CN220483418U - Front structure of vehicle body and vehicle - Google Patents

Abstract

The utility model provides a vehicle body front structure and a vehicle. The side beam connecting piece extends along the left-right direction of the whole car, one end of the side beam connecting piece is connected with the longitudinal beam of the engine room, and the other end of the side beam connecting piece is connected with the force transmission piece arranged at the front end of the side beam of the engine room. The wheel cover reinforcement is arranged in a tilting manner from front to back along the front and back direction of the whole vehicle, the front end of the wheel cover reinforcement is connected with the boundary beam connecting piece, and the rear end of the wheel cover reinforcement is connected with the front wheel cover. According to the front structure of the vehicle body, through the arrangement of the boundary beam connecting pieces, the cabin longitudinal beams and the wheel covers can participate in the transmission of collision force, the multi-force transmission path decomposition of the collision force is realized, the collision safety performance of the vehicle is improved, the safety of drivers and passengers is effectively protected, meanwhile, the number of reinforcing plates is reduced, the material thickness is reduced, and the balance of safety and light weight is realized.

Description

Front structure of vehicle body and vehicle

Technical Field

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

Background

In the prior art, an anti-collision structure and a wheel cover structure are suitable for being built in a front structure of a vehicle, the anti-collision structure is generally used for decomposing and absorbing the impact force of the vehicle, and the wheel cover structure is suitable for decomposing and absorbing the vibration of a tire, so that the safety and the comfort of the vehicle can be improved.

In the small overlap collision test of vehicles, the vehicles hit the barrier with the overlapping area corresponding to 25% of the width of the vehicle body at the speed of 64km/h, and the result after collision with other vehicles in actual running of the vehicle is simulated through the test. The test overlap ratio is only 25%, so that cabin longitudinal beams and auxiliary frames for absorbing collapse energy are avoided, and during collision, collision energy is transmitted to passenger cabin parts such as an A column, a front coaming plate, a threshold beam and the like without attenuation, and therefore the integrity of the passenger cabin is reduced, and the safety of passengers is further affected.

The anti-collision beam energy-absorbing box of the existing vehicle body front structure is aligned with the cabin longitudinal beam, the position of the vehicle body cabin side beam is cut off at the front shock absorber, and collision energy is absorbed mainly through the cabin side beam inner reinforcing plate, the A column inner reinforcing plate and the patch plate. Because the distance of the energy absorption path of the cabin boundary beam is short, a plurality of reinforcing plates are required to be added in the inner cavity of the cabin boundary beam. Meanwhile, the anti-collision beam and the cabin longitudinal beam do not participate in the decomposition and absorption of collision energy, the thickness of the reinforcing plate in the A column is increased, a plurality of patch plates are required to be added, and accordingly the cost and the weight of the vehicle body are improved.

Disclosure of Invention

In view of the above, the present utility model aims to provide a front structure of a vehicle body, which can decompose collision force through multiple force transmission paths, improve the collision safety performance of the vehicle, and effectively protect the safety of drivers and passengers.

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

a vehicle body front structure comprises an edge beam connecting piece arranged in front of a cabin edge beam and a wheel cover reinforcing piece positioned on the inner side of the cabin edge beam;

the side beam connecting piece extends along the left-right direction of the whole car, one end of the side beam connecting piece is connected with the cabin longitudinal beam, and the other end of the side beam connecting piece is connected with the force transmission piece arranged at the front end of the cabin side beam;

the wheel cover reinforcement is arranged in a front-to-rear upward tilting mode along the front-to-rear direction of the whole vehicle, the front end of the wheel cover reinforcement is connected with the boundary beam connecting piece, and the rear end of the wheel cover reinforcement is connected with the front wheel cover.

Further, a side connecting piece is connected between the side beam connecting piece and the cabin longitudinal beam;

a first force transmission cavity is formed between the side connecting piece, the side beam connecting piece and the cabin longitudinal beam in an enclosing mode.

Further, the side connecting piece is in a right triangle shape, an included angle alpha is formed between the hypotenuse part of the side connecting piece and the cabin longitudinal beam, and the included angle alpha is 45-75 degrees.

Further, the energy-absorbing box comprises a secondary energy-absorbing box which is positioned at the outer side of the energy-absorbing box and is connected between the anti-collision beam and the side beam connecting piece.

Further, an energy absorption rib is arranged in the auxiliary energy absorption box, and the energy absorption rib divides the inside of the auxiliary energy absorption box into a plurality of energy absorption cavities.

Further, part of the energy absorption ribs are correspondingly arranged with the cabin boundary beam in the front-rear direction of the whole vehicle; and/or the number of the groups of groups,

and an included angle beta is formed between part of the energy absorption ribs and the boundary beam connecting piece, and the included angle beta is 45-75 degrees.

Further, along the direction of the side beam connecting piece by the anti-collision Liang Zhixiang, the width of the auxiliary energy absorption box along the left-right direction of the whole vehicle is gradually increased; and/or the number of the groups of groups,

the secondary crash box overlaps with a projected portion of the side connecting member in the front-rear direction of the whole vehicle.

Further, the force transmission piece is arc-shaped, and the cabin boundary beam is connected with the force transmission piece to form an arch structure with an upward arch integrally; and/or the number of the groups of groups,

and a second force transmission cavity is formed in the force transmission piece and is positioned between the boundary beam connecting piece and the cabin boundary beam.

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

according to the vehicle body front part structure, the boundary beam connecting piece is arranged between the engine room longitudinal beam and the engine room boundary beam, the wheel cover reinforcing piece is arranged between the wheel cover and the boundary beam connecting piece, and the force transmission piece is arranged at the front end of the engine room boundary beam, so that the front end of the engine room boundary beam is connected with the boundary beam connecting piece. Due to the arrangement of the boundary beam connecting piece, the cabin longitudinal beam and the wheel cover can participate in the transmission of collision force, the multi-force transmission path decomposition of the collision force is realized, the collision safety performance of the vehicle is improved, the safety of drivers and passengers is effectively protected, the number of reinforcing plates is reduced, the material thickness is reduced, and the balance of safety and light weight is realized.

In addition, through setting up the lateral part connecting piece between boundary beam connecting piece and cabin longeron to form the first power transmission chamber between lateral part connecting piece, boundary beam connecting piece and the cabin longeron, not only further increase the power transmission route of boundary beam connecting piece and cabin longeron, improve energy-absorbing crumple effect, still improve the structural strength of this automobile body front structure. And the side connecting piece can achieve better force transmission effect by arranging the included angle alpha between the bevel edge part and the longitudinal beam of the engine room to be 45-75 degrees.

Meanwhile, the auxiliary energy absorption box is arranged, so that the energy absorption effect of the vehicle body structure can be improved, and meanwhile, the structural strength of the boundary beam connecting piece is further enhanced. Meanwhile, the energy absorption ribs and the energy absorption cavities are arranged in the auxiliary energy absorption boxes, so that the strength and the energy absorption effect of the auxiliary energy absorption boxes are improved, and the overall strength of the front structure of the vehicle body is also enhanced. The auxiliary energy absorption box has a good force transmission effect by setting the included angle alpha between part of the energy absorption ribs and the boundary beam connecting piece to be 45-75 degrees.

In addition, the auxiliary energy absorption boxes are gradually arranged along the width of the whole vehicle in the left-right direction, so that gradual energy absorption during collision can be realized, and the collision crumple energy absorption effect is improved. The force transmission piece is connected with the cabin boundary beam to form an arch structure which arches upwards, so that the energy absorption space can be increased.

Another object of the present utility model is to provide a vehicle having the vehicle body front structure as described above in the vehicle body.

According to the vehicle, the vehicle body front structure is arranged, so that the energy absorption and force transmission effects of the vehicle can be improved, the safety of the vehicle is ensured, and meanwhile, the lightweight design of the vehicle is achieved.

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 top view of a front body structure in a vehicle body according to an embodiment of the present utility model;

FIG. 2 is a schematic perspective view of a front structure of a vehicle body in a vehicle body according to an embodiment of the present utility model;

FIG. 3 is a schematic side view of a front structure of a vehicle body in a vehicle body according to an embodiment of the present utility model;

fig. 4 is a schematic view showing a part of a vehicle body front structure according to an embodiment of the present utility model from a first perspective;

fig. 5 is a partial schematic structural view of a vehicle body front structure according to an embodiment of the present utility model from a second perspective;

fig. 6 is a partial schematic structural view of a third view angle of a vehicle body front structure according to an embodiment of the present utility model;

FIG. 7 is a schematic illustration of a connection of side rail connectors, side connectors, and a nacelle rail according to an embodiment of the utility model;

FIG. 8 is a schematic top view of a side rail connector, side connector and nacelle rail according to an embodiment of the utility model;

FIG. 9 is a schematic illustration of the connection of side rail connectors, nacelle stringers, secondary crash boxes, and impact beams according to an embodiment of the utility model;

FIG. 10 is a schematic illustration of the attachment of a force-transmitting member to a front wheel cover in accordance with an embodiment of the present utility model;

FIG. 11 is a cross-sectional view taken at A-A of FIG. 10;

figure 12 is a schematic cross-sectional view of a fourth force transfer chamber according to an embodiment of the utility model;

FIG. 13 is a schematic cross-sectional view of a wheel cover stiffener according to an embodiment of the present utility model;

fig. 14 is a schematic structural view of a side connector according to an embodiment of the present utility model.

Reference numerals illustrate:

1. a side beam connector; 2. cabin side beams; 3. wheel cover reinforcement; 4. cabin stringers; 5. a force transmitting member; 6. a side connector; 7. a front wheel cover; 8. an anti-collision beam; 9. a secondary energy absorption box; 10. a cavity; 11. a column A; 12. a front shock absorber;

101. a bottom plate; 102. a case body; 103. a fourth force transfer chamber;

301. an upper reinforcing plate; 302. a lower reinforcing plate; 303. a third force transfer chamber;

401. a stringer inner panel; 402. a stringer outer panel; 403. an energy absorption box;

501. an upper connecting plate; 502. a lower connecting plate; 503. a second force transfer chamber;

601. a beveled edge portion;

901. transverse energy absorbing ribs; 902. longitudinal energy absorbing ribs; 903. an energy absorbing 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, the terms "upper, lower, left, right, front, and rear" used in the present embodiment are defined with reference to the up-down direction, the left-right direction, and the front-rear direction of the automobile. The vertical direction of the vehicle, i.e., the height direction of the vehicle (Z direction), the front-rear direction of the vehicle, i.e., the longitudinal direction of the vehicle (X direction), and the lateral direction of the vehicle, i.e., the width direction of the vehicle (Y direction). In addition, the terms "first," "second," are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. 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 embodiment relates to a front structure of a vehicle body, which is beneficial to protecting vehicles and personnel, reducing the number of reinforcing plates and the thickness of materials and ensuring the weight reduction of the vehicles while realizing the improvement of the anti-collision capability of the vehicles by multi-path decomposition force transmission.

In the overall structure, the vehicle body front structure of the present embodiment mainly includes an impact beam 8, a cabin side member 4, a cabin side member 2, a front wheel house 7, and the following connectors. The cabin longitudinal beam 4, the cabin side beam 2, the front wheel cover 7 and the connectors in the front structure of the vehicle body are symmetrically arranged relative to the center of the width direction of the vehicle body, and the anti-collision beam 8 is arranged at the front end of the vehicle body.

The vehicle body front structure of the present embodiment includes an edge beam connecting member 1 provided in front of a cabin edge beam 2, and a wheel house reinforcing member 3 located inside the cabin edge beam 2. The side beam connecting piece 1 extends along the left-right direction of the whole car, one end of the side beam connecting piece 1 is connected with the cabin longitudinal beam 4, and the other end of the side beam connecting piece 1 is connected with the force transmission piece 5 arranged at the front end of the cabin side beam 2. The wheel cover reinforcement 3 is disposed to be inclined upward from front to back in the front-rear direction of the whole vehicle, and the front end of the wheel cover reinforcement 3 is connected to the side sill connecting member 1, and the rear end of the wheel cover reinforcement 3 is connected to the front wheel cover 7.

In the vehicle body front structure of the present embodiment, the side sill connecting member 1 and the force transmitting member 5 are provided to connect the cabin side sill 4 to the cabin side sill 2. A wheel cover reinforcement 3 arranged in the front-rear direction is provided inside the cabin side rail 2, and the wheel cover reinforcement 3 is connected between the wheel cover and the side rail connection 1. Through the arrangement of the structure, when the vehicle is impacted greatly, the cabin longitudinal beam 4 and the wheel cover can participate in collision energy decomposition and absorption, so that the collision safety performance of the vehicle is improved, the safety of drivers and passengers is effectively protected, the number of reinforcing plates is reduced, the material thickness is reduced, and the balance of safety and light weight is realized.

Based on the above overall description, an exemplary structure of the vehicle body front structure of the present embodiment, as shown in fig. 1 and 2, will be described with the above-described laterally symmetrical vehicle body front structure taking one side as an example. The cabin longitudinal beam 4 of the present embodiment is formed with a longitudinal beam cavity by buckling and connecting a longitudinal beam outer plate 402 and a longitudinal beam inner plate 401. Wherein the front end of the cabin longitudinal beam 4 is connected with the anti-collision beam 8 through the energy absorption box 403.

The energy-absorbing box 403 in this embodiment adopts rectangular tube structure, and rectangular tube passes through panel beating connecting plate with cabin longeron 4 and fixes as an organic wholely, and the setting of energy-absorbing box 403 is when the automobile body front portion receives the collision, carries out the crumple earlier and warp, improves the security when whole car bumps.

Also, as shown in fig. 2 and 3, the front end of the side member outer panel 402 has a convex portion that is convex toward a direction away from the side member inner panel 401 in the vehicle body width direction so that the bearing force of the front end portion of the whole side member matches the low-speed collision force, while the whole side member is caused to generate a stable deformation mode upon receiving a high-speed collision. It should be noted that the convex arrangement of the rail outer panel 402 also provides a mounting location for the side rail connector 1 and the side connector 6 described below.

Further, as shown in fig. 1 to 3, the rear end of the cabin edge beam 2 of the present embodiment is connected to the vehicle body a pillar 11, and the rear end of the cabin edge beam 2 is arranged gradually larger in the vehicle body length direction to facilitate the dispersion transmission of the collision force to the rear. The front wheel house 7 and the front shock tower 12 are connected between the cabin side frame 4 and the cabin side frame 2, and the cabin side frame 4 is provided below the front wheel house 7.

As shown in fig. 4, the wheel house reinforcement 3 is provided between the force transmitting member 5 of the cabin side sill 2 and the cabin side sill 4 in the vehicle body width direction, and the wheel house reinforcement 3 is connected upward from the side sill connecting member 1 to the front wheel house 7, the wheel house reinforcement 3 and the force transmitting member 5 providing supporting force to the side sill connecting member 1.

As a preferred embodiment, a side connection 6 is connected between the side rail connection 1 and the nacelle longitudinal beam 4. The side connection piece 6 forms a first force transmission chamber with the boundary beam connection piece 1 and the cabin longitudinal beam 4. In a specific structure, as shown in fig. 7 and 8, one end of the side connecting member 6 of the present embodiment is overlapped on the protruding portion of the outer side member 402 of the side member, and the other end is overlapped on the side beam connecting member 1, so that further supporting action of the side beam connecting member 1 can be formed, and deformation of the side beam connecting member 1 caused by excessive impact can be prevented.

In addition, the side connecting pieces 6 are arranged, so that the impact force received by the side beam connecting pieces 1 is transmitted to the cabin longitudinal beam 4 through the side connecting pieces 6 when the vehicle is impacted in the front direction, the transmission path of the impact force is increased, and the impact force is decomposed.

In order to achieve better supporting and force transmission effects, the side connector 6 of the present embodiment is in the shape of a right triangle, and an included angle α is formed between the hypotenuse portion 601 of the side connector 6 and the cabin longitudinal beam 4. In a specific structure, as shown in fig. 7, 9 and 14, the side connector 6 of the present embodiment is formed into a U-shaped sheet metal part by bending. As shown in fig. 7, the two relatively parallel plates of the side connector 6 are triangular plates, and the connecting plate between the two triangular plates is the hypotenuse portion 601 of the side connector 6.

And, preferably, the angle α is between 45-75 °. As shown in fig. 8, the included angle α is an optimal angle when it is 60 °, so that a better force transmission path can be improved, and the impact force can be easily transmitted from the side beam connector 1 to the cabin longitudinal beam 4.

In addition to the energy absorbing cavity 903 described above, the vehicle body front structure of the present embodiment further includes a secondary energy absorber 9 located outside the energy absorber 403, the secondary energy absorber 9 being connected between the impact beam 8 and the side beam connecting member 1. As shown in fig. 5 and 6, the sub-absorber 9 is provided on the side of the absorber 403, which is closer to the outside of the vehicle, in the vehicle width direction, forming a connection between the impact beam 8 and the side beam connecting member 1.

As shown in fig. 5 and 6, the secondary energy absorber 9 is provided on the front side of the side sill connecting member 1 in the longitudinal direction of the vehicle body, and the side connecting member 6, the force transmitting member 5, and the wheel house reinforcing member 3 are provided on the side of the side sill connecting member 1 near the rear of the vehicle so as to face the secondary energy absorber 9. When the front part of the vehicle body collides, the auxiliary energy absorption box 9 collapses and absorbs energy, so that the collision force is prevented from being directly transmitted to the passenger cabin, and the safety of passengers is improved.

Further, in order to achieve a better energy absorbing effect, an energy absorbing rib is arranged in the auxiliary energy absorbing box 9 in the embodiment, and the energy absorbing rib separates the inside of the auxiliary energy absorbing box 9 into a plurality of energy absorbing cavities 903. As shown in fig. 9, the secondary energy absorption box 9 of the present embodiment is formed by a plurality of energy absorption ribs that are crisscrossed, wherein adjacent energy absorption ribs enclose an energy absorption cavity 903. The energy absorbing cavities 903 are different in size and shape and can be suitable for collapsing and absorbing energy due to impact force in all directions.

In order to achieve a good force transmission effect, as a preferred embodiment, part of the energy absorbing ribs of the present embodiment are disposed corresponding to the cabin side beam 2 in the front-rear direction of the entire vehicle. As another preferred embodiment, the partial energy-absorbing rib and the boundary beam connecting piece 1 have an included angle beta, and the included angle beta is 45-75 degrees. In addition, the included angle beta is set between 45 degrees and 75 degrees when part of the energy absorption ribs correspond to the cabin boundary beam 2, so that a better force transmission effect is achieved. In this embodiment, preferably, a part of the energy-absorbing ribs are disposed corresponding to the cabin side beam 2 in the front-rear direction of the whole vehicle, and an included angle β is formed between the part of the energy-absorbing ribs and the side beam connecting piece 1. Of course, in the concrete implementation, only part of the energy-absorbing ribs may be disposed corresponding to the cabin side beam 2 in the front-rear direction of the whole vehicle, or only part of the energy-absorbing ribs may have an included angle β with the side beam connector 1.

In this embodiment, the secondary crash boxes 9 overlap with the projection of the side links 6 in the front-rear direction of the vehicle. In a specific structure, as shown in fig. 9, the secondary energy absorption box 9 is composed of a first energy absorption part and a second energy absorption part which are connected, and the first energy absorption part is close to the inner side of the vehicle body. Wherein the first energy absorbing portion is arranged at an angle to the side rail connection 1 and preferably the value of beta is 60 deg.. The arrangement can be favorable to the front structure to bear the impact, extend to the boundary beam connecting piece 1 along the setting direction of the first energy-absorbing part and carry out the power transmission, and then the power transmission is carried out to the cabin longitudinal beam 4 along the boundary beam connecting piece 1, thereby achieving the whole car power transmission effect.

In a specific structure, as shown in fig. 9, since the first energy absorbing portion is inclined toward the vehicle rear inside, the first energy absorbing portion overlaps with the projected portion of the side connecting member 6 in the front-rear direction of the entire vehicle. When the impact force is transmitted along the first energy absorption part, the impact force can be transmitted to the cabin longitudinal beam 4 along the inclined part of the side connecting piece 6 through the side beam connecting piece 1, so that an inclined impact force transmission channel can be formed, and the transmission effect is improved.

As another preferred embodiment, the secondary crash boxes 9 are provided with a gradually increasing width in the left-right direction of the entire vehicle in the direction from the impact beam 8 toward the side sill connecting member 1, so as to achieve gradual energy absorption at the time of collision. As also shown in FIG. 9, the first energy absorbing portion is parallelogram-like and the second energy absorbing portion is shaped as an irregular quadrilateral. As described above, the first energy absorbing portion is inclined toward the rear inside of the vehicle, so that the side of the entire sub-absorber 9 near the rear side of the vehicle body becomes wider relative to the front side of the vehicle. So can realize the gradual energy-absorbing during collision, be favorable to promoting the collision and crumple energy-absorbing effect.

As described above, the first energy absorbing portion includes three transverse energy absorbing ribs 901 arranged in parallel at intervals, and two longitudinal energy absorbing ribs 902 arranged at intervals are arranged between every two adjacent transverse energy absorbing ribs 901, so that the first energy absorbing portion has six energy absorbing cavities 903 with different shapes. The second energy-absorbing part consists of two transverse energy-absorbing ribs 901 and one longitudinal energy-absorbing rib 902 in a staggered mode, the second energy-absorbing part is connected with the transverse energy-absorbing ribs 901 connected with the first energy-absorbing part, and four energy-absorbing cavities 903 with different shapes are formed in the second energy-absorbing part.

The plurality of differently shaped energy absorbing cavities 903 can form a support for the side sill attachment 1 when the vehicle body is impacted at a low speed, in addition to absorbing energy at the outside of the vehicle body. As shown in fig. 9, the first energy absorbing portion, the side sill connecting member 1, the energy absorbing box 403, and the impact beam 8 also define a second cavity 10 that is tapered toward the rear of the vehicle body. The arrangement of the second cavity 10 can facilitate the collapse formation of the auxiliary energy absorption box 9, and further improves the energy absorption effect.

Here, it is preferable that the secondary energy absorber 9 is provided so that the width of the secondary energy absorber 9 in the left-right direction of the entire vehicle increases in the direction from the impact beam 8 toward the side sill connecting member 1 while overlapping the projected portions of the secondary energy absorber 9 and the side connecting member 6 in the front-rear direction of the entire vehicle. Of course, depending on design requirements, only the projection of the secondary crash box 9 and the side connector 6 in the front-rear direction of the entire vehicle may be overlapped, or only the width of the secondary crash box 9 in the left-right direction of the entire vehicle may be increased in the direction from the impact beam 8 to the side beam connector 1.

In addition, the force transmission piece 5 of the embodiment is arc-shaped, and the cabin boundary beam 2 and the force transmission piece 5 are connected to form an integral arch structure which is arched upwards. And, a second force transfer chamber 503 is formed in the force transfer member 5, the second force transfer chamber 503 being located between the side rail connector 1 and the cabin side rail 2. As shown in fig. 11, the force-transmitting member 5 is formed by fastening an upper connecting plate 501 and a lower connecting plate 502.

As shown in fig. 12, the cross sections of the upper and lower connection plates 501 and 502 are respectively constructed in a zigzag shape and overlap-molded. In the vehicle body width direction, a second force transmission chamber 503 is formed between the upper connecting plate 501 and the lower connecting plate 502, and the second force transmission chamber 503 extends to the inner chamber of the cabin side frame 2.

The force transmitting member 5 is projected in the vehicle width direction as an upward arch, and the force transmitting member 5 is connected from the side sill connecting member 1 below to the cabin side sill 2 located above. When the front side of the vehicle body is impacted, energy can be absorbed due to the collapse of the force-transmitting member 5. In addition, the impact force is transmitted to the cabin boundary beam 2 along the force transmission piece 5 by the arrangement of the second force transmission cavity 503, so that the injury to passengers is reduced.

In order to achieve a further better force transmission effect, a third force transmission cavity 303 is formed in the wheel casing reinforcement 3 of the present embodiment, the third force transmission cavity 303 being located between the side rail connector 1 and the front wheel casing 7. As shown in fig. 13, the wheel cover reinforcement 3 is composed of an upper reinforcing plate 301 and a lower reinforcing plate 302 which are fastened up and down, and the upper reinforcing plate 301 and the lower reinforcing plate 302 are arched in opposite directions, respectively, to form a third force transmission chamber 303.

As described above, as shown in fig. 1 to 3, the wheel house reinforcement 3 is provided between the cabin side member 4 and the cabin side member 2 in the vehicle body width direction. Likewise, the wheel house reinforcement 3 extends from the side sill attachment 1 to the rear upper portion of the vehicle to the front wheel house 7 plate. Referring again to fig. 13, the third force transmission chamber 303 extends to a side close to the front wheel house 7, and the impact force in the middle of the side sill attachment 1 is transmitted to the front wheel house 7 through the third force transmission chamber 303.

The first force transmission cavity, the second force transmission cavity 503 and the third force transmission cavity 303 of this embodiment are all arranged along the length direction of the vehicle body, and are sequentially arranged from the inner side to the outer side of the vehicle body, and force transmission is performed from three different positions of the boundary beam connecting piece 1. The device can realize multipath decomposition force transmission, and transmits force to impact force through the cabin longitudinal beam 4, the front wheel cover 7 and the force transmission piece 5, so that a better force transmission effect is realized.

Meanwhile, a fourth force transmission cavity 103 arranged along the left-right direction of the whole vehicle is formed in the side beam connecting piece 1 of the embodiment. As shown in fig. 7 and 12, the side beam connecting piece 1 of the present embodiment includes a bottom plate 101 and a box body 102 fastened to the bottom plate 101, and a fourth force transmission cavity 103 is formed between the bottom plate 101 and the box body 102. By providing the fourth force transfer chamber 103, the impact force received by the boundary beam connector 1 can be transferred along the fourth force transfer chamber 103 to the nacelle longitudinal beam 4.

According to the vehicle body front part structure, the side beam connecting piece 1 and the force transmission piece 5 are arranged, the cabin longitudinal beam 4 is connected with the cabin side beam 2, the wheel cover reinforcing piece 3 which is arranged along the front-rear direction is arranged on the inner side of the cabin side beam 2, and the wheel cover reinforcing piece 3 is connected between the front wheel cover 7 and the side beam connecting piece 1, so that energy decomposition of multi-path force transmission can be realized when the vehicle is impacted, the collision safety performance of the vehicle is improved, and the safety of drivers and passengers is effectively protected.

The present embodiment also relates to a vehicle having the vehicle body front structure as described above provided in the vehicle body.

According to the vehicle, the vehicle body front structure is arranged, so that the energy absorption and force transmission effects of the vehicle can be improved, the safety of the vehicle is ensured, and meanwhile, the lightweight design of the vehicle is achieved.

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 an edge beam connecting piece (1) arranged in front of a cabin edge beam (2) and a wheel cover reinforcing piece (3) positioned at the inner side of the cabin edge beam (2);

the side beam connecting piece (1) extends along the left-right direction of the whole vehicle, one end of the side beam connecting piece (1) is connected with the cabin longitudinal beam (4), and the other end of the side beam connecting piece (1) is connected with the force transmission piece (5) arranged at the front end of the cabin side beam (2);

the wheel cover reinforcement (3) is arranged in a front-to-rear tilting mode along the front-to-rear direction of the whole vehicle, the front end of the wheel cover reinforcement (3) is connected with the side beam connecting piece (1), and the rear end of the wheel cover reinforcement (3) is connected with the front wheel cover (7).

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

a side connecting piece (6) is connected between the side beam connecting piece (1) and the cabin longitudinal beam (4);

a first force transmission cavity is formed between the side connecting piece (6) and the boundary beam connecting piece (1) and the cabin longitudinal beam (4) in a surrounding mode.

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

the side connecting piece (6) is in a right triangle shape, an included angle alpha is formed between the hypotenuse part (601) of the side connecting piece (6) and the cabin longitudinal beam (4), and the included angle alpha is 45-75 degrees.

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

the energy absorption box comprises an energy absorption box body, and is characterized by further comprising a secondary energy absorption box (9) positioned at the outer side of the energy absorption box body, wherein the secondary energy absorption box (9) is connected between the anti-collision beam (8) and the side beam connecting piece (1).

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

an energy absorption rib is arranged in the auxiliary energy absorption box (9), and a plurality of energy absorption cavities (903) are separated from the inside of the auxiliary energy absorption box (9) by the energy absorption rib.

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

part of the energy absorption ribs are arranged corresponding to the cabin boundary beam (2) in the front-back direction of the whole vehicle; and/or the number of the groups of groups,

and an included angle beta is formed between part of the energy absorption ribs and the boundary beam connecting piece (1), and the included angle beta is 45-75 degrees.

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

along the direction from the anti-collision beam (8) to the side beam connecting piece (1), the width of the auxiliary energy absorption box (9) along the left-right direction of the whole vehicle is gradually increased; and/or the number of the groups of groups,

the projection part of the auxiliary energy absorption box (9) and the projection part of the side connecting piece (6) in the front-rear direction of the whole vehicle are overlapped.

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

the force transfer piece (5) is arc-shaped, and the cabin boundary beam (2) and the force transfer piece (5) are connected to form an arch structure with an upward arch shape as a whole; and/or the number of the groups of groups,

a second force transmission cavity (503) is formed in the force transmission piece (5), and the second force transmission cavity (503) is located between the boundary beam connecting piece (1) and the cabin boundary beam (2).

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

a third force transmission cavity (303) is formed in the wheel cover reinforcement (3), and the third force transmission cavity (303) is positioned between the side beam connecting piece (1) and the front wheel cover (7); and/or the number of the groups of groups,

a fourth force transmission cavity (103) arranged along the left-right direction of the whole vehicle is formed in the side beam connecting piece (1).

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.