudinal members 1 on the same side. In this way, by forming the cavity between the lower force transfer beam 13 and the dash panel 18 and between the front cabin longitudinal beam 1, the structural strength of the lower force transfer beam 13 is improved by utilizing the characteristic of high structural strength of the cavity, and the application effect is ensured.

In addition, as a preferred implementation manner, the width of the end of each side lower force transfer beam 13 connected with the front cabin longitudinal beam 1 is also larger than the width of the end of each side lower force transfer beam 13 connected with the middle channel reinforcing longitudinal beam 14 in the embodiment, and the side of each side lower force transfer beam 13 facing the vehicle head forms a smooth transition arc-shaped surface 1301. The width of the lower transfer beam 13 is the width of the lower transfer beam 13 along the front-rear direction of the whole vehicle. The width of one end of the lower force transfer beam 13 connected with the front cabin longitudinal beam 1 is larger, and a smooth transition molded surface 1301 is formed on the front side of the lower force transfer beam, so that the phenomenon that the collision force is not smooth due to the severe change of the cross section of the lower force transfer beam 13 can be avoided, and meanwhile, the stability of the connecting part of the lower force transfer beam 13 and the front cabin longitudinal beam 1 can be increased.

In this embodiment, further, as a preferred embodiment, the lower transfer beams 13 on each side are also connected specifically to the front ends of the channel reinforcing stringers 14 on the same side, and a connecting plate 15 is connected between the front ends of the channel reinforcing stringers 14 on both sides. The connecting plate 15 is made of a plate formed by stamping and is welded with the middle channel reinforcing longitudinal beams 14 at two sides. The middle channel reinforcing longitudinal beams 14 on the two sides are connected through the connecting plates 15, the rigidity of the front end position of the middle channel 19 can be increased through the connecting effect of the connecting plates 15, and meanwhile, a force transmission channel can be formed between the middle channel reinforcing longitudinal beams 14 on the two sides, so that the transmission of collision force between the left side and the right side of the automobile body is facilitated.

In this embodiment, the front wheel cover side beams 5 are connected to the front shock towers 2 on both sides, the rear ends of the front wheel cover side beams 5 on both sides are also connected to the front windshield lower cross member 16, and thereby the front windshield lower cross member 16, the front cabin upper cross member 3, and the front shock towers 2 on both sides and the front wheel cover side beams 5 are also connected to form an annular structure. At this time, through the annular structure formed by connecting the front windshield lower beam 16, the front cabin upper beam 3, the front shock absorber towers 2 on two sides and the front wheel cover side beams 5, the overall rigidity of the front side of the front wall of the front part of the vehicle body can be increased, so that the improvement of the safety of the whole vehicle is facilitated.

In addition, the present embodiment is also connected with a connecting bracket 17 between the front nacelle upper cross member 3 and the front windshield lower cross member 16. Through set up linking bridge 17 between front cabin entablature 3 and preceding wind window entablature 16, not only can further increase the rigidity of preceding enclose front side position, also can increase the transmission passageway between preceding shock absorber tower 2 and preceding wind window entablature 16 simultaneously, help promoting the security of whole car.

As a preferred embodiment, the connecting brackets 17 may be a plurality of connecting brackets arranged at intervals, and include, for example, a middle bracket 1701 located in the middle, and side brackets 1702 respectively provided on the left and right sides of the middle bracket 1701, each side bracket 1702 also being provided near the front shock tower 2 on the same side. In this way, the connecting brackets 17 are arranged at intervals, so that a better rigidity reinforcing effect can be achieved, more force transmission channels can be added, and the transmission of collision force is facilitated. And each side bracket 1702 is disposed close to the front shock absorber 2, so as to enhance the reinforcing capability of the front shock absorber 2 in the X-direction (i.e., the front-rear direction of the whole vehicle), which contributes to the structural strength of the front shock absorber 2.

In the present embodiment, as shown in continued reference to fig. 1 to 4, the front wheel cover side frames 5 are arranged side by side on the side of the same-side front cabin side frame 1 that is closer to the outside of the vehicle, and the connecting beams 7 are provided between the front wheel cover side frames 5 and the front cabin side frame 1 on both sides.

Wherein, both sides tie-beam 7 all arrange along whole car left and right directions, and the one end that each tie-beam 7 is close to outside the car links to each other with the front end of homonymy front wheel cover boundary beam 5, and the one end that each tie-beam 7 is close to in the car is connected on homonymy front cabin longeron 1. At this time, by providing the connection beam 7 between the front end of the front wheel cover side rail 5 and the front cabin side rail 1, when the vehicle collides and an object such as a barrier is in contact with the front wheel cover side rail 5, the collision force can be effectively transmitted to the front cabin side rail 1 through the connection beam 7 in addition to the transmission of the collision force via the front wheel cover side rail 5, thereby improving the transmission performance of the collision force and improving the collision safety.

The front end of the front wheel cover side beam 5 of this embodiment extends forward and downward and is connected to one end of the connecting beam 7 near the outside of the vehicle. At this time, by extending the front end of the front wheel cover side beam 5 forward and downward, not only can the front wheel cover side beam 5 better participate in a collision when a vehicle makes an offset collision, but also it is advantageous for the transmission of collision force along the front wheel cover side beam 5, and the collision force transmission effect is improved.

In addition, in terms of structure, the connecting beam 7 may be specifically formed by buckling a connecting beam main body and a cover plate, which are connected by buckling back and forth, in the front-back direction of the whole vehicle. Meanwhile, the cross section of the connecting beam main body positioned at the rear side in the front-rear direction of the whole vehicle can be in a shape of a Chinese character 'ji', most of the cover plates positioned at the front side can seal the opening at one side of the connecting beam main body so as to be beneficial to forming a connecting beam cavity, and the other part of the cover plates can seal the front end of the front wheel cover side beam 5 so as to ensure the structural integrity of the front wheel cover side beam 5.

As a preferred embodiment, referring again to fig. 9, the end of the connection beam 7 to which the front cabin rail 1 is connected is also formed with a support portion 7a, the support portion 7a being located on the side of the connection beam 7 toward the rear, and the support portion 7a gradually protruding toward the rear side along the side directed toward the front cabin rail 1 in the vehicle left-right direction. In the present embodiment, the cross-sectional area of the bottom portion of the connection beam 7 can be made larger in the direction approaching the front cabin longitudinal beam 1 due to the arrangement of the support portion 7 a. In this way, a Y-direction transition support in the vehicle rear direction can be formed between the front cabin rail 1 and the connection beam 7, which contributes to the transmission of the collision force to the front cabin rail 1 at the connection beam 7.

As a preferred embodiment, however, as shown in fig. 9, the end of the connecting beam 7, which is located closer to the interior of the vehicle, is also connected in particular to the end face of the front cabin rail 1, which faces away from the vehicle, in the left-right direction of the vehicle. In this way, the connection between the connection beam 7 and the front cabin longitudinal beam 1 is facilitated by connecting the connection beam 7 to the end face of the front cabin longitudinal beam 1 on the side facing the outside of the vehicle, and the transmission of the collision force from the connection beam 7 to the front cabin longitudinal beam 1 is facilitated, so that the connection beam 7 can be matched with the installation of the support portion 7a, and the collision force transmission effect can be improved.

According to the front part structure of the vehicle body, through the arrangement of the rear reinforcing longitudinal beams 202 on the front damping tower 2, the structural strength of the position of the front damping tower 2 can be improved, the thickness of damping tower materials can be reduced, and weight reduction can be realized; meanwhile, through the arrangement of the upper cross beam 3 of the front cabin, transverse connection can be formed between the front shock absorption towers 2 on two sides, the Y-direction rigidity of the front part of the vehicle body can be improved, and the transmission of collision force between the left side and the right side of the front cabin is facilitated. The front cabin upper cross beam 3, the front auxiliary frame, the rear stiffening beams 202 on two sides and the front cabin longitudinal beam 1 are connected to form an annular structure, the characteristic of high annular structure strength can be utilized, the overall strength of the front position of the vehicle body is increased, the transmission and dispersion of collision force at the front position are facilitated, and therefore the vehicle safety performance can be improved, and the vehicle safety device has good practicability.

Example two

The present embodiment relates to a vehicle having a vehicle body front structure according to the first embodiment provided in a vehicle body. The vehicle of the first embodiment is provided with the front structure of the vehicle body, so that the overall strength of the front position of the vehicle body can be increased, and the transmission and dispersion of collision force at the front position are facilitated, thereby improving the safety of the whole vehicle.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A vehicle body front structure, characterized in that:

comprises a front cabin and a front auxiliary frame connected to the bottom of the front cabin;

the front cabin is provided with front cabin longitudinal beams (1) which are respectively arranged at the left side and the right side, and front shock towers (2) which are connected to the front cabin longitudinal beams (1), the side parts of the front shock towers (2) at the two sides are respectively provided with a rear reinforcing longitudinal beam (202), the bottom ends of the rear reinforcing longitudinal beams (202) are connected to the front cabin longitudinal beams (1) at the same side, and the top ends of the rear reinforcing longitudinal beams (202) at the two sides are connected together through a front cabin upper cross beam (3);

the front auxiliary frame is provided with connecting arms (401) which are respectively connected with the front cabin longitudinal beams (1) on two sides, each side of the connecting arms (401) is connected with the rear reinforcing longitudinal beam (202) on the same side in the height direction of the whole vehicle, the front cabin upper cross beam (3) is connected with the front auxiliary frame, and the rear reinforcing longitudinal beam (202) on two sides of the front auxiliary frame are connected with the front cabin longitudinal beam (1) to form an annular structure.

2. The vehicle body front structure according to claim 1, characterized in that:

the left end and the right end of the front cabin upper cross beam (3) are respectively connected with the tops of the front shock absorption towers (2) at all sides.

3. The vehicle body front structure according to claim 2, characterized in that:

the rear reinforcing longitudinal beams (202) on both sides are buckled on the front shock absorber (2) and the front engine room longitudinal beam (1), and form a rear longitudinal beam cavity together with the front shock absorber (2) and the front engine room longitudinal beam (1);

the front cabin upper cross beam (3) comprises a cross beam main body (301) with left and right ends connected with the top ends of the rear reinforcing longitudinal beams (202) at the two sides, and a cross beam sealing plate (302) connected between the tops of the front shock absorption towers (2) at the two sides;

the cross section of the crossbeam main body (301) is U-shaped, the crossbeam main body (301) and the crossbeam sealing plates (302) are enclosed to form an upper crossbeam cavity, and two ends of the upper crossbeam cavity and two sides of the upper crossbeam cavity are communicated with the rear longitudinal beam cavity.

4. The vehicle body front structure according to claim 1, characterized in that:

the front cabin longitudinal beams (1) at two sides are respectively provided with a box-shaped suspension reinforcing plate (101), and the suspension reinforcing plates (101) are provided with connecting sleeves (102);

each of the connecting arms (401) is connected to the connecting sleeve (102) on the same side, and each of the suspension reinforcing plates (101) is connected to the top surface and both the left and right side surfaces in the front cabin longitudinal beam (1) on the same side.

5. The vehicle body front structure according to claim 1, characterized in that:

the two sides of the front cabin longitudinal beam (1) are respectively provided with a lower force transmission beam (13) at one side in the front cabin;

the lower force transfer beams (13) on all sides are connected to one side, facing the head of the vehicle, of the front coaming (18), one end of each lower force transfer beam (13) on all sides is connected to the front cabin longitudinal beam (1) on the same side, and the other end of each lower force transfer beam (13) on all sides is connected with the middle channel reinforcing longitudinal beam (14) on the same side.

6. The vehicle body front structure according to claim 5, characterized in that:

the lower force transfer beam (13) on each side is connected with the front end of the middle channel reinforcing longitudinal beam (14) on the same side, and a connecting plate (15) is connected between the front ends of the middle channel reinforcing longitudinal beams (14) on the two sides.

7. The vehicle body front structure according to any one of claims 1 to 6, characterized in that:

front wheel cover side beams (5) are connected to the front shock absorption towers (2) at two sides, and the rear ends of the front wheel cover side beams (5) at two sides are connected with a front windshield lower cross beam (16);

front windshield entablature (16), front cabin entablature (3), and both sides front shock tower (2) with preceding wheel casing boundary beam (5) are connected and are formed annular structure, just be connected with linking bridge (17) between front cabin entablature (3) and front windshield entablature (16).

8. The vehicle body front structure according to claim 7, characterized in that:

the connecting bracket (17) comprises a middle bracket (1701) positioned in the middle and side brackets (1702) which are respectively arranged at the left side and the right side of the middle bracket (1701), and the side brackets (1702) are arranged close to the front shock absorption tower (2) at the same side.

9. The vehicle body front structure according to claim 7, characterized in that:

the front wheel cover side beams (5) are arranged side by side on one side, close to the outside of the vehicle, of the front cabin longitudinal beam (1) on the same side, and connecting beams (7) are arranged between the front wheel cover side beams (5) and the front cabin longitudinal beam (1) on two sides;

the connecting beams (7) on two sides are all arranged along the left-right direction of the whole vehicle, one end, close to the outside of the vehicle, of each connecting beam (7) is connected with the front end of the front wheel cover side beam (5) on the same side, and one end, close to the inside of the vehicle, of each connecting beam (7) is connected to the front cabin longitudinal beam (1) on the same side.

10. A vehicle, characterized in that:

a vehicle body in which the vehicle body front structure according to any one of claims 1 to 9 is provided.