CN117622333A - Front structure of vehicle body and vehicle - Google Patents

Abstract

The application relates to a front structure of a vehicle body and a vehicle, which comprises a front wall assembly, an upper longitudinal beam, a lower longitudinal beam, a first anti-collision beam assembly and an expansion part connecting assembly, wherein the upper longitudinal beam is installed on the front wall assembly, the lower longitudinal beam is installed on the front wall assembly, and the expansion part connecting assembly is installed between the first anti-collision beam assembly and the lower longitudinal beam. The embodiment of the application provides a front structure of a vehicle body and a vehicle, and the front structure of the vehicle body, which is provided by the embodiment of the application, is characterized in that an extension part connecting assembly is added between a first anti-collision beam assembly and a lower longitudinal beam, and the existence of the extension part connecting assembly provides a foundation for the installation of extension parts, so that the purpose of optimizing the front structure of the vehicle body is realized, the purpose of meeting the mechanical properties and the collision safety performance of the vehicle bodies of different vehicle types is realized, the compatibility and the expandability of the vehicle bodies are improved, and the platformization and the modularization of the development of the vehicle types are realized.

Description

Front structure of vehicle body and vehicle

Technical Field

The application relates to the technical field of automobile manufacturing, in particular to a front structure of a vehicle body and a vehicle.

Background

The common front structure of the automobile body of the existing automobile type comprises parts such as an upper longitudinal beam, a lower longitudinal beam, a front anti-collision beam assembly, a front surrounding assembly, a wheel cover assembly and the like, and is an important component for realizing the mechanical property and the collision safety property of the automobile body.

Under the development trend of vehicle type development platformization and modularization, the existing scheme is relatively single, and the expansion capability is not enough, when different vehicle types are developed based on the same platform, because the whole vehicle preparation quality has difference, in order to realize the mechanical property and the collision safety performance of the vehicle body, higher requirements are put forward on the expansion capability of the front structure of the vehicle body. Therefore, the existing scheme is deficient in meeting the development of vehicle type development platform and modularization.

Disclosure of Invention

The embodiment of the application provides a front structure of a vehicle body and a vehicle, which are used for solving the problem that the expansion capability of the front structure of the vehicle body is insufficient in the related technology and the development of the vehicle type development platform and modularization is deficient.

In a first aspect, there is provided a vehicle body front structure, including:

a front wall assembly;

the upper longitudinal beam is arranged on the front wall assembly;

a side sill mounted on the front wall assembly;

a first impact beam assembly;

and the expansion part connecting assembly is arranged between the first anti-collision beam assembly and the side sill.

In some embodiments, the expansion feature connection assembly includes a shell plate, a base plate, and a cushioning energy absorbing medium, the shell plate and the base plate being connected to form an inner cavity, the cushioning energy absorbing medium being located in the inner cavity.

In some embodiments, the front body structure further includes a second impact beam assembly mounted to the extension part connection assembly and located below the first impact beam assembly.

In some embodiments, a riser is also connected between the first and second impact beam assemblies.

In some embodiments, the front body structure further includes an expansion crash box mounted to the first impact beam assembly and connected to the expansion element connection assembly.

In some embodiments, the expansion energy absorption box is of a cavity structure, or a buffering energy absorption medium is arranged in the expansion energy absorption box;

and/or the expansion energy absorption box is provided with energy absorption ribs;

and/or the expansion energy absorption box is T-shaped, L-shaped or I-shaped.

In some embodiments, the vehicle body front structure further includes a bridge member having one end connected to the extension part connecting member and the other end connected to the upper side member.

In some embodiments, the bridge assembly comprises a tubular beam assembly, wherein the tubular beam assembly comprises a tubular beam, one end of the tubular beam is connected to the expansion part connecting assembly, the other end of the tubular beam is connected with a tubular beam end connecting bracket, and the tubular beam end connecting bracket is connected to the upper longitudinal beam;

and/or, the bridge assembly comprises a bridge plate assembly, the bridge plate assembly comprises a first bridge plate, a second bridge plate and a third bridge plate, the first bridge plate body is connected with the upper part of the second bridge plate body and the side edge of the third bridge plate, the third bridge plate body is connected with the lower part of the second bridge plate and the lower part of the first bridge plate body, one ends of the first bridge plate and the second bridge plate are connected with the expansion part connecting assembly, the other ends of the first bridge plate, the second bridge plate and the third bridge plate are connected with the upper longitudinal beam, and the first bridge plate, the second bridge plate and the third bridge plate are connected with the lower longitudinal beam.

In some embodiments, an upper longitudinal beam inner bracket is further arranged in the upper longitudinal beam.

In a second aspect, there is provided a vehicle comprising a vehicle body front structure as defined in any one of the above.

The beneficial effects that technical scheme that this application provided brought include:

the embodiment of the application provides a front structure of a vehicle body and a vehicle, and the front structure of the vehicle body, which is provided by the embodiment of the application, is characterized in that an extension part connecting assembly is added between a first anti-collision beam assembly and a lower longitudinal beam, and the existence of the extension part connecting assembly provides a foundation for the installation of extension parts, so that the purpose of optimizing the front structure of the vehicle body is realized, the purpose of meeting the mechanical properties and the collision safety performance of the vehicle bodies of different vehicle types is realized, the compatibility and the expandability of the vehicle bodies are improved, and the platformization and the modularization of the development of the vehicle types are realized.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic view of a front structure of a vehicle body according to an embodiment of the present application;

FIG. 2 is an exploded view of an extension part connection assembly provided in an embodiment of the present application;

fig. 3 is a schematic view of a partial structure of a front structure of a vehicle body according to an embodiment of the present application;

FIG. 4 is another view of FIG. 3;

FIG. 5 is a schematic view of the front body structure of the vehicle body expanded on FIG. 1;

FIG. 6 is a schematic diagram of a force transfer path provided by an embodiment of the present application;

FIG. 7 is a schematic view of the front body structure of the vehicle expanded on FIG. 5;

FIG. 8 is an exploded view of an expanded energy absorber box provided in an embodiment of the present application;

FIG. 9 is a schematic view of the front body structure of the vehicle expanded on FIG. 7;

FIG. 10 is a schematic illustration of a connection of an upper rail, a bridge assembly, an expansion element connection assembly, and an expansion crash box provided in an embodiment of the present application;

FIG. 11 is a partial cross-sectional view of FIG. 10;

FIG. 12 is a schematic view of the front body structure of the vehicle body expanded on FIG. 5;

FIG. 13 is a schematic view of the front body structure of the vehicle body expanded on FIG. 12;

FIG. 14 is a schematic diagram of a bridge assembly according to an embodiment of the present disclosure;

FIG. 15 is a schematic view of a tubular beam assembly according to an embodiment of the present disclosure;

FIG. 16 is a schematic diagram of a bridge plate assembly according to an embodiment of the present disclosure;

FIG. 17 is a schematic view of an expanded energy absorber box, expanded part connection assembly, bridge assembly, upper side rail and lower side rail assembly provided in an embodiment of the present application.

In the figure: 1. a front wall assembly; 2. an upper longitudinal beam; 20. an upper longitudinal beam inner bracket; 3. a side sill; 4. a first impact beam assembly; 40. a first anti-collision beam body; 41. the first anti-collision beam energy absorption box; 5. an extension part connection assembly; 50. a shell plate; 51. a bottom plate; 52. buffering energy absorbing medium; 6. a second anti-collision beam assembly; 60. the second anti-collision beam body; 61. the second anti-collision beam energy absorption box; 7. a riser; 8. expanding the energy absorption box; 80. energy absorbing ribs; 81. an energy absorbing plate body; 9. a bridging component; 90. a tubular beam assembly; 900. a tubular beam; 901. the end part of the pipe beam is connected with a bracket; 91. a bridge plate assembly; 910. a first bridging plate; 911. a second bridging plate; 912. and a third bridging plate.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present application based on the embodiments herein.

Referring to fig. 1, 2, 3 and 4, the embodiment of the present application provides a front structure of a vehicle body, which includes a front wall assembly 1, an upper longitudinal beam 2, a lower longitudinal beam 3, a first bumper beam assembly 4 and an extension part connection assembly 5, two upper longitudinal beams 2 are installed on the front wall assembly 1, and the two upper longitudinal beams 2 are respectively located at two sides of the front wall assembly 1 in a Y direction under a vehicle coordinate, wherein the vehicle coordinate is a coordinate system established by taking a vehicle length direction as an X direction, a vehicle width direction as a Y direction, and a vehicle height direction as a Z direction; the two side sills 3 are arranged, the side sills 3 are arranged on the front wall assembly 1, the two side sills 3 are respectively positioned on two sides of the front wall assembly 1 in the Y direction under the whole vehicle coordinate, and the side sills 3 are positioned below the upper side sills 2. The first anti-collision beam assemblies 4 are horizontally arranged, and the extension part connecting components 5 are installed between the first anti-collision beam assemblies 4 and the lower longitudinal beams 3, so that the first anti-collision beam assemblies 4 are installed on the two lower longitudinal beams 3.

According to the vehicle body front structure, the expansion part connecting assembly 5 is added between the first anti-collision beam assembly 4 and the lower longitudinal beam 3, the expansion part connecting assembly 5 is arranged, a foundation is provided for installation of expansion parts, and then the purpose of optimizing the vehicle body front structure is achieved, the purpose of meeting the mechanical properties and collision safety performance of vehicle bodies of different vehicle types is achieved, compatibility and expandability of the vehicle bodies are improved, and platform and modularization of vehicle type development are achieved.

Such expansion elements include, but are not limited to, the second impact beam assembly 6, riser 7, expansion crash box 8, bridge component 9, etc., as mentioned hereinafter.

To effect installation of the extension parts, in some preferred embodiments, a specific implementation of the extension part connection assembly 5 is provided, for example, referring to fig. 2, the extension part connection assembly 5 includes a shell plate 50 and a bottom plate 51, where the shell plate 50 and the bottom plate 51 are connected to form an inner cavity, and there are various alternatives for connecting the shell plate 50 and the bottom plate 51, for example, the shell plate 50 and the bottom plate 51 may be connected by a screw or a bolt-fit nut, as an example; as another example, the shell plate 50 and the bottom plate 51 may be connected by welding.

The shell plate 50 and the bottom plate 51 have the advantage that an energy absorption buffer cavity can be formed, so that the energy absorption buffer performance in collision is improved, the collision safety performance of a vehicle body is improved, and the safety of passengers in the vehicle is ensured.

Further, as shown in fig. 2, a buffering and energy-absorbing medium 52 may be further placed in the inner cavity between the shell plate 50 and the bottom plate 51, and the buffering and energy-absorbing medium 52 has an energy-absorbing function, so that the collision safety performance of the vehicle body is further improved, and the safety of passengers in the vehicle is ensured. There are various alternatives to the structure of cushioning energy absorbing medium 52, such as, for example, cushioning energy absorbing medium 52 may be a solid structure; as another example, cushioning energy absorbing medium 52 may also be a honeycomb or foam structure or the like.

Further, the material types and thicknesses of the shell plate 50 and the bottom plate 51 can be adjusted, the material and the structural form of the buffering energy-absorbing medium 52 can be adjusted, and the size of the expansion part connecting assembly 5 in the X direction, the Y direction and the Z direction under the whole vehicle coordinate can be adjusted, so that the connecting effect and the energy-absorbing effect of the expansion part connecting assembly 5 can be optimized, and the force transmission effect can be optimized.

It should be noted that, referring to fig. 4, the first impact beam assembly 4 includes a first impact beam body 40 and a first impact beam energy absorption box 41, where the first impact beam energy absorption box 41 is connected between the first impact beam body 40 and the expansion part connection assembly 5, specifically, between the first impact beam body 40 and the shell plate 50.

For optimizing the mechanical properties of the front region of the vehicle body, the front structure of the vehicle body further comprises a second impact beam assembly 6, see fig. 3, 4 and 5, the second impact beam assembly 6 being mounted on the expansion element connection assembly 5 below the first impact beam assembly 4. In the collision process of the vehicle body, the second anti-collision beam assembly 6 is increased to disperse and bear the external force born by the first anti-collision beam assembly 4, so that the mechanical property of the front region of the vehicle body is optimized.

It should be noted that, referring to fig. 4, the second impact beam assembly 6 includes a second impact beam body 60 and a second impact beam energy absorption box 61, and the second impact beam energy absorption box 61 is connected between the second impact beam body 60 and the expansion part connection assembly 5, specifically, between the second impact beam body 60 and the shell plate 50.

In order to further optimize the mechanical properties of the front region of the vehicle body, a riser 7 is also connected between the first and second impact beam assemblies 4, 6, as shown in fig. 4 and 5. The existence of the vertical plate 7 realizes the connection between the first anti-collision beam assembly 4 and the second anti-collision beam assembly 6, so that the grid-shaped frame structure S shown in figure 6 is formed between the first anti-collision beam assembly 4, the second anti-collision beam assembly 6, the vertical plate 7 and the expansion part connecting component 5 ₁ -CFGH region, S ₁ The existence of the CFGH region enables the stress of the front region of the vehicle body to be more uniform, and the mechanical property, the torsional rigidity, the bending rigidity, the vehicle body modal and other properties of the front region of the vehicle body are further optimized.

In order to optimize the force transmission path of the vehicle body in the collision process and improve the collision safety performance of the vehicle body, referring to fig. 3, 4, 5 and 7, the front structure of the vehicle body further comprises an expansion energy absorption box 8, and the expansion energy absorption box 8 is mounted on the first anti-collision beam assembly 4 and connected to the expansion part connecting assembly 5. The expansion energy absorption box 8 is connected with the first anti-collision beam assembly 4 and the expansion part connecting assembly 5 in a crossing way, and is used for the grid-shaped frame structure S ₁ The CFGH region is optimized and reinforced, so that the force transmission path of the vehicle body in the collision process is optimized, the collision safety performance of the vehicle body is improved, and in addition, the dynamic stiffness, the torsional stiffness, the bending stiffness and the vehicle body mode of the vehicle body mounting point are improved, and the vehicle body, the NVH (noise and vibration) performance and the like of the vehicle body are optimized.

Since the first impact beam assembly 4 includes the first impact beam body 40 and the first impact beam energy absorbing box 41, the expansion energy absorbing box 8 may be separately connected with the first impact beam body 40 in an intersecting manner, or the expansion energy absorbing box 8 may be separately connected with the first impact beam energy absorbing box 41 in an intersecting manner, or the expansion energy absorbing box 8 may be simultaneously connected with the first impact beam body 40 and the first impact beam energy absorbing box 41 in an intersecting manner.

The shape of the expansion energy absorption box 8 has various optional forms, and can be determined according to the requirements of platform and modularized development technology and the performance requirement of the vehicle body in the vehicle type development process, for example, the expansion energy absorption box 8 is in a T shape, an L shape or an I shape, for example, as shown in fig. 3, the expansion energy absorption box 8 adopts a T shape.

Referring to fig. 8, the expansion energy absorbing box 8 includes two energy absorbing plate bodies 81, and the two energy absorbing plate bodies 81 are connected to each other to form the expansion energy absorbing box 8.

Referring to fig. 8, the expansion energy absorption box 8 is of a cavity structure, or may be designed into a non-cavity structure according to performance requirements, or a part of the expansion energy absorption box is of a cavity structure, and the other part of the expansion energy absorption box is of a non-cavity structure.

For example, by adding a buffer energy absorbing medium in the cavity, the structure is designed to be a non-cavity structure; and the buffer energy absorption medium is arranged, so that the buffer energy absorption effect of the front area of the vehicle body is optimized. There are various alternatives to the structure of the cushioning energy absorbing medium, such as, for example, the cushioning energy absorbing medium may be a solid structure; as another example, the cushioning energy absorbing medium may also be a honeycomb or foam structure, or the like.

Referring to fig. 8, the expansion energy absorption box 8 is provided with energy absorption ribs 80; the energy absorbing ribs 80 are designed to optimize the buffering and energy absorbing effects of the front area of the vehicle body.

In order to optimize the force transmission path, improve the collision safety performance of the vehicle body and protect the safety of passengers in the vehicle, the front structure of the vehicle body further comprises a bridging component 9, as shown in fig. 9, 10 and 11, wherein one end of the bridging component 9 is connected to the expansion part connecting component 5, and the other end is connected to the upper longitudinal beam 2.

Referring to fig. 6, in the related scheme, during the collision of the vehicle body, the force transmission paths of the related scheme mainly include two relatively independent stress paths, namely an ID and a CE. In the present application, the bridge component 9 is present to make the point C communicate with the point I, or the bridge component 9 is present to make the two force paths of ID and CE meet at the point C, and the junction C is present to make the CD,The two stress paths of CE mutually influence and interact to form S ₂ The CDE area enables the front area of the vehicle body to be stressed more uniformly, and the buffering energy absorption and the structural reinforcement function are more effective.

It can be seen that the bridge component 9 is additionally arranged, so that the force transmission path is optimized in the collision process, the collision safety performance of the vehicle body is improved, and the safety of passengers in the vehicle is protected. And forms a latticed frame structure S with a front region of the vehicle body ₁ The CFGH region has the comprehensive effects of optimizing the mechanical properties of the front region of the vehicle body, improving the torsional rigidity and bending rigidity of the vehicle body, improving the dynamic rigidity of mounting points of parts, improving the vehicle body mode, optimizing the NVH (noise vibration and harshness) and other properties of the whole vehicle, and improving the comfort of passengers in the vehicle.

The bridge module 9 may have various alternatives, for example, as shown in fig. 12, 13, 14, 15, 16, and 17, where the bridge module 9 includes a tubular beam assembly 90, and the tubular beam assembly 90 includes a tubular beam 900, one end of the tubular beam 900 is connected to the extension part connecting module 5, and the other end is connected to a tubular beam end connecting bracket 901, and the tubular beam end connecting bracket 901 is connected to the upper longitudinal beam 2.

As another example, referring to fig. 14, 16 and 17, the bridge assembly 9 includes a bridge plate assembly 91, the bridge plate assembly 91 includes three parts including a first bridge plate 910, a second bridge plate 911 and a third bridge plate 912, the first bridge plate 910 is connected to an upper part of the second bridge plate 911 and a side edge of the third bridge plate 912, the third bridge plate 912 is connected to a lower part of the second bridge plate 911 and a lower part of the first bridge plate 910, one ends of the first bridge plate 910 and the second bridge plate 911 are connected to the expansion part connection assembly 5, the other ends of the first bridge plate 910, the second bridge plate 911 and the third bridge plate 912 are connected to the upper side member 2, and the first bridge plate 910, the second bridge plate 912 and the third bridge plate 912 are connected to the lower side member 3.

For another example, the bridge assembly 9 may include both a tubular beam assembly 90 and a bridge plate assembly 91.

Comparing the shapes and sizes of the tubular beam assembly 90 and the bridge plate assembly 91, it can be seen that the tubular beam assembly 90 has a simple structure and a compact size, and provides more favorable space conditions for the arrangement and installation of environmental elements in a limited space in the front of the vehicle body, thereby reducing space limiting factors; in addition, the pipe beam assembly 90 and the bridging plate assembly 91 are different from each other in connection matching interfaces of the front part of the automobile body, the pipe beam assembly 90 is connected and matched with the upper longitudinal beam 2 and the expansion part connecting assembly 5, the bridging plate assembly 91 is connected and matched with the upper longitudinal beam 2, the lower longitudinal beam 3 and the expansion part connecting assembly 5, stress nodes are different from stress paths, and the improvement of the automobile body performance is different; thus, three combination schemes: the independent tubular beam assembly 90 and the independent bridging plate assembly 91, and the tubular beam assembly 90 and the bridging plate assembly 91 are added at the same time, so that the installation and arrangement function requirements of the vehicle body structure and the performance requirements of the vehicle body can be considered, and the modularization and the expansibility are realized.

It should be noted that, the bridge plate assembly 91 includes three portions of the first bridge plate 910, the second bridge plate 911 and the third bridge plate 912, where the first bridge plate 910 and the second bridge plate 911 may be integrally formed by stamping, and may be formed as a unitary structure.

Referring to fig. 17, an assembly structure diagram of the expansion energy-absorbing box 8, the expansion part connecting assembly 5, the bridge assembly 9, the upper longitudinal beam 2 and the lower longitudinal beam 3 is shown, wherein the expansion energy-absorbing box 8, the bridge assembly 9 and the lower longitudinal beam 3 are connected in a crossing manner through the expansion part connecting assembly 5, and the upper longitudinal beam 2 and the lower longitudinal beam 3 are connected in a crossing manner through the expansion part connecting assembly 5 and the bridge assembly 9.

Specifically, the ends of the bridge plate assembly 91 are respectively connected with the shell plates 50 of the expansion part connecting assemblies 5, the front ends of the upper longitudinal beams 2 and the front upper parts of the lower longitudinal beams 3; the tubular beam assemblies 90 are respectively connected with the shell plates 50 of the expansion element connecting assemblies 5 and are connected with the front end parts of the upper longitudinal beams 2.

With reference to fig. 6 and 17, under the action of the expansion part connecting assembly 5, the expansion energy absorption box 8, the first anti-collision beam assembly 4 and the second anti-collision beam assembly 6 are connected from top to bottom in the Z direction at the front part of the expansion part connecting assembly 5; the bridge component 9 and the side sill 3 are connected from top to bottom in the Z direction at the rear part of the expansion part connecting component 5; the X direction under the whole vehicle coordinate, namely the front to rear direction of the expansion part connecting assembly 5, realizes the sequential connection and fixation among the expansion energy absorption box 8, the expansion part connecting assembly 5, the bridging assembly 9 and the upper longitudinal beam 2; therefore, a plurality of intersection nodes are formed, the existence of the intersection nodes optimizes the force transmission path in the collision process, improves the collision safety performance of the vehicle body, protects the safety of passengers in the vehicle, simultaneously enables the front area of the vehicle body to form a grid-shaped frame structure, optimizes the mechanical property of the front area of the vehicle body, improves the torsional rigidity and bending rigidity of the vehicle body, improves the dynamic rigidity of mounting points of parts, improves the vehicle body mode, optimizes the NVH (noise vibration and harshness) performance of the whole vehicle and the like, and improves the comfort of the passengers in the vehicle.

Referring to fig. 11, an upper girder inner bracket 20 is further provided in the upper girder 2. Referring to fig. 11, the position of the broken line is a welding edge position, the cross section of the upper longitudinal beam 2 is approximately rectangular, and an upper longitudinal beam inner bracket 20 is added to play a role in supporting and connecting, so that the connection strength of the inner and outer plates of the upper longitudinal beam 2 is improved, the mechanical property of the upper longitudinal beam 2 is improved, and the improvement of the collision safety performance of a vehicle body and the dynamic rigidity of mounting points of parts is facilitated.

According to the vehicle body front part structure, on the basis of the first anti-collision beam assembly 4, the upper longitudinal beam 2 and the lower longitudinal beam 3 in the vehicle body front part area, the expansion parts such as the second anti-collision beam assembly 6, the vertical plate 7, the expansion energy absorption box 8, the expansion part connecting component 5 and the bridging component 9 are added, and the platform and modularization of vehicle type development can be realized by adopting different combination assembly schemes according to the requirements of vehicle type space arrangement, performance and the like. The vehicle type development iteration period is optimized, the vehicle type development cost is controlled, the process difficulty of production, manufacturing and the like is reduced, and the vehicle type competitiveness is improved.

For example, as a basic vehicle body front structure, referring to fig. 1, an extension part connecting assembly 5 is mounted thereon to facilitate the assembly of other extension parts.

On the basis of the vehicle body front structure, the vehicle body front structure can be expanded by adopting different expansion parts according to actual requirements of vehicle type development so as to form different combination schemes, and the combination schemes are not limited to the schemes illustrated in fig. 5, 7, 9, 12 and 13.

The embodiment of the application also provides a vehicle, which comprises the vehicle body front part structure.

In summary, in the present application, the assembly relation of the upper side member, the lower side member, and the first impact beam assembly in the front portion of the vehicle body is adjusted by the extension parts such as the extension part connecting assembly 5, the second impact beam assembly 6, the riser 7, the extension crash box 8, and the bridge assembly 9. The compatibility and expandability of the vehicle body are improved, and the platformization and modularization of vehicle type development are realized. The force transmission path is optimized, the collision safety performance of the automobile body is improved, and the safety of passengers in the automobile is protected. Dynamic stiffness of mounting points of parts is improved, NVH (noise vibration and harshness) and other performances of the whole automobile are optimized, and comfort of passengers in the automobile is improved.

In the description of the present application, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of description of the present application and simplification of the description, and are not indicative or implying that the apparatus or element in question must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present application. Unless specifically stated or limited otherwise, the terms "mounted," "connected," and "coupled" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; 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 terms in this application will be understood by those of ordinary skill in the art as the case may be.

It should be noted that in this application, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The foregoing is merely a specific embodiment of the application to enable one skilled in the art to understand or practice the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A vehicle body front structure, characterized by comprising:

a front wall assembly (1);

an upper longitudinal beam (2), wherein the upper longitudinal beam (2) is arranged on the front wall assembly (1);

a side sill (3), wherein the side sill (3) is mounted on the front wall assembly (1);

a first impact beam assembly (4);

and the expansion part connecting assembly (5) is arranged between the first anti-collision beam assembly (4) and the side sill (3).

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

the expansion part connecting assembly (5) comprises a shell plate (50), a bottom plate (51) and a buffering energy-absorbing medium (52), wherein the shell plate (50) and the bottom plate (51) are connected to form an inner cavity, and the buffering energy-absorbing medium (52) is located in the inner cavity.

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

the front structure of the vehicle body further comprises a second anti-collision beam assembly (6), and the second anti-collision beam assembly (6) is installed on the expansion part connecting assembly (5) and located below the first anti-collision beam assembly (4).

4. A vehicle body front structure as claimed in claim 3, wherein:

and a vertical plate (7) is further connected between the first anti-collision beam assembly (4) and the second anti-collision beam assembly (6).

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

the front structure of the automobile body further comprises an expansion energy absorption box (8), wherein the expansion energy absorption box (8) is installed on the first anti-collision beam assembly (4) and connected to the expansion part connecting assembly (5).

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

the expansion energy absorption box (8) is of a cavity structure, or a buffering energy absorption medium is arranged in the expansion energy absorption box (8);

and/or the expansion energy absorption box (8) is provided with energy absorption ribs (80);

and/or the expansion energy absorption box (8) is T-shaped, L-shaped or I-shaped.

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

the vehicle body front structure further comprises a bridging component (9), one end of the bridging component (9) is connected to the expansion part connecting component (5), and the other end of the bridging component is connected to the upper longitudinal beam (2).

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

the bridging component (9) comprises a pipe beam assembly (90), the pipe beam assembly (90) comprises a pipe beam (900), one end of the pipe beam (900) is connected to the expansion part connecting component (5), the other end of the pipe beam is connected with a pipe beam end connecting bracket (901), and the pipe beam end connecting bracket (901) is connected to the upper longitudinal beam (2);

and/or the bridging component (9) comprises a bridging plate assembly (91), the bridging plate assembly (91) comprises a first bridging plate (910), a second bridging plate (911) and a third bridging plate (912), the first bridging plate (910) is connected with the upper part of the second bridging plate (911) and the side edge of the third bridging plate (912), the third bridging plate (912) is connected with the lower part of the second bridging plate (911) and the lower part of the first bridging plate (910), one ends of the first bridging plate (910) and the second bridging plate (911) are connected with the expansion part connecting component (5), the other ends of the first bridging plate (910), the second bridging plate (911) and the third bridging plate (912) are connected with the upper longitudinal beam (2), and the first bridging plate (910), the second bridging plate (911) and the third bridging plate (912) are connected with the lower longitudinal beam (3).

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

an upper longitudinal beam inner bracket (20) is further arranged in the upper longitudinal beam (2).

10. A vehicle, characterized in that: comprising a vehicle body front structure as claimed in any one of claims 1 to 9.