CN219406621U - Vehicle body side part structure and vehicle with same - Google Patents

Abstract

The utility model provides a vehicle body side part structure and a vehicle with the same, wherein the vehicle body side part structure comprises a front engine room longitudinal beam and a front wheel cover side beam which is arranged side by side with the front engine room longitudinal beam, the front wheel cover side beam is positioned at one side, close to the outside of the vehicle, of the front engine room longitudinal beam in the left-right direction of the whole vehicle, and a connecting beam is arranged between the front wheel cover side beam and the front engine room longitudinal beam; the connecting beams are arranged in 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 each front wheel cover side beam, and one end of each connecting beam, which is close to the inside of the vehicle, is connected to the front cabin longitudinal beam. The side part structure of the vehicle body can improve the transmission capability of collision force when the vehicle collides with the front part, the small overlap collision and the offset collision, and is beneficial to improving the collision safety of the whole vehicle.

Description

Vehicle body side part structure and vehicle with same

Technical Field

The utility model relates to the technical field, in particular to a side part structure of a vehicle body. The utility model also relates to a vehicle having the vehicle body side portion structure.

Background

As vehicle designs gradually step into higher end, crash safety has become an increasingly important feature in overall vehicle quality. In the vehicle body framework system, a front cabin side beam and a front wheel cover side beam are used as longitudinal beam structures (namely beam bodies arranged along the front-rear direction of the whole vehicle) at the front part of the vehicle body, and are main channels for transmitting collision force to the rear of the vehicle when the vehicle collides with the front part, the small overlap collision and the offset collision, and the transmission capability of the collision force is directly influenced on the rating of the collision performance of the vehicle.

However, in the existing vehicle body structure, the front end of the front wheel cover side beam is bent in the front cabin and is connected with the front cabin upper cross beam, so that in the event of a collision, particularly in the event of small overlapping and offset collision, the front cabin side beam and the front wheel cover side beam cannot be contacted with the barrier, so that the collision force is difficult to effectively transfer to the front cabin side beam and other positions, the collision force transfer performance is influenced, and the improvement of the whole vehicle collision safety is not facilitated.

Disclosure of Invention

In view of the above, the present utility model is directed to a vehicle body side structure to facilitate the improvement of the collision 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 side portion structure including a front cabin side member and a front wheel cover side member arranged side by side with the front cabin side member, the front wheel cover side member being located on a side of the front cabin side member that is close to the outside of the vehicle in a vehicle lateral direction, and a connecting member being provided between the front wheel cover side member and the front cabin side member;

the connecting beams are arranged in 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 each front wheel cover side beam, and one end of each connecting beam, which is close to the inside of the vehicle, is connected to the front cabin longitudinal beam.

Further, in the left-right direction of the whole vehicle, one end, close to the interior of the vehicle, of the connecting beam is connected to the end face, facing the exterior of the vehicle, of the front cabin longitudinal beam; and/or the front end of the front wheel cover side beam extends forwards and downwards and is connected with one end of the connecting beam, which is close to the outside of the vehicle.

Further, a supporting portion is formed at one end of the connecting beam, which is connected with the front cabin longitudinal beam, and is located at one side of the connecting beam, which faces the tail, and in the left-right direction of the whole automobile, along one side, which points to the front cabin longitudinal beam, the supporting portion protrudes gradually to one side of the tail.

Furthermore, the connecting beam and the front wheel cover side beam are internally provided with cavities, and part of the connecting beam forms a plug for the front end part of the front wheel cover side beam.

Further, the rear end of the front wheel cover side beam is provided with a first connecting arm and a second connecting arm which are arranged in a forked mode, the rear ends of the first connecting arm and the second connecting arm are connected with the A column, and a crumple cavity is formed between the first connecting arm, the second connecting arm and the A column in an enclosing mode.

Further, the crumple chamber is triangular when seen from the left and right directions of the whole vehicle.

Further, the A column is provided with an A column lower section with the bottom connected with the threshold beam and an A column upper section connected with the top of the A column lower section;

the first connecting arm extends upwards and backwards along the front-back direction of the whole vehicle and is connected to the junction of the upper section of the A column and the lower section of the A column, and the second connecting arm extends downwards and backwards along the front-back direction of the whole vehicle and is connected to the lower section of the A column.

Further, a front subframe front mounting portion is provided at the front end of the front cabin rail, and the front subframe front mounting portion is provided at the bottom of the front cabin rail corresponding to a connection position between the connection beam and the front cabin rail.

Further, the end connection of front cabin longeron front end has the front end frame, the front sub vehicle frame front mounting portion be close to the locomotive one side with the front end frame links to each other, just the front wheel cover boundary beam with be connected with the stiffening beam between the top of front end frame.

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

according to the side body structure of the vehicle body, the front cabin side beams and the front wheel cover side beams are arranged side by side, the front wheel cover side beams are positioned on the outer sides of the front cabin side beams, and the connecting beams are arranged between the front ends of the front wheel cover side beams and the front cabin side beams, so that when a vehicle collides, particularly small overlapping and offset collision occurs, the front wheel cover side beams can be in contact with a barrier, and meanwhile, collision force can be effectively transmitted to the front cabin side beams through the connecting beams besides being transmitted through the front wheel cover side beams, and therefore, the transmission performance of the collision force can be improved during collision, and the collision safety of the whole vehicle can be improved.

In addition, the connecting beam is connected on the side face of the front cabin longitudinal beam facing the outside of the vehicle, so that connection between the connecting beam and the front cabin longitudinal beam is facilitated, collision force can be transmitted to the front cabin longitudinal beam by the connecting beam, and the collision force transmission effect is improved. The one end that tie-beam and front cabin longeron are connected sets up supporting part to utilize the gradual protrusion of supporting part to tail one side, can form the Y to the car rear direction (i.e. the direction about the whole car) transition support between front cabin longeron and tie-beam, help tie-beam department collision force to the transmission of front cabin longeron. The connecting beam and the front wheel cover side beam are internally provided with the cavity, the characteristic of high structural strength of the cavity can be utilized, the rigidity of the connecting beam and the front wheel cover side beam is increased, the collision force transmission capacity of the connecting beam and the front wheel cover side beam is improved, and meanwhile, the end part of the front end of the front wheel cover side beam is blocked by utilizing one part of the connecting beam, so that the reliability of connection between the connecting beam and the front wheel cover side beam is improved.

The front wheel cover boundary beam rear end sets up first linking arm and second linking arm to form the cavity of collapsing, not only can increase the lateral bracing of A post to front wheel cover boundary beam, also can avoid the excessive material of folding in A post region during the collision, increase A post invasion volume and extrusion and prevent wall, and can promote collision safety. The collapsing cavity is triangle-shaped, and the great characteristics of usable triangle-shaped structural strength guarantees the structural strength of front wheel casing boundary beam and A post hookup location, guarantees the transmission effect of collision power between the two. The first connecting arm extends upwards and backwards along the front-back direction of the whole vehicle and is connected to the junction of the upper section of the A column and the lower section of the A column, the second connecting arm extends downwards and backwards along the front-back direction of the whole vehicle and is connected to the lower section of the A column, so that the collision force at the edge beam of the front wheel cover is guided to be transferred upwards and downwards respectively, and the transfer dispersion effect of the collision force is improved.

In addition, the front mounting part of the front auxiliary frame is arranged corresponding to the connection position between the connecting beam and the front cabin longitudinal beam, so that a coherent force transmission channel can be formed among the front mounting part of the front auxiliary frame, the front cabin longitudinal beam, the connecting beam and the front wheel cover side beam, and the transmission of collision force is facilitated. The front side of the front mounting part of the front auxiliary frame, which is close to the vehicle head, is connected with the front end frame, so that the rigidity of the front auxiliary frame mounting part can be increased, and the connection stability of the front auxiliary frame is ensured. The reinforcing beam is arranged between the side beam of the front wheel cover and the top of the front end frame, and the annular structure is formed at the front end position of the side part of the vehicle body by utilizing the reinforcing beam, the front end frame and the like, so that the structural strength of the front end position of the side part of the vehicle body can be increased, the transmission of collision force is facilitated, and the collision safety can be improved.

Another object of the present utility model is to propose a vehicle whose body has the body side structure as described above.

The vehicle of the present utility model has the same beneficial effects as the vehicle body side structure described above with respect to the prior art, and will not be described here again.

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 side body structure according to an embodiment of the present utility model;

FIG. 2 is a front view of FIG. 2;

FIG. 3 is a schematic view of a front wheel cover side rail according to an embodiment of the present utility model;

FIG. 4 is a cross-sectional view of the position A-A of FIG. 3;

FIG. 5 is a schematic view of a connecting beam according to an embodiment of the present utility model;

FIG. 6 is a schematic view of a front wheel cover side rail and A-pillar connection according to an embodiment of the present utility model;

FIG. 7 is a schematic view of the bottom view of the structure of FIG. 1;

reference numerals illustrate:

1. a front cabin rail; 2. front wheel cover side beams; 3. a connecting beam; 4. a front shock absorber; 5. a front cabin cross member; 6. a front end frame; 7. an energy absorption box; 8. a front bumper beam; 9. a stiffening beam; 10. a front mounting portion of the front subframe; 11. a column A; 12. a threshold beam;

2a, a first connecting arm; 2b, a second connecting arm; 3a, a supporting part; 301. a main body; 302. a cover plate; 11a, the lower section of the column A; 11b, upper section of column A;

q, collapsing cavity.

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.

The present embodiment relates to a vehicle body side portion structure capable of improving the transmission capability of collision force when a vehicle is in a frontal collision, particularly when a small overlap and offset collision occur, and contributing to improvement of the collision safety of the whole vehicle.

In the overall structure, as shown in fig. 1, 2 and 7, the vehicle body side structure of the present embodiment includes a front cabin side member 1, and a front wheel cover side member 2 arranged side by side with the front cabin side member 1, the front wheel cover side member 2 being located on a side of the front cabin side member 1 that is closer to the outside of the vehicle in the overall vehicle left-right direction, and a connecting member 3 being provided between the front wheel cover side member 2 and the front cabin side member 1. The connecting beam 3 is arranged along the left-right direction of the whole vehicle, one end of the connecting beam 3, which is close to the outside of the vehicle, is connected with the front end of the front wheel cover side beam 2, and one end of the connecting beam 3, which is close to the inside of the vehicle, is connected to the front cabin longitudinal beam 1.

At this time, it is to be noted that, still referring to fig. 1 and 7, in view of the fact that the main body structures on the left and right sides in the vehicle body (such as the front cabin side member 1, the front wheel house side member 2, and the front shock absorber 4, etc.) are generally symmetrical, the vehicle body side structure in the present embodiment may be a structure on either the left and right sides of the vehicle body, and the description will be made specifically below taking the left side structure as an example.

Furthermore, the present embodiment is configured by the above-described overall design, which utilizes the side-by-side arrangement of the front cabin side member 1 and the front wheel cover side member 2, the front wheel cover side member 2 being located outside the front cabin side member 1, and the connecting member 3 being provided between the front end of the front wheel cover side member 2 and the front cabin side member 1, the front wheel cover side member 2 being capable of being brought into contact with the barrier in the event of a collision of the vehicle, particularly in the event of a small overlap and offset collision, so that the collision force can be effectively transmitted to the front cabin side member 1 through the connecting member 3 in addition to being transmitted via the front wheel cover side member 2, thereby enabling the transmission performance to the collision force to be improved in the event of a collision.

Specifically, the above-described side-by-side arrangement between the front cabin rail 1 and the front wheel house side rail 2, that is, the front wheel house side rail 2 of the present embodiment, is also generally extended in the front-rear direction of the whole vehicle, whereby the front cabin rail 1 is made to be substantially arranged side-by-side on the basis of being arranged in the front-rear direction of the whole vehicle. Furthermore, it should be noted that, in addition to the connection by the connection beam 3, in the vehicle body, a front shock absorber 4 is also connected between the front wheel house side beam 2 and the front cabin side beam 1, the front shock absorber 4 being used for the installation of a front shock absorber, and in order to raise the overall rigidity of the front cabin position of the vehicle body, a front cabin cross member 5 may be provided between the left and right front shock absorber 4 to connect the two side front shock absorbers 4.

In this embodiment, as a preferred embodiment, as further shown in fig. 2, the end of the connecting beam 3 near the interior of the vehicle is also connected to the end face of the front cabin longitudinal beam 1 on the side facing the exterior of the vehicle in the left-right direction of the vehicle. At this time, the connecting beam 3 is connected to the end face of the front cabin longitudinal beam 1 on the side facing the outside of the vehicle, so that not only is the connection between the connecting beam 3 and the front cabin longitudinal beam 1 facilitated, but also the transmission of the collision force from the connecting beam 3 to the front cabin longitudinal beam 2 can be facilitated, and the collision force transmission effect is improved.

In addition, in the preferred embodiment, the connection beam 3 is connected to the outer end surface of the front side frame 1, and the support portion 3a is also formed at the end of the connection beam 3 connected to the front side frame 1. The support portion 3a is located on the side of the connection beam 3 facing the rear of the vehicle, and in the vehicle left-right direction, along the side directed toward the front cabin longitudinal beam 1, the support portion 3a also gradually protrudes toward the rear of the vehicle, so that the side of the support portion 3a facing the rear of the vehicle is inclined. It can be appreciated that by providing the support portion 3a at the end of the connection beam 3 connected to the front cabin longitudinal beam 1 and utilizing the gradual protrusion of the support portion 3a toward the rear side, a transition support in the Y direction (i.e., the left-right direction of the whole vehicle) in the rear direction can be formed between the front cabin longitudinal beam 1 and the connection beam 3, thereby facilitating the transmission of the collision force at the connection beam 3 to the front cabin longitudinal beam 1 to enhance the collision force transmission effect.

In this embodiment, in conjunction with the specific implementation shown in fig. 3 to 5, the connecting beam 3 and the front wheel cover side beam 2 may all adopt welded structures of stamped metal plates, and as a preferred implementation form, cavities are formed inside the connecting beam 3 and the front wheel cover side beam 2, so that the rigidity of the connecting beam 3 and the front wheel cover side 2 is increased by utilizing the characteristic of high structural strength of the cavities, and the collision force transmission capability of the connecting beam 3 and the front wheel cover side 2 is improved. Meanwhile, based on the fact that the inside of the front wheel cover side beam 2 is provided with a cavity to be hollow, in the embodiment, referring to fig. 1 again, a part of the connecting beam 3 is also made to form a plug for the front end of the front wheel cover side beam 2. In this way, the end portion of the front end of the front wheel cover side beam 2 is blocked by a part of the connecting beam 3, which is advantageous in increasing the reliability of the connection between the connecting beam 3 and the front wheel cover side beam 2.

Specifically, in the present embodiment, the front end of the front wheel house roof side rail 2 extends forward and downward and is connected to the end of the connecting beam 3 that is located outside the vehicle. At this time, by extending the front end of the front wheel cover side beam 2 forward and downward, not only can the front wheel cover side beam 2 better participate in a collision when offset collision occurs, but also it is beneficial to the transmission of collision force along the front wheel cover side beam 2, and the collision force transmission effect is improved.

In addition, as shown in fig. 4, the front wheel cover side rail 2 of the present embodiment may be generally formed of inner and outer side panels that are fastened to each other in the left-right direction of the entire vehicle, and a cavity structure is defined between the inner and outer side panels. As shown in fig. 5, similarly, the connecting beam 3 may also be formed by a main body 301 and a cover plate 302 that are connected by fastening, where the main body 301 and the cover plate 302 extend in the left-right direction of the whole vehicle and are fastened in the front-rear direction of the whole vehicle. At the same time, the cross section of the main body 301 in the front-rear direction of the whole vehicle is also in a shape of a Chinese character 'ji', most of the cover plates 302 block the opening at one side of the main body 301, to form a cavity structure in the connecting beam 3, while the other part of the cover plate 302, as mentioned above, seals off the end of the front wheel house side beam 2.

In addition to the above-described structural forms, the front wheel house side beam 2 and the connecting beam 3 may be other beam body structural forms as long as they can meet the corresponding installation requirements. In addition, in the present embodiment, as a preferred embodiment, the rear end of the front wheel house side beam 2 has a first connecting arm 2a and a second connecting arm 2b provided in a divergent manner, the rear ends of the first connecting arm 2a and the second connecting arm 2b are each connected to the a-pillar 11, and thus a crush chamber Q is defined between the first connecting arm 2a, the second connecting arm 2b, and the a-pillar 11.

At this time, by providing the first connecting arm 2a and the second connecting arm 2b at the rear end of the front wheel cover side beam 2 and forming the collapse chamber Q, it is possible to not only increase the lateral support of the a-pillar 11 to the front wheel cover side beam 2, but also avoid excessive stacking in the a-pillar 11 area during collision, increase the intrusion amount of the a-pillar 11 and squeeze the firewall, and thus improve collision safety.

In a specific implementation, as shown in fig. 6, the crush cavity Q is also triangular when viewed from the left-right direction of the whole vehicle. Therefore, the collapsing cavity Q is triangular, the characteristic of large structural strength of the triangle can be utilized, the structural strength of the connecting position of the front wheel cover side beam 2 and the A column 11 is ensured, and the transmission effect of collision force between the front wheel cover side beam 2 and the A column is ensured.

In addition, in the present embodiment, the a pillar 11 also has a lower a pillar section 11a connected to the rocker 12 at the bottom, and an upper a pillar section 11b connected to the top of the lower a pillar section 11a, the lower a pillar section 11a being disposed in the substantially vertical direction of the entire vehicle, and the upper a pillar section 11b extending rearward and upward and being connected to the roof side rail at the top of the vehicle body. At the same time, the first connecting arm 2a at the rear end of the front wheel guard side beam 2 extends upward and rearward in the front-rear direction of the whole vehicle and is connected to the junction of the a-pillar upper section 11b and the a-pillar lower section 11a, and the second connecting arm 2b extends downward and rearward in the front-rear direction of the whole vehicle and is connected to the a-pillar lower section 11 a.

In this way, by extending the first connecting arm 2a upward and rearward in the front-rear direction of the whole vehicle and connecting the junction of the a-pillar upper section 11b and the a-pillar lower section 11a, the second connecting arm 2b extends downward and rearward in the front-rear direction of the whole vehicle and connects to the a-pillar lower section 11a, which helps to guide the upward and downward transmission of the collision force at the front wheel house side beam 2, respectively, so as to enhance the transmission dispersion effect of the collision force.

In particular, in the event of a collision, the transmission path of the collision force at the front wheel cover side beam 2 to the a-pillar 11 position is still visible in fig. 6, and at this time, part of the collision force is transmitted to the a-pillar upper section 11b along the first connecting arm 2a, and can be transmitted to the roof side beam along the a-pillar upper section 11b, and is transmitted rearward along the roof side beam. Part of the collision force is transmitted to the lower section 11a of the A column along the second connecting arm 2b, is mainly transmitted to the bottom threshold beam 12 and the like through the lower section 11a of the A column, and is transmitted to the rear along the threshold beam 12, so that the effective decomposition of the collision force is realized, and the collision damage is reduced.

In the present embodiment, as further shown in fig. 7, a front subframe front mounting portion 10 is also provided at the front end of the front cabin rail 1, the front subframe front mounting portion 10 being for connecting the front end of the front subframe in the vehicle body, and the front subframe front mounting portion 10 being also provided at the bottom of the front cabin rail 1 specifically corresponding to the connection position between the connection beam 3 and the front cabin rail 1.

At this time, the front subframe front mounting portion 10 is provided corresponding to the connection position between the connection beam 3 and the front cabin side member 1, that is, the front subframe front mounting portion 10 and the connection beam 3 are located in the same vehicle width direction (i.e., the left-right direction of the whole vehicle), which can form a coherent force transmission path between the front subframe front mounting portion 10, the front cabin side member 1, the connection beam 3 and the front wheel cover side member 2, facilitating the transmission of collision force between the above.

In specific implementation, the front mounting portion 10 of the front subframe may generally be formed by a welded bracket and a threaded sleeve fixedly arranged in the bracket, the bracket is connected to the bottom of the front cabin longitudinal beam 1 in a welding manner, and the internal threaded sleeve is used for connecting with the front subframe so as to realize the mounting of the front subframe on the bottom of the front cabin longitudinal beam 1.

In addition, in the present embodiment, a front end frame 6 is further connected to the front end of the front cabin longitudinal beam 1, the front end frame 6 is mainly used for mounting a radiator or other related components located at the front end of the vehicle, and energy-absorbing boxes 7 arranged in one-to-one correspondence with the front cabin longitudinal beams 1 on both sides are connected to the front side of the front end frame 6 with respect to the front cabin longitudinal beam 1, and a front bumper beam 8 is connected between the two side energy-absorbing boxes 7.

In specific implementation, the energy-absorbing box 7 and the front anti-collision beam 8 can be extruded aluminum profiles, so that the structural strength is ensured, and meanwhile, the weight is reduced. As a preferred embodiment, the front mounting portion 10 of the front subframe may be connected to the front end frame 6 on the side near the vehicle head. The specific connection mode can still be welding, and the front end frame 6 is connected with one side of the front auxiliary frame front mounting part 10 close to the vehicle head, so that the rigidity of the front auxiliary frame mounting part 10 can be increased, and the connection stability of the front auxiliary frame is ensured.

In addition, as a preferred embodiment, as shown in fig. 1, the present embodiment may further connect a reinforcement beam 9 between the front wheel house side beam 2 and the top of the front end frame 6. The reinforcement beam 9 can be connected between the front wheel house side beam 2 and the front end frame 6 by screw connection, and by providing the reinforcement beam 9 between the front wheel house side beam 2 and the top of the front end frame 6, an annular structure can be formed at the front end position of the vehicle body side portion by using the reinforcement beam 9, the front end frame 6, and the like. Therefore, the structural strength of the front end position of the side part of the vehicle body can be increased, the transmission of collision force is facilitated, and the collision safety can be improved.

In the vehicle body side portion structure of the present embodiment, by arranging the front cabin side member 1 and the front wheel cover side member 2 side by side, the front wheel cover side member 2 is located outside the front cabin side member 1, and the connecting member 3 is provided between the front end of the front wheel cover side member 2 and the front cabin side member 1, so that, in the event of a collision of the vehicle, particularly, a small overlap and offset collision, the front wheel cover side member 2 can be brought into contact with the barrier, and at the same time, collision force can be transmitted to the front cabin side member 1 through the connecting member 3 in addition to via the front wheel cover side member 2. Therefore, the embodiment can improve the transmission performance of collision force when the vehicle collides, and is beneficial to improving the collision safety of the whole vehicle.

Finally, the present embodiment also relates to a vehicle whose body has the body side structure as described above.

The vehicle of this embodiment sets up above-mentioned automobile body lateral part structure, can be when the vehicle bumps in fact, especially little overlapping and offset bump, realizes the effective transmission to collision force through front cabin longeron 1 and front wheel cover boundary beam 2 etc. can promote whole car collision security, and is favorable to promoting whole car quality.

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 side portion structure characterized in that:

the front wheel cover side beam (2) is positioned on one side, close to the outside of the vehicle, of the front cabin side beam (1) in the left-right direction of the whole vehicle, and a connecting beam (3) is arranged between the front wheel cover side beam (2) and the front cabin side beam (1);

the connecting beam (3) is arranged in the left-right direction of the whole vehicle, one end of the connecting beam (3) close to the outside of the vehicle is connected with the front end of the front wheel cover side beam (2), and one end of the connecting beam (3) close to the inside of the vehicle is connected to the front cabin longitudinal beam (1).

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

in the left-right direction of the whole vehicle, one end, close to the interior of the vehicle, of the connecting beam (3) is connected to the end face of one side, facing the exterior of the vehicle, of the front cabin longitudinal beam (1); and/or the number of the groups of groups,

the front end of the front wheel cover side beam (2) extends forwards and downwards and is connected with one end of the connecting beam (3) close to the outside of the vehicle.

3. The vehicle body side portion structure according to claim 1, characterized in that:

the connecting beam (3) and one end connected with the front cabin longitudinal beam (1) are provided with supporting parts (3 a), the supporting parts (3 a) are positioned on one side, facing the tail, of the connecting beam (3), and in the left-right direction of the whole automobile, the supporting parts (3 a) gradually protrude towards one side of the tail along one side, pointing to the front cabin longitudinal beam (1).

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

the connecting beam (3) and the front wheel cover side beam (2) are internally provided with cavities, and a part of the connecting beam (3) forms a plug for the front end part of the front wheel cover side beam (2).

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

the rear end of the front wheel cover side beam (2) is provided with a first connecting arm (2 a) and a second connecting arm (2 b) which are arranged in a forked mode, the rear ends of the first connecting arm (2 a) and the second connecting arm (2 b) are connected with an A column (11), and a crumple cavity (Q) is formed between the first connecting arm (2 a), the second connecting arm (2 b) and the A column (11) in an enclosing mode.

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

the crumple chamber (Q) is triangular when seen from the left and right directions of the whole vehicle.

7. The vehicle body side portion structure according to claim 5, characterized in that:

the A column (11) is provided with an A column lower section (11 a) with the bottom connected with a threshold beam (12), and an A column upper section (11 b) connected with the top of the A column lower section (11 a);

the first connecting arm (2 a) extends upwards and backwards along the front-back direction of the whole vehicle and is connected to the junction of the upper section (11 b) of the A column and the lower section (11 a) of the A column, and the second connecting arm (2 b) extends downwards and backwards along the front-back direction of the whole vehicle and is connected to the lower section (11 a) of the A column.

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

the front end of the front cabin longitudinal beam (1) is provided with a front auxiliary frame front mounting part (10), and the front auxiliary frame front mounting part (10) is arranged at the bottom of the front cabin longitudinal beam (1) corresponding to the connection position between the connecting beam (3) and the front cabin longitudinal beam (1).

9. The vehicle body side portion structure according to claim 8, characterized in that:

the front engine room longitudinal beam is characterized in that the front end of the front engine room longitudinal beam (1) is connected with a front end frame (6), one side, close to the head, of the front auxiliary frame front installation part (10) is connected with the front end frame (6), and a reinforcing beam (9) is connected between the front wheel cover side beam (2) and the top of the front end frame (6).

10. A vehicle, characterized in that:

a vehicle body of the vehicle having the body side structure according to any one of claims 1 to 9.