Vehicle body front cabin structure and vehicle

Abstract

The invention provides a vehicle body forecabin structure and a vehicle and belongs to the technical field of vehicles, and the vehicle body forecabin structure comprises a damping tower and a damping tower reinforcing plate. Wherein the shock absorption tower reinforcing plate is connected with the shock absorption tower, the shock absorption tower reinforcing plate comprises a front upper reinforcing plate and a front lower reinforcing plate, and the front lower reinforcing plate is located below the front upper reinforcing plate in the height direction of a vehicle body. In the front-back direction of the vehicle, the front upper reinforcing plate and the front side face of the damping tower form a first cavity, and in the width direction of the vehicle, the front lower reinforcing plate and the inner side face of the damping tower form a second cavity. According to the vehicle body forecabin structure provided by the embodiment of the invention, the strength of the damping tower can be improved through the damping tower reinforcing plate, so that a good protection effect can be formed in front of and on the inner side surface of the damping tower through the matching of the front upper reinforcing plate and the front lower reinforcing plate, and the reliability of the vehicle body forecabin structure in lateral offset collision is enhanced.

Description

[0001] This application is a divisional application of the Chinese patent application submitted to the China Patent Office on November 1, 2022, with application number 202211358952.1. Technical Field

[0002] The present application relates to the field of vehicle technology, and in particular to a vehicle body front cabin structure and a vehicle. Background Art

[0003] With the annual increase in the number of cars owned, safety issues are receiving more and more attention from consumers, the addition of new car testing institutions and the update of test scoring standards, the current offset collision tests are becoming more and more stringent, the scoring standards are getting higher and higher, and the requirements for car structures are also getting higher and higher.

[0004] At present, the response structure for 25% overlap offset collision is mostly to lengthen the anti-collision beam and add reinforcements to the anti-collision beam, or add support structures to the longitudinal beam, so that the longitudinal beam, which originally could not interact with the barrier in a 25% overlap offset collision, can contact the barrier during a collision and push the car out from the side. At the same time, most models do not have a special reinforcement structure at the connection between the front of the wheel arch and the side beam, and even some models with reinforcements do not have a very good effect.

[0005] With the annual increase in the number of cars owned, safety issues are receiving more and more attention from consumers, the addition of new car testing institutions and the update of test scoring standards, the current offset collision tests are becoming more and more stringent, the scoring standards are getting higher and higher, and the requirements for car structures are also getting higher and higher.

[0006] The passenger compartment is an important structure of the vehicle, where users sit. High-risk collision scenarios of vehicles include offset collisions and head-on collisions, which pose great challenges to the structural reliability of the passenger compartment. How to improve the safety of the passenger compartment for passengers in such collisions is an important issue for those skilled in the art.

[0007] At present, the response structure for the 25% overlap offset collision is mostly to lengthen the anti-collision beam and add reinforcements to the anti-collision beam. However, this cannot effectively reduce the intrusion into the passenger compartment during a collision. Especially in a side collision, the front cabin structure of the vehicle is prone to obvious deformation and damage. Therefore, it is necessary to update the design of the front cabin structure related to the passenger compartment to improve safety. Summary of the invention

[0008] The embodiments of the present application provide a vehicle body front compartment structure and a vehicle, which can enhance the reliability of the vehicle body front compartment structure in a side offset collision.

[0009] In order to achieve the above-mentioned object, according to a first aspect of the present application, a vehicle body front compartment structure is provided, comprising:

[0010] shock tower;

[0011] A shock tower reinforcement plate, the shock tower reinforcement plate is connected to the shock tower, the shock tower reinforcement plate comprises a front upper reinforcement plate and a front lower reinforcement plate, and along the height direction of the vehicle body, the front lower reinforcement plate is located below the front upper reinforcement plate;

[0012] In the front-rear direction of the vehicle, the front upper reinforcement plate and the front side surface of the shock-absorbing tower form a first cavity; in the width direction of the vehicle, the front lower reinforcement plate and the inner side surface of the shock-absorbing tower form a second cavity.

[0013] Optionally, the vehicle body front cabin structure further includes a lower stabilizer bar assembly;

[0014] Both ends of the lower stabilizer bar assembly are connected to the shock tower respectively;

[0015] In the vehicle width direction, a projection of the lower stabilizer bar assembly in the vehicle width direction at least partially overlaps with a projection of the second cavity in the vehicle width direction.

[0016] Optionally, in the height direction of the vehicle, one end of the front lower reinforcement plate is connected to the front upper reinforcement plate, and the first cavity is communicated with the second cavity.

[0017] Optionally, the vehicle body front cabin structure also includes an upper stabilizer bar assembly, and both ends of the upper stabilizer bar assembly are respectively connected to the shock tower.

[0018] Optionally, the shock tower includes a shock absorber mounting portion, and the upper stabilizer bar assembly is connected to the shock absorber mounting portion.

[0019] Optionally, the front upper reinforcement plate is arranged at the edge of the shock absorber mounting portion, or the front upper reinforcement plate covers at least a portion of the shock absorber mounting portion.

[0020] Optionally, projections of the upper stabilizer bar assembly and the lower stabilizer bar assembly in the height direction at least partially overlap.

[0021] Optionally, the front cabin structure of the vehicle body also includes a front longitudinal beam, and the shock tower is connected to the front longitudinal beam; the lower stabilizer bar assembly is fixedly connected to the front longitudinal beam, and the lower stabilizer bar assembly is spaced apart from the front longitudinal beam.

[0022] Optionally, the vehicle body front cabin structure further includes an upper side beam, and the upper side beam is connected to the shock tower;

[0023] In the vehicle width direction, the roof side rails are arranged at both ends of the upper stabilizer bar assembly and the lower stabilizer bar assembly.

[0024] According to a second aspect of the present application, a vehicle is also provided, comprising the vehicle body front compartment structure as described above.

[0025] The vehicle body front cabin structure provided by the embodiment of the present application includes a shock tower and a shock tower reinforcement plate, wherein the shock tower reinforcement plate is connected to the shock tower, and the shock tower reinforcement plate includes a front upper reinforcement plate and a front lower reinforcement plate, and along the height direction of the vehicle body, the front lower reinforcement plate is located below the front upper reinforcement plate. In the front-to-back direction of the vehicle, the front upper reinforcement plate and the front side of the shock tower form a first cavity, and in the width direction of the vehicle, the front lower reinforcement plate and the inner side of the shock tower form a second cavity. The shock tower reinforcement plate can provide buffering and protection for the shock tower, and form structural reinforcement to ensure the structural reliability of the shock tower. In the front-to-back direction of the vehicle, the front upper reinforcement plate and the front side of the shock tower form a first cavity, which can provide buffer space, realize protection, and enhance the strength of the shock tower. Similarly, in the width direction of the vehicle, the front lower reinforcement plate and the inner side of the shock tower also form a second cavity, which can form a protective space on the inner side of the shock tower to absorb the force and strengthen the strength of the shock tower, thereby improving the structural reliability and strength of the shock tower. The vehicle body front cabin structure provided in the embodiment of the present application can improve the strength of the shock absorber tower through the shock absorber tower reinforcement plate, and further through the cooperation of the front upper reinforcement plate and the front lower reinforcement plate, can form a good protection effect in front and on the inner side of the shock absorber tower, thereby enhancing the reliability of the vehicle body front cabin structure in side offset collision.

[0026] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0028] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0029] Figure 1 A schematic diagram of a three-dimensional structure of a vehicle body front cabin structure provided in an embodiment of the present application;

[0030] Figure 2 A schematic top view of a vehicle body front compartment structure provided in an embodiment of the present application;

[0031] Figure 3 A partial three-dimensional schematic diagram of a vehicle body front cabin structure provided in an embodiment of the present application;

[0032] Figure 4 for Figure 3 An exploded view of the structure shown;

[0033] Figure 5 is a longitudinal cross-sectional schematic diagram of the shock tower area;

[0034] Figure 6 for Figure 2 HH cross-sectional view;

[0035] Figure 7 A transverse cross-sectional top view of a vehicle body front compartment structure provided in an embodiment of the present application;

[0036] Figure 8 for Figure 2 JJ section cutaway view.

[0037] Description of reference numerals:

[0038] 122, front longitudinal beam; 135, upper side beam; 1350, fourth cavity; 140, shock tower; 1401, shock absorber mounting portion; 142, front upper reinforcement plate; 142P, front lower reinforcement plate; 167, front panel cross beam assembly; 1676, third cavity; 168, shock tower rear reinforcement plate; 210, upper stabilizer bar assembly; 220, lower stabilizer bar assembly; 222, connecting plate; N, first cavity; M, second cavity; P, first partition space; G, second partition space. DETAILED DESCRIPTION

[0039] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present application.

[0040] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present application, its application, or uses.

[0041] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered as part of the specification.

[0042] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0043] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0044] Reference Figure 1-Figure 6 According to a first aspect of an embodiment of the present application, a vehicle body front cabin structure is provided. The vehicle body front cabin structure comprises:

[0045] A shock absorbing tower 140, wherein two shock absorbing towers 140 are arranged at intervals along the width direction of the vehicle;

[0046] An upper stabilizer bar assembly 210, wherein both ends of the upper stabilizer bar assembly 210 are respectively connected to the two shock towers 140;

[0047] The lower stabilizer bar assembly 220 has two ends connected to the two shock towers 140 respectively.

[0048] Specifically, the embodiment of the present application sets the front cabin structure of the vehicle body to include a shock tower 140, and two shock towers 140 are arranged at intervals along the width direction of the vehicle. The shock tower 140 is used to provide support for the front cabin structure of the vehicle body and also to form a supporting relationship with the transmission and wheel set. The two shock towers 140 can buffer and dampen the impact force borne by the vehicle from both sides, thereby protecting other structures inside the vehicle body.

[0049] The vehicle body front cabin structure of the embodiment of the present application further includes an upper stabilizer bar assembly 210, and both ends of the upper stabilizer bar assembly 210 are respectively connected to the two shock towers 140, such as Figure 1 As shown, the shock tower 140 can be provided with support in the vehicle width direction, and the stiffness performance of the shock tower 140 along the vehicle height direction can be improved. The upper stabilizer bar assembly 210 of the present application can improve the structural integrity of the two shock towers 140, and show better buffering effect when impacted.

[0050] Similarly, the vehicle body front cabin structure of the embodiment of the present application further includes a lower stabilizer bar assembly 220, such as Figure 1 and Figure 2 As shown, both ends of the lower stabilizer bar assembly 220 are also connected to the two shock towers 140, so as to provide support for the shock towers 140 in the width direction and improve the stiffness performance of the shock towers 140 in the height direction. In particular, the two stabilizer bar assemblies provided in the technical solution of the present application can form an integral frame structure with the shock towers, thereby improving the impact resistance of the front cabin structure of the vehicle body in the height direction and the width direction.

[0051] The embodiment of the present application sets a vehicle body front cabin structure including a shock tower 140, an upper stabilizer bar assembly 210 and a lower stabilizer bar assembly 220, and the two ends of the upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 are respectively connected to the two shock towers 140. The upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 can be used to jointly support and stabilize the vehicle body front cabin structure along the Y direction to ensure the stability of the vehicle body front cabin structure. At the same time, the upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 can be used to cooperate with the shock tower 140 to provide a vehicle with the vehicle body front cabin structure with sufficient side sliding Y-direction support force and Y-direction dynamic stiffness performance of the shock tower 140, and the torsional stiffness performance of the vehicle body frame can be improved, thereby improving the maneuverability of the entire vehicle.

[0052] Optionally, in the vehicle height direction, the upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 are spaced apart from each other, such as Figure 1 The upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 are spaced apart to form a closed ring frame.

[0053] Specifically, the embodiment of the present application is arranged in the height direction of the vehicle, and the upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 are arranged at intervals, so that the upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 can form a closed loop in the vertical direction, thereby improving the overall rigidity of the vehicle body front cabin structure. This annular structure can provide good support for the two shock towers 140 in the width direction. When subjected to a yaw impact, the upper and lower stabilizer bar assemblies can absorb the impact and transmit a uniform force to the shock tower 140 on the other side, so that the entire vehicle body front cabin structure can move together, reduce deformation, especially reduce the twisting deformation in the height direction, and can strengthen the shock tower 140, effectively enhance the strength of the front cabin, and in the event of an offset collision, can make the vehicle as a whole move away from the collision object or make the collision object move to the side away from the vehicle, thereby protecting the vehicle.

[0054] Optionally, the projections of the upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 in the height direction overlap at least in part. In this way, the two can form a more stable closed frame with the shock tower 140, and it is not easy for the upper and lower stabilizer bar assemblies to exert relative displacement force on the shock towers 140 on both sides, thereby improving the stability of the frame.

[0055] Optionally, the vehicle body front cabin structure further includes a front longitudinal beam 122, such as Figure 1 The shock tower 140 is connected to the front longitudinal beam 122. The lower stabilizer bar assembly 220 is also fixedly connected to the front longitudinal beam 122.

[0056] Specifically, the embodiment of the present application sets the front cabin structure of the vehicle body and also includes a front longitudinal beam 122, and the shock tower 140 is connected to the front longitudinal beam 122, so that the shock tower 140 can absorb and buffer the impact transmitted from the outside to the front longitudinal beam 122 and transmit force to protect other structures inside the vehicle body. The front longitudinal beam 122 is an important component for preventing positive impact. On the one hand, it needs other components to cooperate to absorb the impact. On the other hand, its own structural reliability is high. Connecting the shock tower 140 thereto helps to improve the overall consistency of the front cabin structure of the vehicle body. Furthermore, the lower stabilizer bar assembly 220 is fixedly connected to the front longitudinal beam 122, and the support provided by the lower stabilizer bar assembly 220 in the width direction of the vehicle body can be used to provide support for the front longitudinal beam 122. The front longitudinal beam 122 and the lower stabilizer bar assembly 220 jointly provide a release effect on the lateral impact force.

[0057] The present application combines the front longitudinal beam with the upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 to enable the vehicle body to fully absorb energy to cushion the impact and cause Y-direction sliding under small offset collision conditions, which can effectively reduce the direct collision and squeezing energy of the barrier on the passenger compartment and reduce the intrusion into the passenger compartment.

[0058] Alternatively, if Figure 6 As shown, the connection between the lower stabilizer bar assembly 220 and the front longitudinal beam 122 can be fixedly connected by a connecting plate 222. The connecting plate 222 can have a triangular structure or a curved structure, etc., to form a small gap or cavity between the two structures to be connected, thereby effectively improving the ability to absorb impact. When encountering a large positive or lateral impact, the gap provides deformation and absorbs the force and energy.

[0059] Optionally, the shock tower 140 includes a shock absorber mounting portion 1401, such as Figures 2 to 4 The upper stabilizer bar assembly 210 is connected to the shock absorber mounting portion 1401 .

[0060] Specifically, the embodiment of the present application sets the upper stabilizer bar assembly 210 to be connected with the shock absorber mounting portion 1401, so that the upper stabilizer bar assembly 210 can be connected with the shock absorber tower 140 through the shock absorber mounting portion, so that the shock absorber tower 140 can buffer and shock the upper stabilizer bar assembly 210. The shock absorber mounting portion 1401 itself can have an upward protrusion or convex structure to absorb capacity and release force, and the stabilizer bar can effectively strengthen the shock absorber mounting portion.

[0061] Optionally, the vehicle body front cabin structure also includes a shock tower reinforcement plate, which is connected to the shock tower 140 and covers the surface of the shock tower 140 to provide buffering and protection for the shock tower 140. The shock tower reinforcement plate can form a structural reinforcement for the shock tower 140 to ensure the structural reliability of the shock tower 140. As an important structural member of the vehicle body front cabin structure, the shock tower 140 plays a role in supporting the vehicle body and wheels. If the shock tower 140 is structurally damaged, it will have a greater impact on the vehicle. By arranging a shock tower reinforcement plate on the shock tower 140, the impact energy can be effectively absorbed and protected, and the cavity can be used to enhance the structural strength of the shock tower so that it can effectively transmit force.

[0062] Optionally, the shock tower reinforcement plate includes a front upper reinforcement plate 142 , and in the front-rear direction of the vehicle, the front upper reinforcement plate 142 and the front side of the shock tower 140 form a first cavity.

[0063] Specifically, Figures 3 to 5 As shown, the embodiment of the present application sets a shock tower reinforcement plate including a front upper reinforcement plate 142. In the front-to-back direction of the vehicle, the front upper reinforcement plate 142 and the front side of the shock tower 140 form a first cavity N. The first cavity N can use the structure of the front upper reinforcement plate 142 and the shock tower 140 to provide a buffer space, achieve protection, and enhance the strength of the shock tower 140. On the other hand, the front upper reinforcement plate 142 can also provide protection for the connection between the upper stabilizer bar assembly 210 and the shock tower 140. The front upper reinforcement plate 142 can be set at the edge of the shock absorber mounting portion 1401, or cover the shock absorber mounting portion 1401 to a certain extent.

[0064] Optionally, the shock tower reinforcement plate further includes a front lower reinforcement plate 142P, such as Figure 3 , Figure 4 and Figure 6 As shown. Relative to the front upper reinforcing plate 142, along the height direction of the vehicle body, the front lower reinforcing plate 142P is located below the front upper reinforcing plate 142. The front upper reinforcing plate 142 and the front lower reinforcing plate 142P can form a good protective effect in front of and on the inner side of the shock tower 140. Preferably, in the width direction of the vehicle, the front lower reinforcing plate 142P and the inner side of the shock tower 140 form a second cavity M. The so-called inner side of the shock tower 140 refers to the side where the two shock towers 140 face each other, that is, the side close to the middle area of ​​the vehicle. Conversely, the outer side of the shock tower 140 is the side where the two shock towers 140 are relatively separated and the outer side of the front cabin structure of the vehicle body.

[0065] Specifically, the embodiment of the present application sets the shock tower reinforcement plate and also includes a front lower reinforcement plate 142P. In the vehicle width direction, the front lower reinforcement plate 142P and the inner side of the shock tower 140 form a second cavity M. The second cavity M can form a protective space on the inner side of the shock tower 140 to absorb the impact force and strengthen the strength of the shock tower. The second cavity M is used in particular to protect the force transmitted from the other side of the shock tower 140, such as the force transmitted along the lower stabilizer bar assembly 220. The second cavity M provides a buffer space for the shock tower 140, thereby improving the structural reliability and strength of the shock tower 140.

[0066] Optionally, in the height direction of the vehicle, one end of the front lower reinforcement plate 142P is connected to the front upper reinforcement plate 142, and the other end is connected to the front longitudinal beam 122. Figure 8 In the illustrated embodiment, the first cavity N is connected to the second cavity M, so that the shock tower front lower reinforcement plate 142P and the shock tower front upper reinforcement plate 142 can together form a reliable reinforcement for the shock tower 140. The connection between the first cavity N and the second cavity M can also provide the shock tower 140 with a larger buffer space and a larger force transmission cross-sectional area, thereby effectively further strengthening the shock tower, thereby improving the stability of the shock tower 140. In particular, the connection between the two can effectively provide overall protection for the front longitudinal beam 122 and the shock tower 140. When subjected to complex impact forces, this small but curved space can effectively release the force.

[0067] Optionally, the projection of the lower stabilizer bar assembly 220 in the vehicle width direction at least partially overlaps with the projection of the second cavity M in the vehicle width direction. Also, along the length direction of the vehicle, the lower stabilizer bar assembly 220 and the second cavity M have a portion of their projections overlap. This technical feature of the present application fully utilizes the strengthening effect of the lower stabilizer bar assembly 220. Figure 6 As shown, in the width direction of the vehicle, that is, the left-right direction in the figure, the end of the lower stabilizer bar assembly 220 abuts to a certain extent the position where the second cavity M is located. The second cavity M can be used to protect the shock tower 140 and can cooperate with the lower stabilizer bar assembly 220 to absorb the lateral force. Moreover, the lower stabilizer bar assembly 220 will not directly abut on the shock tower 140, which is also a protection for the shock tower 140. The overlapping of the cavities can make it more accurate when transmitting force, so that the force can be transmitted to the cavity part with stronger structural strength, thereby improving its overall stiffness and load-bearing capacity.

[0068] On the other hand, the lower stabilizer bar assembly 220 is in the longitudinal direction of the vehicle, that is, Figure 6In the direction perpendicular to the paper plane, the projection overlaps with the second cavity M. This design facilitates the transmission of external impact force, thereby improving the shock absorption effect of the shock tower 140. After the second cavity M and the lower stabilizer bar assembly 220 are designed in this position, they can assist the front longitudinal beam 122 in absorbing and buffering the positive impact.

[0069] Optionally, the vehicle body front cabin structure further includes a shock tower rear reinforcement plate 168, such as Figure 4 and Figure 5 As shown. At least part of the shock tower rear reinforcement plate 168 is spaced apart from the rear side of the shock tower 140 to form a first spacing space P. The first spacing space P can strengthen the transmission of external impact force in the front-to-back direction, thereby improving the shock absorption effect of the shock tower 140, protecting the shock tower 140, and forming a structural reinforcement for the shock tower 140 to improve its rigidity and strength. The lower end of the shock tower rear reinforcement plate 168 can also be connected to the front longitudinal beam 122, further improving the structural consistency of the shock tower 140 and the front longitudinal beam 122, and can enhance the strength of the reinforcement plate.

[0070] Optionally, at least a portion of the shock tower rear reinforcement plate 168 may be spaced apart from the inner side of the shock tower 140 to form a second spacing space G. Figure 7 In the illustrated embodiment, the first spacing space P can be connected to the second spacing space G. The second spacing space G can strengthen the transmission of external impact force in the width direction. The second spacing space G is connected to the first spacing space P, which can strengthen the transmission of external impact force in both the width direction and the front-back direction, thereby better improving the shock absorption effect of the shock tower 140. In this way, the first spacing space P is connected to the second spacing space G, and a cavity structure opposite to the first cavity N and the second cavity M can be formed, thereby forming a gap space around the shock tower 140, thereby improving the protection of the shock tower 140. The two spacing spaces can enhance the structural strength of the shock tower from different directions, and improve its rigidity and force bearing capacity.

[0071] Optionally, in the front-rear direction of the vehicle, the upper stabilizer bar assembly 210 is arranged between the first cavity N and the first spacing space P. By utilizing the buffering protection function of the first cavity N and the first spacing space P, the structure of the area in the middle of the shock tower 140 is more reliable, and the upper stabilizer bar assembly is arranged between the two spaces to better ensure the reliability of the connection between the upper stabilizer bar assembly 210 and the shock tower 140. Moreover, the first cavity N and the first spacing space P can also provide protection for the connection of the upper stabilizer bar assembly 210, and being arranged in the middle can form a structural reinforcement of the front, middle and rear parts of the shock tower 140, so that its structure can be strengthened as a whole, and then when subjected to an offset collision, it can more effectively promote the sideways sliding of the vehicle to prevent it from invading the passenger compartment or damaging the front compartment.

[0072] Optionally, the vehicle body front cabin structure further includes an upper side beam 135, and two upper side beams 135 are respectively connected to two shock towers 140 in a one-to-one correspondence, such as Figure 1 and Figure 2 As shown. In the vehicle width direction, the two upper side beams 135 are arranged at both ends of the upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220, so that the shock tower 140 can absorb and buffer the external impact from the upper side beam 135 side. As a frame structure above the front wheel, the upper side beam 135 can effectively absorb lateral impact and provide good overall protection for the front cabin structure of the vehicle body. This solution can use the upper side beam 135 to protect the outer side of the shock tower 140. In addition, the upper stabilizer bar assembly 210 and the lower stabilizer bar assembly 220 designed in accordance with this solution can form a ring-shaped frame structure as a whole to improve stability.

[0073] Optionally, the vehicle body front compartment structure further includes a front wall cross beam assembly 167, such as Figure 1 , Figure 3 and Figure 5 As shown. Both ends of the dash panel cross beam assembly 167 are connected to the shock tower 140. This connection method can be a direct connection or an integral connection formed by the upper side beam 135. As an important component of the front cabin structure of the vehicle body, the dash panel cross beam assembly 167 can provide the main supporting force in the width direction of the vehicle body. Its two ends are connected to the shock tower 140 to form a width-wise supporting effect on the upper side beam 135 and the shock tower 140.

[0074] Optionally, the dash panel cross beam assembly 167 forms a third cavity 1676 extending along the width direction of the vehicle, and the third cavity can provide the shock tower 140 with a buffering effect and deformation space along the width direction of the vehicle, thereby improving the overall stability of the front cabin structure of the vehicle body.

[0075] The third cavity 1676 provided in the dash crossbeam assembly 167 can effectively improve the ability of the dash crossbeam assembly 167 to resist deformation, and has a good absorption effect on the impact energy generated by collision, especially offset collision, and can improve the safety of the vehicle during actual driving. When the impact force is applied to the dash crossbeam assembly 167 from the side, the third cavity 1676 can provide sufficient buffering and absorption of the lateral energy. When the frame structure composed of the dash crossbeam assembly 167, the upper side beam 135, the shock tower 140 and the upper stabilizer bar assembly 210 is subjected to the lateral collision force, it can effectively form a circular force transmission structure and improve the structure of the junction between the front cabin and the passenger cabin, thereby reducing the invasion and damage to the passenger cabin caused by the lateral collision.

[0076] Moreover, in the length direction of the vehicle (i.e., the length direction), the front panel crossbeam assembly 167 is arranged behind the shock absorber tower 140, which can effectively support the shock absorber tower. When the shock absorber tower 140 is subjected to a forward collision force, it can greatly enhance the bearing capacity of the shock absorber tower 140 in the front and rear directions.

[0077] Optionally, the upper side rail 135 is formed with a fourth cavity 1350 extending along the front-rear direction of the vehicle. Figure 6 As shown. The projection of the third cavity 1676 in the vehicle width direction overlaps at least partially with the projection of the fourth cavity 1350 in the vehicle width direction. The dash crossbeam assembly 167 and the upper side beam 135 are the main components of the front cabin structure of the vehicle body. The third cavity 1676 and the fourth cavity 1350 therein can provide good impact resistance in the front and rear directions and the width direction of the vehicle body. The overlapping area formed by the third cavity 1676 and the fourth cavity 1350 is conducive to the impact force in one direction being dispersed to the structure in other directions during the transmission process, thereby achieving energy absorption.

[0078] Optionally, the upper stabilizer bar assembly 210 is a cylindrical structure, and the lower stabilizer bar assembly 220 is a rectangular bar or a trapezoidal bar structure.

[0079] Specifically, the embodiment of the present application sets the upper stabilizer bar assembly 210 as a cylindrical structure, which can save the front cabin space by using the cylindrical structure while ensuring the stability strength of the upper stabilizer bar assembly 210. And by setting the lower stabilizer bar assembly 220 as a rectangular bar or a trapezoidal bar structure, it can ensure the stability strength of the lower stabilizer bar assembly 220, and use the rectangular bar or the trapezoidal bar structure to set the installation part, so as to use the installation part to install other parts, thereby improving the space utilization rate of the front cabin of the vehicle.

[0080] According to a second aspect of the embodiment of the present application, a vehicle is provided. The vehicle has any one of the above-mentioned vehicle body front cabin structures, and the vehicle should have the technical effects brought about by the above-mentioned vehicle body front cabin structure.

[0081] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0082] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0083] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0084] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A vehicle body front cabin structure, characterized in that: include: Shock tower (140); a shock tower reinforcement plate, the shock tower reinforcement plate being connected to the shock tower (140), the shock tower reinforcement plate comprising a front upper reinforcement plate (142) and a front lower reinforcement plate (142P), wherein along the height direction of the vehicle body, the front lower reinforcement plate (142P) is located below the front upper reinforcement plate (142); In the front-to-rear direction of the vehicle, the front upper reinforcing plate (142) and the front side of the shock absorbing tower (140) form a first cavity; in the width direction of the vehicle, the front lower reinforcing plate (142P) and the inner side of the shock absorbing tower (140) form a second cavity.

2. The vehicle body front cabin structure according to claim 1, characterized in that: Also included is a lower stabilizer bar assembly (220); Both ends of the lower stabilizer bar assembly (220) are respectively connected to the shock tower (140); In the vehicle width direction, a projection of the lower stabilizer bar assembly (220) in the vehicle width direction at least partially overlaps a projection of the second cavity in the vehicle width direction.

3. The vehicle body front cabin structure according to claim 1 or 2, characterized in that: In the vehicle height direction, one end of the front lower reinforcement plate (142P) is connected to the front upper reinforcement plate (142), and the first cavity is communicated with the second cavity.

4. The vehicle body front cabin structure according to claim 2, characterized in that: It also includes an upper stabilizer bar assembly (210), and both ends of the upper stabilizer bar assembly (210) are respectively connected to the shock absorbing tower (140).

5. The vehicle body front cabin structure according to claim 4, characterized in that: The shock tower (140) comprises a shock absorber mounting portion (1401), and the upper stabilizer bar assembly (210) is connected to the shock absorber mounting portion (1401).

6. The vehicle body front cabin structure according to claim 5, characterized in that: The front upper reinforcing plate (142) is arranged at the edge of the shock absorber mounting portion (1401), or the front upper reinforcing plate (142) covers at least a portion of the shock absorber mounting portion (1401).

7. The vehicle body front cabin structure according to claim 4, characterized in that: The projections of the upper stabilizer bar assembly (210) and the lower stabilizer bar assembly (220) in the height direction at least partially overlap.

8. The vehicle body front cabin structure according to any one of claims 4 to 7, characterized in that: It also includes a front longitudinal beam (122), the shock tower (140) is connected to the front longitudinal beam (122); the lower stabilizer bar assembly (220) is fixedly connected to the front longitudinal beam (122), and the lower stabilizer bar assembly (220) and the front longitudinal beam (122) are spaced apart.

9. The vehicle body front cabin structure according to claim 8, characterized in that: It also includes an upper side beam (135), wherein two upper side beams (135) are respectively connected to the two shock absorbing towers (140); In the vehicle width direction, the two upper side beams (135) are arranged at both ends of the upper stabilizer bar assembly (210) and the lower stabilizer bar assembly (220).

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

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