Cabin frame assembly and vehicle

Abstract

This invention discloses a cabin frame assembly and a vehicle. The cabin frame assembly includes a cabin longitudinal beam, a wheel arch upper side beam, and a vibration damper tower. The cabin longitudinal beam extends in the longitudinal direction, and the wheel arch upper side beam is located above the cabin longitudinal beam and spaced apart from it in the lateral direction. The vibration damper tower is connected between the wheel arch upper side beam and the cabin longitudinal beam. The vibration damper tower has a first connecting surface, and the wheel arch upper side beam has a second connecting surface. The first connecting surface and the second connecting surface are opposite to and connected to each other, and the first connecting surface is set at an angle to the vertical direction. According to the cabin frame assembly of this invention, the vibration damper tower can reliably and smoothly transmit the force from the shock absorber to the wheel arch upper side beam, thereby improving the stability of the vibration damper tower, improving the force transmission effect of the cabin frame assembly, improving the overall performance of the cabin frame assembly, and improving the overall performance of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to an engine compartment frame assembly and a vehicle. Background Technology

[0002] In related technologies, the connection surface between the vibration damping tower and the upper beam of the wheel cover is set in the vertical direction, and the force transmission effect of the vibration damping tower and the upper beam of the wheel cover in the vertical direction through the connection surface is not good. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of this invention is to propose an engine compartment frame assembly that enables smoother and more reliable force transmission between the damper tower and the upper side beam of the wheel arch, thereby improving the stability of the damper tower, enhancing the force transmission effect of the engine compartment frame assembly, improving the overall performance of the engine compartment frame assembly, and ultimately improving the overall performance of the vehicle.

[0004] The present invention also proposes a vehicle having the above-described cabin frame assembly.

[0005] According to a first aspect of the present invention, a nacelle frame assembly is applied to a vehicle and includes: a nacelle longitudinal beam extending in a longitudinal direction; a wheel arch upper side beam located above the nacelle longitudinal beam and spaced apart from the nacelle longitudinal beam in a left-right direction; and a vibration damping tower connected between the wheel arch upper side beam and the nacelle longitudinal beam, the vibration damping tower having a first connecting surface, the wheel arch upper side beam having a second connecting surface, the first connecting surface and the second connecting surface being opposite to and connected, and the first connecting surface being arranged at an angle to the vertical direction.

[0006] According to the engine compartment frame assembly of the present invention, by setting the first connecting surface at an angle to the vertical direction, the damping tower can reliably and smoothly transmit the force transmitted from the damper to the upper side beam of the wheel arch, thereby improving the stability of the damping tower, improving the force transmission effect of the engine compartment frame assembly, improving the overall performance of the engine compartment frame assembly, and improving the overall performance of the vehicle.

[0007] According to some embodiments of the present invention, the upper side beam of the wheel cover includes an upper side beam body and a support member, the support member being connected to the side of the upper side beam body facing the vibration damping tower, the support member being connected to the vibration damping tower, and the support member and the upper side beam body jointly defining a support cavity; or, the support member defining a support cavity.

[0008] According to some embodiments of the present invention, the upper beam and the support member are integral parts.

[0009] In some embodiments of the present invention, the vibration damping tower includes a vibration damping tower body and a connecting plate. The vibration damping tower body is connected to the upper side beam of the wheel cover, and the connecting plate is connected to the bottom of the vibration damping tower body and to the side of the nacelle longitudinal beam away from the upper side beam of the wheel cover.

[0010] In some embodiments of the present invention, a portion of the vibration damping tower body protrudes toward the upper side beam of the wheel cover to form a bulge, and the bulge abuts against the longitudinal beam surface of the nacelle in the vertical direction.

[0011] According to some embodiments of the present invention, the vibration damping tower is connected to the upper side beam of the wheel cover by fasteners, which pass through the first connecting surface and the second connecting surface.

[0012] According to some embodiments of the present invention, the nacelle frame assembly further includes: a first tie rod, one end of which is connected to the vibration damping tower and spaced apart from the nacelle longitudinal beam in the vertical direction, and the other end of which is connected to the nacelle longitudinal beam and spaced apart from the vibration damping tower in the fore-aft direction.

[0013] According to some embodiments of the present invention, there are two nacelle longitudinal beams, which are arranged opposite to each other and spaced apart along the left-right direction. The number of wheel arch upper side beams is the same as the number of nacelle longitudinal beams and corresponds one-to-one. Each wheel arch upper side beam is located outside the corresponding nacelle longitudinal beam. The number of vibration damping towers is the same as the number of nacelle longitudinal beams and corresponds one-to-one. Each vibration damping tower is connected between the corresponding wheel arch upper side beam and the corresponding nacelle longitudinal beam. The nacelle frame assembly further includes: a nacelle upper crossbeam and a second tie rod. The nacelle upper crossbeam is connected between the two wheel arch upper side beams. The second tie rod extends along the front-rear direction. One end of the second tie rod is connected to the vibration damping tower, and the other end of the second tie rod is connected to the nacelle upper crossbeam.

[0014] According to some embodiments of the present invention, the nacelle frame assembly further includes a third tie rod connected between the two vibration damping towers.

[0015] A vehicle according to a second aspect of the present invention includes: a wheel; a cabin frame assembly according to the first aspect of the present invention; and a shock absorber connected between the wheel and the shock absorber tower.

[0016] According to the present invention, by providing the above-described engine compartment frame assembly, the stability of the shock absorber tower can be improved, the overall performance of the engine compartment frame assembly can be improved, and the overall performance of the vehicle can be improved.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a partial schematic diagram of the cabin frame assembly according to the present invention;

[0020] Figure 2 yes Figure 1 A schematic diagram of a portion of the cabin frame assembly;

[0021] Figure 3 yes Figure 2 A schematic diagram of the cabin frame assembly from another perspective;

[0022] Figure 4 yes Figure 2 Another schematic diagram of the cabin frame assembly;

[0023] Figure 5 yes Figure 4 A cross-sectional schematic diagram of the cabin frame assembly.

[0024] Figure label:

[0025] 100. Cabin frame assembly;

[0026] 1. Cabin longitudinal beams;

[0027] 2. Upper side beam of wheel cover; 21. Upper side beam body; 22. Support component; 221. Second connecting surface; 222. Support cavity;

[0028] 3. Vibration damping tower; 31. Vibration damping tower body; 311. First connecting surface; 312. Protrusion; 32. Connecting plate; 33. Connecting skirt plate;

[0029] 4. Upper crossbeam of the engine compartment;

[0030] 51. First pull rod; 52. Second pull rod; 53. Third pull rod;

[0031] 6. Fasteners. Detailed Implementation

[0032] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0033] The cabin frame assembly 100 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0034] Reference Figures 1-5 According to a first aspect of the present invention, a nacelle frame assembly 100 is applied to a vehicle and includes: a nacelle longitudinal beam 1, a wheel arch upper side beam 2, and a vibration damping tower 3. The nacelle longitudinal beam 1 extends in the front-rear direction, the wheel arch upper side beam 2 is located above the nacelle longitudinal beam 1, and the wheel arch upper side beam 2 is spaced apart from the nacelle longitudinal beam 1 in the left-right direction. The vibration damping tower 3 is connected between the wheel arch upper side beam 2 and the nacelle longitudinal beam 1, and the vibration damping tower 3 is connected to the vehicle's shock absorber.

[0035] The nacelle includes two longitudinal beams 1, arranged opposite each other and spaced apart in the left-right direction. The number of wheel arch upper side beams 2 corresponds to the number of longitudinal beams 1, with each wheel arch upper side beam 2 located outside its corresponding longitudinal beam 1. The number of vibration damping towers 3 also corresponds to the number of longitudinal beams 1, with each vibration damping tower 3 connected between its corresponding wheel arch upper side beam 2 and its corresponding longitudinal beam 1. Alternatively, the nacelle frame assembly 100 may also include a nacelle upper crossbeam 4, which connects the two wheel arch upper side beams 2. This provides better fixation of the two wheel arch upper side beams 2 and improves the structural strength of the nacelle frame assembly 100.

[0036] The vibration damping tower 3 has a first connecting surface 311, and the upper side beam 2 of the wheel cover has a second connecting surface 221. The first connecting surface 311 and the second connecting surface 221 are opposite to and connected to each other. The first connecting surface 311 is set at an angle to the vertical direction (refer to the up and down direction in the attached figure). When the vibration damping tower 3 is subjected to an upward force, the vibration damping tower 3 can transmit the upward force to the upper side beam 2 of the wheel cover through the first connecting surface 311; when the upper side beam 2 of the wheel cover is subjected to a downward force, the upper side beam 2 of the wheel cover can transmit the downward force to the vibration damping tower 3 through the second connecting surface 221.

[0037] Compared to setting the connection surface between the vibration damping tower 3 and the upper side beam 2 of the wheel cover parallel to the vertical direction, setting the first connection surface 311 at an angle to the vertical plane results in a smaller force decomposition in the direction parallel to the first connection surface 311 when the upward force is transmitted from the first connection surface 311 to the second connection surface 221. This allows the upward force to be reliably transmitted from the first connection surface 311 to the second connection surface 221, improving the force transmission effect between the vibration damping tower 3 and the upper side beam 2 of the wheel cover, and enabling the upper side beam 2 of the wheel cover to reliably support the vibration damping tower 3.

[0038] When the downward force is transmitted from the second connecting surface 221 to the first connecting surface 311, the force decomposed in the direction parallel to the first connecting surface 311 is smaller, so that the downward force can be reliably transmitted from the second connecting surface 221 to the first connecting surface 311, thereby improving the force transmission effect between the vibration damping tower 3 and the upper side beam 2 of the wheel cover, and enabling the vibration damping tower 3 to play a better supporting role for the upper side beam 2 of the wheel cover.

[0039] By setting the first connecting surface 311 at an angle to the vertical direction, the force decomposed in the direction parallel to the first connecting surface 311 is smaller, making the connection between the damping tower 3 and the upper side beam 2 of the wheel arch more reliable, improving the stability of the damping tower 3, improving the reliability of the engine compartment frame assembly 100, improving the overall performance of the engine compartment frame assembly 100, and improving the overall performance of the vehicle.

[0040] For example, the angle between the first connecting surface 311 and the vertical direction can be 30°-60°. Specifically, the angle between the first connecting surface 311 and the vertical direction can be 30°, 35°, 40°, 45°, 50°, 55°, or 60°. This allows the first connecting surface 311 and the second connecting surface 221 to reliably transmit forces in the left-right direction and in the vertical direction, further improving the force transmission effect of the cabin frame assembly 100.

[0041] For example, refer to Figure 4 and Figure 5 According to some specific embodiments of the present invention, the vibration damping tower 3 is connected to the upper side beam 2 of the wheel cover by fasteners 6, which pass through the first connecting surface 311 and the second connecting surface 221. For example, the fastener 6 can be a bolt; specifically, the fastener 6 can be a thermoplastic self-tapping screw.

[0042] By setting fasteners 6 to connect the vibration damping tower 3 and the upper side beam 2 of the wheel cover, the connection process between the vibration damping tower 3 and the upper side beam 2 of the wheel cover can be simplified, making it easier to connect the vibration damping tower 3 and the upper side beam 2 of the wheel cover, improving the connection efficiency between the vibration damping tower 3 and the upper side beam 2 of the wheel cover, and reducing the cost of the nacelle frame assembly 100.

[0043] Since the first connecting surface 311 is set at an angle to the vertical direction, when the force is transmitted between the first connecting surface 311 and the second connecting surface 221, the force is decomposed into smaller forces in the direction parallel to the first connecting surface 311. This reduces the shear force on the fastener 6, thereby extending the service life of the fastener 6, improving the connection reliability between the vibration damping tower 3 and the upper beam 2 of the wheel cover, improving the reliability of the nacelle frame assembly 100, and improving the overall performance of the nacelle frame assembly 100.

[0044] Since the first connecting surface 311 is set at an angle to the vertical direction, when installing the fastener 6, the fastener 6 needs to be tilted in the vertical direction and then inserted into the first connecting surface 311 and the second connecting surface 221. This makes the space requirement of the fastener 6 in the left and right directions smaller during installation, reduces the interference of the vibration damping tower 3 on the installation of the fastener 6, and facilitates the installation of the fastener 6 to connect the vibration damping tower 3 and the upper beam 2 of the wheel cover.

[0045] According to the present invention, by setting the first connecting surface 311 at an angle to the vertical direction, the damping tower 3 can reliably and smoothly transmit the force transmitted from the damper to the upper side beam 2 of the wheel arch, thereby improving the force transmission effect of the engine compartment frame assembly 100, improving the stability of the damping tower 3, improving the overall performance of the engine compartment frame assembly 100, and improving the overall performance of the vehicle.

[0046] Reference Figures 1-5 According to some embodiments of the present invention, the upper side beam 2 of the wheel cover includes an upper side beam body 21 and a support member 22. The support member 22 is connected to the side of the upper side beam body 21 facing the vibration damping tower 3, and the support member 22 is connected to the vibration damping tower 3. For example, the support member 22 has a second connecting surface 221. The support member 22 and the upper side beam body 21 together define a support cavity 222; or, the support member 22 defines the support cavity 222. For example, the support cavity 222 can be generally triangular, which can improve the structural strength of the support cavity 222.

[0047] By setting up a cavity structure, the structural strength of the support member 22 can be increased, enabling the support member 22 to reliably support the vibration damping tower 3, reduce the vibration transmitted from the vibration damping tower 3 to the upper beam body 21, improve the stability of the engine compartment frame assembly 100, reduce the vibration transmitted from the engine compartment frame assembly 100 to the cab, reduce the noise in the cab, and improve the overall performance of the vehicle.

[0048] Reference Figures 1-5 According to some embodiments of the present invention, the upper beam and the support member 22 are integral parts. For example, the upper beam can be welded to the support member 22, or the upper beam and the support member 22 can be integrally formed. This can make the connection strength between the upper beam and the support member 22 higher, making the structural strength of the upper beam 2 of the wheel cover higher, and extending the service life of the upper beam 2 of the wheel cover.

[0049] Reference Figure 1 , Figure 2 , Figure 4 and Figure 5In some embodiments of the present invention, the vibration damping tower 3 includes a vibration damping tower body 31 and a connecting plate 32. The vibration damping tower body 31 is connected to the upper side beam 2 of the wheel arch. For example, the vibration damping tower body 31 has a first connecting surface 311. The connecting plate 32 is connected to the bottom of the vibration damping tower body 31 and to the side of the nacelle longitudinal beam 1 away from the upper side beam 2 of the wheel arch. For example, the connecting plate 32 can be welded to the nacelle longitudinal beam 1, or the connecting plate 32 can be connected to the nacelle longitudinal beam 1 by fasteners 6. By setting the connecting plate 32 to connect the nacelle longitudinal beam 1, it is convenient to connect the vibration damping tower 3 to the nacelle longitudinal beam 1, which can improve the connection efficiency between the vibration damping tower 3 and the nacelle longitudinal beam 1 and reduce the production cost of the nacelle frame assembly 100.

[0050] Reference Figure 1 , Figure 3 and Figure 5 In some embodiments of the present invention, a portion of the damping tower body 31 protrudes towards the upper side beam 2 of the wheel arch to form a protrusion 312. The protrusion 312 abuts against the surface of the nacelle longitudinal beam 1 in the vertical direction. For example, the protrusion 312 may be generally triangular. When the damping tower 3 is subjected to a downward force, the damping tower 3 can transmit the downward force to the nacelle longitudinal beam 1 through the protrusion 312; when the nacelle longitudinal beam 1 is subjected to an upward force, the nacelle longitudinal beam 1 can transmit the upward force to the damping tower 3 through the protrusion 312.

[0051] Since the convex 312 is formed by a portion of the damping tower body 31 protruding towards the upper side beam 2 of the wheel cover, the convex 312 has a cavity structure, which can improve the structural strength of the convex 312 and the structural strength of the damping tower body 31, effectively preventing the damping tower 3 from deforming under stress and improving the stability of the damping tower 3.

[0052] The protrusion 312 contacts the longitudinal beam 1 of the nacelle, allowing the protrusion 312 to reliably abut against the longitudinal beam 1 of the nacelle. This enables the protrusion 312 to reliably transmit the downward force on the vibration damping tower 3 to the longitudinal beam 1 of the nacelle, and enables the longitudinal beam 1 of the nacelle to transmit the upward force to the vibration damping tower 3 through the protrusion 312, thereby improving the force transmission effect of the nacelle frame assembly 100.

[0053] For example, when the connecting plate 32 is connected to the cabin frame by fastener 6, by setting the protrusion 312 to abut against the cabin longitudinal beam 1 in the vertical direction, the shear force on the fastener 6 can be effectively reduced, the service life of the fastener 6 can be extended, and the overall performance of the cabin frame assembly 100 can be improved.

[0054] For example, refer to Figures 1-4According to some specific embodiments of the present invention, the vibration damping tower 3 may further include a connecting skirt 33. There are two connecting skirts 33, which are respectively connected to the front and rear sides of the vibration damping tower body 31. One end of the connecting skirt 33 is connected to the connecting plate 32. The part of the connecting skirt 33 near the connecting plate 32 abuts against the longitudinal beam 1 of the cabin in the vertical direction. The other end of the connecting skirt 33 is connected to the first connecting surface 311.

[0055] By connecting the vibration damping tower body 31 and the connecting plate 32 with the connecting skirt 33, the structural strength of the vibration damping tower 3 can be improved, the stability of the vibration damping tower 3 can be improved, and the service life of the vibration damping tower 3 can be extended. By abutting part of the connecting skirt 33 against the nacelle longitudinal beam 1, the contact area between the vibration damping tower 3 and the nacelle longitudinal beam 1 in the vertical direction can be increased, the force transmission effect between the vibration damping tower 3 and the nacelle longitudinal beam 1 can be improved, and the overall performance of the nacelle frame assembly 100 can be improved.

[0056] Reference Figures 1-4 According to some embodiments of the present invention, the nacelle frame assembly 100 further includes: a first tie rod 51, one end of which is connected to the vibration damping tower 3 and is spaced apart from the nacelle longitudinal beam 1 in the vertical direction; the other end of which is connected to the nacelle longitudinal beam 1 and is spaced apart from the vibration damping tower 3 in the front-rear direction. That is, the first tie rod 51 is inclined upward.

[0057] This allows the first tie rod 51 to act as a limit in the front-rear and vertical directions, effectively reducing the vibration of the damping tower 3 in the front-rear and vertical directions, improving the stability of the damping tower 3, reducing the vibration transmitted from the damping tower 3 to the upper side beam 2 of the wheel arch, reducing the vibration transmitted from the damping tower 3 to the longitudinal beam 1 of the engine compartment, improving the stability of the engine compartment frame assembly 100, reducing the vibration transmitted from the engine compartment frame assembly 100 to the cab, and improving the overall performance of the vehicle.

[0058] Reference Figures 1-4 According to some embodiments of the present invention, the nacelle frame assembly 100 further includes: a nacelle upper crossbeam 4 and a second tie rod 52, the nacelle upper crossbeam 4 being connected to two wheel arch upper side beams 2, the second tie rod 52 extending in the front-rear direction, one end of the second tie rod 52 being connected to the vibration damping tower 3, and the other end of the second tie rod 52 being connected to the nacelle upper crossbeam 4.

[0059] This allows the second tie rod 52 to act as a limit in the front and rear directions, effectively reducing the vibration of the damping tower 3 in the front and rear directions, improving the stability of the damping tower 3, reducing the vibration transmitted from the damping tower 3 to the upper side beam 2 of the wheel arch, reducing the vibration transmitted from the damping tower 3 to the longitudinal beam 1 of the engine compartment, and improving the overall performance of the vehicle.

[0060] Reference Figures 1-4According to some embodiments of the present invention, the engine compartment frame assembly 100 further includes a third tie rod 53, which is connected between the two damping towers 3. This allows the third tie rod 53 to act as a limit in the lateral direction, effectively reducing the vibration of the damping towers 3 in the longitudinal direction, improving the stability of the damping towers 3, reducing the vibration transmitted from the damping towers 3 to the upper side beam 2 of the wheel arch, reducing the vibration transmitted from the damping towers 3 to the longitudinal beam 1 of the engine compartment, and improving the overall performance of the vehicle.

[0061] A vehicle according to a second aspect of the present invention includes: wheels; a cabin frame assembly 100 according to any one of claims 1-9; and a shock absorber connected between the wheels and the shock absorber tower 3.

[0062] According to the vehicle of the present invention, by providing the above-mentioned engine compartment frame assembly 100, the stability of the shock absorber tower 3 can be improved, the overall performance of the engine compartment frame assembly 100 can be improved, and the overall performance of the vehicle can be improved.

[0063] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this 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. Therefore, they should not be construed as limitations on this invention.

[0064] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0065] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A cabin skeleton assembly applied to a vehicle, characterized in that, Comprising: a cabin longitudinal beam extending in a front-rear direction; a wheel cover upper side beam located above the cabin longitudinal beam and spaced apart from the cabin longitudinal beam in a left-right direction; a damping tower connected between the wheel cover upper side beam and the cabin longitudinal beam, the damping tower having a first connecting surface, the wheel cover upper side beam having a second connecting surface, the first connecting surface being opposite and connected to the second connecting surface, the first connecting surface being arranged at an angle to a vertical direction, the damping tower and the wheel cover upper side beam being connected by a fastener, the fastener being provided through the first connecting surface and the second connecting surface, a portion of the damping tower body protruding toward the wheel cover upper side beam forming a protruding portion, the protruding portion being in abutment with the cabin longitudinal beam in a top-bottom direction.

2. The cabin skeleton assembly of claim 1, wherein, The wheel cover upper side beam comprises an upper side beam body and a support connected to one side of the upper side beam body toward the damping tower, the support being connected to the damping tower, the support and the upper side beam body together defining a support cavity; or, the support defines a support cavity.

3. The cabin skeleton assembly of claim 2, wherein, The upper side beam and the support are an integral piece.

4. The cabin skeleton assembly of claim 1, wherein, The damping tower comprises a damping tower body connected to the wheel cover upper side beam and a connecting plate connected to the bottom of the damping tower body, the connecting plate being connected to one side of the cabin longitudinal beam away from the wheel cover upper side beam.

5. The cabin skeleton assembly of claim 1, wherein, Further comprising: a first pull rod, one end of the first pull rod being connected to the damping tower and spaced apart from the cabin longitudinal beam in the vertical direction, the other end of the first pull rod being connected to the cabin longitudinal beam and spaced apart from the damping tower in the front-rear direction.

6. The cabin skeleton assembly of claim 1, wherein, The cabin longitudinal beam is two, the two cabin longitudinal beams being arranged opposite and spaced apart in the left-right direction, the number of wheel cover upper side beams is the same as the number of cabin longitudinal beams and one-to-one correspondence, each wheel cover upper side beam is located outside the corresponding cabin longitudinal beam, the number of damping towers is the same as the number of cabin longitudinal beams and one-to-one correspondence, each damping tower is connected between the corresponding wheel cover upper side beam and the corresponding cabin longitudinal beam; The cabin framework assembly further comprises: a cabin upper cross beam connected between the two wheel cover upper side beams, and a second pull rod extending in the front-rear direction, one end of the second pull rod being connected to the damping tower, the other end of the second pull rod being connected to the cabin upper cross beam.

7. The cabin skeleton assembly of claim 6, wherein, Further comprising: a third pull rod connected between the two damping towers.

8. A vehicle characterized by comprising: Comprising: a wheel; The cabin framework assembly according to any one of claims 1-7; a damper connected between the wheel and the damping tower.

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