A multi-path front cabin structure and vehicle

Abstract

This invention relates to the automotive field, and particularly to a multi-path front compartment structure and vehicle, comprising: a front main body with upper and lower longitudinal beam assemblies on both sides; a connecting box assembly located on both sides in front of the front main body and connected to the front ends of the upper and lower longitudinal beam assemblies; and a front bumper beam assembly including a front bumper beam body and an energy-absorbing box, wherein the front bumper beam body is horizontally arranged, and both ends of the front bumper beam body are connected to the front ends of the lower longitudinal beam assemblies through the energy-absorbing box, and both ends of the front bumper beam body overlap with the connecting box assembly. By extending the upper longitudinal beam assemblies and designing the front ends of the upper and lower longitudinal beam assemblies to be connected through the connecting box assembly, and with the front end of the front bumper beam assembly connected to the lower longitudinal beam assemblies, the overlap area is increased during a vehicle collision, increasing the energy-absorbing area and enhancing the energy-absorbing effect, thus effectively transferring external forces to the front compartment area of ​​the vehicle.

Description

Technical Field

[0001] This invention relates to the automotive field, and in particular to a multi-path front compartment structure and vehicle. Background Technology

[0002] The overall collision safety performance of passenger vehicles is a crucial performance indicator for protecting the safety of occupants. The vehicle body is a vital component in achieving this performance. While meeting the relevant requirements for overall collision safety, optimization of the body structure and layout can improve its rigidity, strength, and other mechanical properties, thereby enhancing NVH (noise, vibration, and harshness) performance and improving occupant comfort. With increasingly stringent requirements for overall vehicle collision safety, even higher demands are being placed on the collision safety performance of the front compartment structure.

[0003] In related technologies, the front compartment area of ​​the vehicle body mainly includes the front bumper beam assembly, wheel arch assembly, upper longitudinal beam assembly, lower longitudinal beam assembly, and front bulkhead assembly. These technologies are somewhat inadequate in meeting the increasingly stringent requirements for overall vehicle collision safety performance.

[0004] Therefore, this proposal puts forward a multi-path front compartment structure and vehicle to improve the overall vehicle collision safety performance. Summary of the Invention

[0005] This invention provides a multi-path front compartment structure and vehicle to improve the overall vehicle collision safety performance.

[0006] Firstly, a multi-path front compartment structure is provided, comprising: a front main body with upper and lower longitudinal beam assemblies on both sides; a connecting box assembly located on both sides in front of the front main body and connected to the front ends of the upper and lower longitudinal beam assemblies; and a front bumper beam assembly including a front bumper beam body and an energy-absorbing box. The front bumper beam body is horizontally arranged, and its two ends are connected to the front ends of the lower longitudinal beam assemblies via the energy-absorbing box. The two ends of the front bumper beam body overlap with the connecting box assembly. In this embodiment, by extending the upper longitudinal beam assemblies and designing the front ends of the upper and lower longitudinal beam assemblies to be connected via the connecting box assembly, and with the front bumper beam assembly connected to the front ends of the lower longitudinal beam assemblies, and the two ends of the front bumper beam body overlapping with the connecting box assembly, the overlap area is increased during a vehicle collision, increasing the energy-absorbing area and enhancing the energy-absorbing effect, thus effectively transmitting the external force received by the front compartment area of ​​the vehicle.

[0007] In some embodiments, a frame assembly is provided between the front main body and the front bumper beam body, the frame assembly connecting the front bumper beam body, the upper longitudinal beam group and the lower longitudinal beam group.

[0008] In some embodiments, the frame assembly includes: a main frame; a first support plate disposed on both sides of the main frame and connected to the front main body; a second support plate disposed on both sides of the main frame and connected to the upper longitudinal beam assembly; and a third support plate disposed at the front of the main frame and connected to the front anti-collision beam body.

[0009] In some embodiments, the frame assembly further includes a support plate four, which is disposed in front of the main frame. The support plate three and the support plate four extend in a direction that brings them closer to each other, and the front anti-collision beam body is connected between the support plate three and the support plate four.

[0010] In some embodiments, the support plate is Y-shaped, and the two ends of the fork are respectively connected to the main frame.

[0011] In some embodiments, the first support plate, the second support plate, and the main frame converge at the same node A0.

[0012] In some embodiments, a fixed bracket is provided between the connecting housing assembly and the frame assembly, and the fixed bracket connects the frame assembly, the connecting housing assembly, the lower longitudinal beam assembly, and the front bracket.

[0013] In some embodiments, the fixing bracket includes fixing bracket one, fixing bracket two, and fixing bracket three, which are arranged perpendicular to each other.

[0014] In some embodiments, the connecting housing assembly includes a first connecting plate, a second connecting plate, and a third connecting plate forming a cavity, and an energy-absorbing medium is disposed within the cavity.

[0015] Secondly, a vehicle is provided that includes the aforementioned multipath front compartment structure.

[0016] The beneficial effects of the technical solution provided by this invention include:

[0017] This invention provides a multi-path front compartment structure and vehicle. By extending the upper longitudinal beam group and designing the front ends of the upper and lower longitudinal beam groups to be connected by a connecting box assembly, and connecting the front anti-collision beam assembly to the front end of the lower longitudinal beam group, the two ends of the front anti-collision beam body overlap with the connecting box assembly. When the vehicle body collides, the overlap area is increased, the energy absorption area is increased, and the energy absorption effect is enhanced, so that the external force on the front compartment area of ​​the vehicle body is effectively transmitted. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the overall structure of the multi-path front cabin provided in an embodiment of the present invention;

[0020] Figure 2 This is an exploded structural diagram of the multipath forward compartment structure provided in an embodiment of the present invention;

[0021] Figure 3 This is a partial structural diagram of the multipath front cabin structure provided in an embodiment of the present invention;

[0022] Figure 4 This is a structural schematic diagram of the upper and lower longitudinal beam assemblies provided in an embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of the structure of the fixing bracket provided in an embodiment of the present invention;

[0024] Figure 6 This is a structural schematic diagram of the fixing bracket provided in an embodiment of the present invention from another angle;

[0025] Figure 7 This is a structural schematic diagram of the fixing bracket provided in an embodiment of the present invention from another angle;

[0026] Figure 8 This is a schematic diagram of the frame assembly provided in an embodiment of the present invention;

[0027] Figure 9 This is a structural schematic diagram of the frame assembly provided in an embodiment of the present invention from another angle;

[0028] Figure 10 This is a structural schematic diagram of the connecting housing assembly provided in an embodiment of the present invention;

[0029] Figure 11 This is a schematic diagram of the structure of a connecting plate provided in an embodiment of the present invention;

[0030] Figure 12 This is a schematic diagram of the structure of the energy-absorbing medium provided in an embodiment of the present invention;

[0031] Figure 13 This is a schematic diagram of the structure of the connecting plate two provided in an embodiment of the present invention;

[0032] Figure 14 This is a schematic diagram of the structure of the connecting plate three provided in an embodiment of the present invention;

[0033] Figure 15 This is a schematic diagram of the force path of the multi-path front cabin structure provided in an embodiment of the present invention;

[0034] Figure 16 A schematic diagram of the force path of the multi-path forward cabin structure from another angle, provided in an embodiment of the present invention;

[0035] Figure 17 This is a schematic diagram of the stress region structure of the multi-path forward cabin structure provided in an embodiment of the present invention;

[0036] Figure 18 A schematic diagram of the force path and force area structure of the multi-path front cabin structure provided in an embodiment of the present invention;

[0037] Figure 19 This is a schematic diagram of the force path and force area structure of the multi-path front cabin structure provided in an embodiment of the present invention from another angle.

[0038] Numbering on the map:

[0039] 1. Front bumper beam assembly; 2. Fixed bracket; 2.1 Fixed bracket one; 2.2 Fixed bracket two; 2.3 Fixed bracket three; 2.4 Sleeve; 3. Frame assembly; 3.1 Support plate one; 3.2 Support plate two; 3.3 Support plate three; 3.4 Support plate four; 3.5 Main frame; 4. Connecting box assembly; 4.1 Connecting plate one; 4.2 Connecting plate two; 4.3 Connecting plate three; 4.4 Energy-absorbing medium; 5. Front main body; 6. Lower longitudinal beam assembly; 7. Upper longitudinal beam assembly. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0041] This invention provides a multi-path front compartment structure and vehicle that can improve the overall vehicle collision safety performance.

[0042] Figure 1 and Figure 2 This is a structural diagram of the front compartment and its components. The front compartment structure mainly includes five parts: the front bumper beam assembly 1, the fixed bracket 2, the frame assembly 3, the connecting box assembly 4, and the front main body 5.

[0043] Figure 5 , Figure 6 and Figure 7 The diagram shows the fixed bracket 2 and its sub-components from different perspectives. In some embodiments, the fixed bracket 2 mainly comprises four parts: fixed bracket one 2.1, fixed bracket two 2.2, fixed bracket three 2.3, and sleeve 2.4. Its main function is to connect the frame assembly 3, the housing assembly 4, the lower longitudinal beam group 6, the front bracket, and other structures, becoming a load-bearing node. The front bracket is fastened to the fixed bracket 2 using mounting bolts. The fixed bracket 2 is connected to the frame assembly 3, the housing assembly 4, and the lower longitudinal beam group 6 through fixed bracket one 2.1, fixed bracket two 2.2, and fixed bracket three 2.3.

[0044] Figure 8 and Figure 9 This diagram illustrates the frame assembly 3 and its sub-components from different perspectives. In some embodiments, the frame assembly 3 mainly comprises five parts: support plate 1 (3.1), support plate 2 (3.2), support plate 3 (3.3), support plate 4 (3.4), and main frame 3.5. The support plates connect with the main frame 3.5 to form a load-bearing node. Support plate 3 (3.3) is designed in a "Y" shape to increase the load-bearing points; it can also be designed in other shapes to achieve connection support and load transfer. Within the frame assembly 3 area, there are four load-bearing paths: A0-A1, A0-A2, A0-A3, and A0-A4, which intersect to form load-bearing node A0.

[0045] Figures 10-14 This is a schematic diagram of the connecting housing assembly 4 and its sub-components. In some embodiments, the connecting housing assembly 4 mainly includes a first connecting plate 4.1, a second connecting plate 4.2, a third connecting plate 4.3, and an energy-absorbing medium 4.4.

[0046] In some embodiments, support plate 3.3 and support plate 3.4 are connected to the front bumper beam body to form a stress-bearing node A5. For example... Figure 15 and Figure 16 As shown, the force path radiates along force-bearing nodes A0 and A5. Force-bearing node A0 transmits the external force to the lower longitudinal beam group 6, upper longitudinal beam group 7, wheel arch assembly, and other structures through support plate 1 3.1, support plate 2 3.2, and main frame 3.5. Specific force paths include A0-A61, A0-A62, and A0-A63. Force-bearing node A5 transmits the external force to the lower longitudinal beam group 6 and upper longitudinal beam group 7 through the front anti-collision beam body, support plate 1 3.1, support plate 2 3.2, support plate 3 3.3, support plate 4 3.4, and main frame 3.5. Specific force paths include A5-A1-A0-A2-A63, A5-A51-A4, and A5-A52. In addition, the force path in the front compartment of the vehicle body also includes A71-A72. The front compartment area of ​​the vehicle body forms a force node where force paths intersect, and the interweaving of the force node and force path forms a mesh structure.

[0047] Figure 3 , Figure 4 and Figure 17 This is a schematic diagram of a partial area of ​​the front compartment of the vehicle body and the B-section area. In some embodiments, the B-section area mainly consists of a fixed bracket 2, a main frame 3.5, a connecting box assembly 4, and a lower longitudinal beam assembly 6. The B-section area mainly includes the B1-section area, the B2-section area, and the B3-section area. The B-section area is the CDEFGHIJ region, the B1-section area is the CDIJ region, the B2-section area is the DEHI region, and the B3-section area is the EFGH region. The existence of the B-section area increases the overlap area and the energy absorption area during a collision, thus enhancing the energy absorption effect. In addition, the B-section area as a whole can be regarded as a force-bearing node, connecting the front anti-collision beam assembly 1, the frame assembly 3, the lower longitudinal beam assembly 6, and the upper longitudinal beam assembly 7, so that the external force on the front compartment area of ​​the vehicle body is effectively transferred.

[0048] Figure 18 This diagram illustrates the force path and force area of ​​the overall structure, which consists of the front compartment, front bracket, and doors. In some embodiments, the force path includes MN-K1-K2, MN-L1-L2-P, and MN-L1-L2-P, where the force paths intersect to form force node N. Force node N is... Figure 17 Section B is the mid-section area. The force paths are K2-K21, K2-K22, K2-K23, and K2-K24, thus forming the force node K2. The front compartment of the vehicle body, connected by the section B, forms region K, i.e., region N-K1-K2-O; with the matching of the front bracket and the front compartment, region L is formed, i.e., region N-L1-L2-O.

[0049] Figure 19 This diagram illustrates the force path and force areas of the lower part of the overall structure, which consists of the front compartment, front bracket, and doors. In some embodiments, the main force areas include regions S1, S2, S3, S4, S5, S6, S7, and S8, forming the main force nodes R1 and R2. Through the interplay and coordination of force areas such as the B-section area, K area, L area, and S area, and force nodes such as A0, A5, N, R1, and R2, a frame and mesh structure is formed within the overall structure composed of the front compartment, front bracket, and doors. This improves the vehicle's mechanical properties, enhances collision safety, protects occupants, improves mounting point stiffness, torsional stiffness, bending stiffness, and body modal characteristics, optimizes overall vehicle NVH performance, and enhances occupant comfort.

[0050] See Figure 1As shown, an embodiment of the present invention provides a multi-path front compartment structure, which may include: a front main body 5, on both sides of which are provided upper longitudinal beam groups 7 and lower longitudinal beam groups 6; a connecting box assembly 4, located on both sides in front of the front main body 5 and connected to the front ends of the upper longitudinal beam groups 7 and lower longitudinal beam groups 6; and a front anti-collision beam assembly 1, which includes a front anti-collision beam body and an energy-absorbing box. The front anti-collision beam body is horizontally arranged, and both ends of the front anti-collision beam body are connected to the front ends of the lower longitudinal beam groups 6 through the energy-absorbing box. The two ends of the front anti-collision beam body overlap with the connecting box assembly 4. In the event of a collision, the increased overlap area increases the energy-absorbing zone and enhances the energy-absorbing effect, effectively transmitting the external force received by the front compartment area of ​​the vehicle.

[0051] See Figure 1 and Figure 2 As shown, in some embodiments, a frame assembly 3 is provided between the front main body 5 and the front anti-collision beam body. The frame assembly 3 connects the front anti-collision beam body, the upper longitudinal beam group 7 and the lower longitudinal beam group 6. In this embodiment, by setting the frame assembly 3, a force-bearing node is added. Because of the existence of the force-bearing node, during the collision process, it is conducive to the stable transmission, effective dispersion and gradual reduction of force, thereby improving the collision safety performance.

[0052] See Figure 8 and Figure 9 As shown, in some embodiments, the frame assembly 3 may include: a main frame 3.5; a first support plate 3.1 disposed on both sides of the main frame 3.5 and connected to the front main body 5; a second support plate 3.2 disposed on both sides of the main frame 3.5 and connected to the upper longitudinal beam group 7; a third support plate 3.3 disposed in front of the main frame 3.5 and connected to the front anti-collision beam body; the frame assembly 3 may also include a fourth support plate 3.4 disposed in front of the main frame 3.5; the third support plate 3.3 and the fourth support plate 3.4 bend and extend toward each other; the front anti-collision beam body is connected between the third support plate 3.3 and the fourth support plate 3.4. The third support plate 3.3 is Y-shaped, and its two forked ends are respectively connected to the main frame 3.5. The support plate 3.1, the support plate 3.2, and the main frame 3.5 converge at the same node A0. In this embodiment, the multi-path force distribution and mesh structure facilitate stable force transmission, effective dispersion, and gradual reduction during a collision, thereby improving collision safety performance.

[0053] See Figure 5 , Figure 6 and Figure 7As shown, in some embodiments, a fixed bracket 2 is provided between the connecting housing assembly 4 and the frame assembly 3. The fixed bracket 2 connects the frame assembly 3, the connecting housing assembly 4, the lower longitudinal beam assembly 6, and the front bracket. The fixed bracket 2 includes a first fixed bracket 2.1, a second fixed bracket 2.2, and a third fixed bracket 2.3, which are arranged perpendicularly to each other. In this embodiment, the fixed bracket 2 connects the frame assembly 3, the connecting housing assembly 4, the lower longitudinal beam assembly 6, and the front bracket together, forming a new force-bearing node and optimizing the force transmission path.

[0054] See Figures 10-14 As shown, in some embodiments, the connecting box assembly 4 may include a connecting plate 4.1, a connecting plate 4.2, and a connecting plate 4.3 forming a cavity, and an energy-absorbing medium 4.4 is disposed inside the cavity.

[0055] See Figure 1 As shown, a vehicle provided in an embodiment of the present invention may include the aforementioned multi-path front compartment structure. By extending the upper longitudinal beam group 7 and designing the front ends of the upper longitudinal beam group 7 and the lower longitudinal beam group 6 to be connected via a connecting box assembly 4, and with the front anti-collision beam assembly 1 connected to the front end of the lower longitudinal beam group 6, and the two ends of the front anti-collision beam body overlapping with the connecting box assembly 4, the overlap area is increased during a vehicle collision, increasing the energy absorption area and enhancing the energy absorption effect, thus effectively transferring the external force received by the front compartment area of ​​the vehicle.

[0056] The principle of the multi-path front compartment structure and vehicle provided in this embodiment of the invention is as follows:

[0057] This technical solution improves the stress structure and optimizes the stress path in the front compartment area of ​​the vehicle body by matching the front bracket and door structures through the design of stress nodes, mesh structures, and cross-sectional areas. This protects the safety of the occupants during a collision. Furthermore, the arrangement of stress nodes, mesh structures, and cross-sectional areas further enhances the vehicle's mechanical performance, improves mounting point stiffness, torsional stiffness, bending stiffness, and body modal characteristics, optimizes overall vehicle NVH performance, and improves occupant comfort.

[0058] The fixed bracket 2 mainly comprises four parts: fixed bracket one 2.1, fixed bracket two 2.2, fixed bracket three 2.3, and sleeve 2.4. Its main function is to connect the frame assembly 3, the box assembly 4, the lower longitudinal beam group 6, the front bracket, and other structures, becoming a load-bearing node. The frame assembly 3 mainly comprises five parts: support plate one 3.1, support plate two 3.2, support plate three 3.3, support plate four 3.4, and the main frame 3.5. The support plates connect with the main frame 3.5 to form a load-bearing node. Within the frame assembly 3 area, there are four load-bearing paths: A0-A1, A0-A2, A0-A3, and A0-A4, which intersect to form load-bearing node A0. Support plate three 3.3 and support plate four 3.4 connect with the front anti-collision beam body to form load-bearing node A5. Figure 15 and Figure 16 As shown, the force path radiates along force nodes A0 and A5. Force node A0 transmits the external force to the lower longitudinal beam group 6, upper longitudinal beam group 7, wheel arch assembly, and other structures through support plate 1 3.1, support plate 2 3.2, and main frame 3.5. Specific force paths include A0-A61, A0-A62, and A0-A63. Force node A5 transmits the external force to the lower longitudinal beam group 6 and upper longitudinal beam group 7 through the front anti-collision beam body, support plate 1 3.1, support plate 2 3.2, support plate 3 3.3, support plate 4 3.4, and main frame 3.5. Specific force paths include A5-A1-A0-A2-A63, A5-A51-A4, and A5-A52. In addition, the force path in the front compartment of the vehicle body also includes A71-A72.

[0059] Section B mainly consists of fixed support 2, main frame 3.5, connecting box assembly 4, and lower longitudinal beam group 6. Section B mainly includes section B1, section B2, and section B3. Section B is the CDEFGHIJ region, section B1 is the CDIJ region, section B2 is the DEHI region, and section B3 is the EFGH region. The force paths include MN-K1-K2, MN-L1-L2-P, and MN-L1-L2-P. The force paths intersect here to form force node N, which is... Figure 17The B-section area has force paths K2-K21, K2-K22, K2-K23, and K2-K24, thus forming force node K2. The front compartment of the vehicle body, connected by the B-section area, forms region K (N-K1-K2-O); with the matching of the front bracket and the front compartment, region L (N-L1-L2-O) is formed. The main force-bearing regions include regions S1, S2, S3, S4, S5, S6, S7, and S8, forming the main force nodes R1 and R2. In the stress-bearing areas such as the B-section area, K area, L area, and S area, and with the interweaving and coordination of stress-bearing nodes such as A0, A5, N, R1, and R2, a frame and mesh structure is formed under the overall structure composed of the front compartment, front bracket, and doors. This improves the vehicle's mechanical performance, enhances its collision safety performance, protects the safety of the occupants, improves the dynamic stiffness of the mounting points, the torsional stiffness and bending stiffness of the vehicle, and the vehicle's modal characteristics. It also optimizes the overall NVH performance of the vehicle and improves the comfort of the occupants.

[0060] In the description of this invention, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0061] It should be noted that in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0062] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A multi-path front cabin structure, characterized in that, It includes: The front main body (5) has upper longitudinal beam groups (7) and lower longitudinal beam groups (6) on both sides. The connecting box assembly (4) is located on both sides in front of the front main body (5) and is connected to the front end of the upper longitudinal beam assembly (7) and the lower longitudinal beam assembly (6); The front anti-collision beam assembly (1) includes a front anti-collision beam body and an energy-absorbing box. The front anti-collision beam body is arranged horizontally. Both ends of the front anti-collision beam body are connected to the front end of the lower longitudinal beam group (6) through the energy-absorbing box. Both ends of the front anti-collision beam body overlap with the connecting box assembly (4). A frame assembly (3) is provided between the front main body (5) and the front anti-collision beam body. The frame assembly (3) connects the front anti-collision beam body, the upper longitudinal beam group (7) and the lower longitudinal beam group (6). The frame assembly (3) includes: Main frame (3.5); Support plate 1 (3.1) is disposed on both sides of the main frame (3.5) and the support plate 1 (3.1) is connected to the front main body (5). Support plate 2 (3.2) is provided on both sides of the main frame (3.5) and the support plate 2 (3.2) is connected to the upper longitudinal beam group (7). Support plate three (3.3) is located in front of the main frame (3.5) and is connected to the front anti-collision beam body.

2. The multi-path forward cabin structure as described in claim 1, characterized in that: The frame assembly (3) also includes a support plate four (3.4), which is located in front of the main frame (3.5). The support plate three (3.3) and the support plate four (3.4) bend and extend toward each other. The front anti-collision beam body is connected between the support plate three (3.3) and the support plate four (3.4).

3. The multi-path forward cabin structure as described in claim 1, characterized in that: The support plate three (3.3) is Y-shaped, and the two ends of the fork are respectively connected to the main frame (3.5).

4. The multi-path forward cabin structure as described in claim 1, characterized in that: The first support plate (3.1), the second support plate (3.2), and the main frame (3.5) converge at the same node A0.

5. The multi-path forward cabin structure as described in claim 1, characterized in that: A fixed bracket (2) is provided between the connecting box assembly (4) and the frame assembly (3). The fixed bracket (2) connects the frame assembly (3), the connecting box assembly (4), the lower longitudinal beam group (6), and the front bracket.

6. The multi-path forward cabin structure as described in claim 5, characterized in that: The fixed bracket (2) includes a first fixed bracket (2.1), a second fixed bracket (2.2), and a third fixed bracket (2.3), which are arranged perpendicular to each other.

7. The multi-path forward cabin structure as described in claim 1, characterized in that: The connecting box assembly (4) includes a connecting plate one (4.1), a connecting plate two (4.2) and a connecting plate three (4.3) that form a cavity, and an energy-absorbing medium (4.4) is provided inside the cavity.

8. A vehicle, characterized in that, It includes the multipath forward cabin structure as described in any one of claims 1 to 7.

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