Automobile forecabin assembly and automobile

Abstract

The invention provides an automobile forecabin assembly and an automobile, the automobile forecabin assembly comprises a left longitudinal beam wheel cover assembly and a right longitudinal beam wheel cover assembly which are distributed at an interval, the automobile forecabin assembly further comprises a transverse reinforcing beam, and the two ends of the transverse reinforcing beam are connected with the left longitudinal beam wheel cover assembly and the right longitudinal beam wheel cover assembly respectively; at least one of the left longitudinal beam wheel cover assembly, the right longitudinal beam wheel cover assembly and the transverse reinforcing beam is of an integrated structure. Through the arrangement, reduction of machining procedures and machining time is facilitated, production efficiency is improved, production cost is reduced, meanwhile, the number of parts and complex connecting nodes between the parts are reduced, the integration degree of the automobile forecabin assembly can be improved, the structure of the automobile forecabin assembly is more compact and reliable, and the automobile forecabin assembly is more attractive and elegant. The overall strength and the structural stability of the automobile forecabin assembly are improved, and the lightweight design of an automobile body can be achieved easily.

Description

Technical Field

[0001] The present application relates to the technical field of automobile accessories, and in particular to an automobile front cabin component and an automobile. Background Art

[0002] The front cabin assembly structure is one of the important parts of the car body cockpit. It carries important parts such as the front suspension and pedals of the car. It is also an effective barrier between the environment in the front cabin and the driver and passengers. The transverse and longitudinal beam structures play a decisive role in the stability and rigidity of the car body structure. It is also an effective force transmission structure when the car encounters a collision, which can ensure the safety of the cab.

[0003] The traditional automobile front cabin structure is composed of multiple steel plate stamping parts welded into small welded assembly parts, such as the front longitudinal beam assembly, water flow channel assembly, etc. These small welded assemblies are then welded again to form the required front cabin assembly structure. The welding process is complicated and requires a variety of tooling and fixtures to ensure welding accuracy. A variety of welding equipment is required for operation, which requires large investment, high cost and complex process. Since it is a structure composed of individual plates, the stability and rigidity of the structure will be affected by the welding quality and the material properties of the plate itself, resulting in poor integrity, poor structural stability and rigidity. Summary of the invention

[0004] In view of this, the present application provides a front cabin assembly of an automobile and an automobile, which can improve the production efficiency and structural stability of the front cabin assembly of the automobile.

[0005] Specifically, the following technical solutions are included:

[0006] In a first aspect, the present application provides a front cabin assembly of an automobile, the front cabin assembly of the automobile comprising:

[0007] The left longitudinal beam wheel cover assembly and the right longitudinal beam wheel cover assembly are arranged at intervals;

[0008] A transverse reinforcement beam, two ends of which are respectively connected to the left longitudinal beam wheel cover assembly and the right longitudinal beam wheel cover assembly;

[0009] Wherein, at least one of the left longitudinal beam wheel house assembly, the right longitudinal beam wheel house assembly and the transverse reinforcement beam is an integrated structure.

[0010] In an optional embodiment, the left longitudinal beam wheel house assembly and the right longitudinal beam wheel house assembly are both integral die-castings.

[0011] In an optional embodiment, the transverse reinforcement beam is an extruded part.

[0012] In an optional embodiment, the left longitudinal beam wheel house assembly, the right longitudinal beam wheel house assembly and the transverse reinforcement beam are all made of aluminum alloy.

[0013] In an optional embodiment, there are multiple transverse reinforcement beams, and the multiple transverse reinforcement beams are distributed at intervals.

[0014] In an optional embodiment, the plurality of transverse reinforcing beams include a first transverse reinforcing beam and a second transverse reinforcing beam, the first transverse reinforcing beam is located at a first end of the left longitudinal beam wheel house assembly and the right longitudinal beam wheel house assembly, the second transverse reinforcing beam is located at a second end of the left longitudinal beam wheel house assembly and the right longitudinal beam wheel house assembly, and the first transverse reinforcing beam, the second transverse reinforcing beam, the left longitudinal beam wheel house assembly and the right longitudinal beam wheel house assembly form an annular structure.

[0015] In an optional embodiment, the plurality of transverse reinforcement beams further include a third transverse reinforcement beam, and the third transverse reinforcement beam is located between the first transverse reinforcement beam and the second transverse reinforcement beam.

[0016] In an optional embodiment, the left longitudinal beam wheel house assembly and the right longitudinal beam wheel house assembly are respectively provided with interface structures, and the end of the transverse reinforcement beam is inserted into the interface structure.

[0017] In an optional embodiment, a plurality of crisscross reinforcing ribs are provided on the side of the left longitudinal beam wheel house assembly and the right longitudinal beam wheel house assembly facing away from the interface structure.

[0018] In a second aspect, the present application provides a car, comprising a car front cabin assembly provided by any embodiment of the first aspect.

[0019] The beneficial effects of the technical solution provided in the embodiment of the present application include at least: by setting a transverse reinforcing beam, a stable connection between the left longitudinal beam wheel house assembly and the right longitudinal beam wheel house assembly is achieved; since at least one of the left longitudinal beam wheel house assembly, the right longitudinal beam wheel house assembly and the transverse reinforcing beam is an integrated structure, it is beneficial to reduce processing procedures and processing time, improve production efficiency, and reduce production costs, while also reducing the number of components and complex connection nodes between components, which can improve the integration of the automobile front cabin assembly, make the structure of the automobile front cabin assembly more compact and reliable, improve the overall strength and structural stability of the automobile front cabin assembly, and help achieve a lightweight design of the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0021] Figure 1One of the structural schematic diagrams of the front cabin assembly of an automobile provided in an embodiment of the present application;

[0022] Figure 2 The second structural schematic diagram of the front cabin assembly of the automobile provided in the embodiment of the present application;

[0023] Figure 3 The third structural schematic diagram of the automobile front cabin assembly provided in an embodiment of the present application.

[0024] The reference numerals in the figures represent respectively:

[0025] 1-left longitudinal beam wheel housing assembly; 11-wheel housing portion; 12-longitudinal beam portion; 13-reinforcement rib; 14-interface structure;

[0026] 2-right longitudinal beam wheel housing assembly;

[0027] 3- transverse reinforcement beam; 31- first transverse reinforcement beam; 32- second transverse reinforcement beam; 33- third transverse reinforcement beam.

[0028] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0030] The directional nouns involved in the embodiments of the present application, such as "upper", "lower", "side", etc., are generally based on the relative relationship of the directions shown in the figures, and these directional nouns are used only to more clearly describe the relationship between structures, and are not intended to describe absolute directions. When the product is placed in different postures, the direction may change, for example, "upper" and "lower" may be interchangeable.

[0031] Unless otherwise defined, all technical terms used in the embodiments of the present application have the same meanings as commonly understood by those of ordinary skill in the art.

[0032] The front cabin assembly structure is one of the important parts of the car body cockpit. It carries important parts such as the front suspension and pedals of the car. It is also an effective barrier between the environment in the front cabin and the driver and passengers. The transverse and longitudinal beam structures are important structures for protecting the passengers. They play a decisive role in the stability and rigidity of the car body structure. They are also effective force transmission structures when the car encounters a collision, ensuring the structural effectiveness of the cab.

[0033] The traditional automobile front cabin structure is composed of multiple steel plate stamping parts welded into small welded assembly parts, such as the front longitudinal beam assembly, water flow channel assembly, etc. These small welded assemblies are then welded again to form the required front cabin assembly structure. The welding process is complicated and requires a variety of tooling and fixtures to ensure welding accuracy. A variety of welding equipment is required for operation, which requires large investment, high cost and complex process. Since it is a structure composed of individual plates, the stability and rigidity of the structure will be affected by the welding quality and the material properties of the plate itself, resulting in poor integrity, poor structural stability and rigidity.

[0034] In order to solve the above technical problems, the embodiments of the present application provide a front cabin assembly of an automobile and an automobile, which can improve the production efficiency and structural stability of the front cabin assembly of the automobile.

[0035] In order to make the technical solutions and advantages of the present application more clear, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0036] like Figures 1 to 3 As shown, the automobile front cabin assembly provided in the embodiment of the present application includes a left longitudinal beam wheel house assembly 1 and a right longitudinal beam wheel house assembly 2 and a transverse reinforcement beam 3 which are spaced apart from each other, and the two ends of the transverse reinforcement beam 3 are respectively connected to the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2.

[0037] Among them, at least one of the left longitudinal beam wheel house assembly 1, the right longitudinal beam wheel house assembly 2 and the transverse reinforcement beam 3 is an integrated structure.

[0038] Specifically, the front cabin assembly of the automobile is located at the front part of the automobile, and the left longitudinal beam wheel cover assembly 1 and the right longitudinal beam wheel cover assembly 2 are respectively located at the left and right sides of the front cabin body of the automobile.

[0039] Exemplarily, at least one of the left longitudinal beam wheel house assembly 1, the right longitudinal beam wheel house assembly 2 and the transverse reinforcing beam 3 is manufactured by casting, forging, 3D printing and other processes, and an integral workpiece with an integrated structure can be quickly produced.

[0040] In the prior art, the left longitudinal beam wheel cover assembly, the right longitudinal beam wheel cover assembly and other parts of the front cabin assembly of the automobile are formed by welding and assembling multiple small parts. The processing procedures are relatively complicated, time-consuming and have high requirements for processing accuracy.

[0041] The automobile front cabin assembly provided in the embodiment of the present application can reduce the number of parts and processing steps and reduce the difficulty of processing and manufacturing by setting at least one of the left longitudinal beam wheel cover assembly 1, the right longitudinal beam wheel cover assembly 2 and the transverse reinforcement beam 3 as an integrated structure.

[0042] Optionally, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are both integrated structures, and the transverse reinforcing beam 3 is a conventional welded assembly structure.

[0043] Alternatively, the left longitudinal beam wheel house assembly 1, the right longitudinal beam wheel house assembly 2 and the transverse reinforcing beam 3 are all integrated structures and are assembled together after being manufactured and formed separately.

[0044] Specifically, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 each include a longitudinal beam portion 12 and a wheel house portion 11 .

[0045] The longitudinal beam 12 is a key load-bearing component in the automobile, which can maintain the stability of the front and rear width of the frame and ensure the overall balance of the vehicle structure; in the event of a collision, the longitudinal beam 12 has the characteristics of collapsing and absorbing energy, effectively protecting the safety of passengers. The wheel cover 11 is used to provide an installation position for the shock absorber of the automobile.

[0046] One end of the transverse reinforcement beam 3 is connected to the left longitudinal beam wheel housing assembly 1, and the other end is connected to the right longitudinal beam wheel housing assembly 2. The transverse reinforcement beam 3 plays the role of a connector, and can also strengthen the structural strength of the automobile front cabin assembly and improve the structural stability of the automobile front cabin assembly.

[0047] The automobile front cabin assembly provided in the embodiment of the present application realizes a stable connection between the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 by setting a transverse reinforcing beam 3; since at least one of the left longitudinal beam wheel house assembly 1, the right longitudinal beam wheel house assembly 2 and the transverse reinforcing beam 3 is an integrated structure, it is beneficial to reduce the processing procedures and processing time, improve production efficiency, and reduce production costs. At the same time, it also reduces the number of components and the complex connection nodes between components, which can improve the integration of the automobile front cabin assembly, make the structure of the automobile front cabin assembly more compact and reliable, improve the overall strength and structural stability of the automobile front cabin assembly, and help to achieve a lightweight design of the vehicle body.

[0048] In a specific embodiment, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are both integral die-casting parts.

[0049] In this embodiment, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are both manufactured by high pressure casting process.

[0050] High-pressure casting is a metal processing technology that heats the metal to a liquid state and then injects it into a mold under high pressure to obtain parts of the desired shape and size. It is often used to manufacture high-strength, high-precision and complex-shaped metal parts.

[0051] Exemplarily, the left longitudinal beam wheel cover assembly 1 and the right longitudinal beam wheel cover assembly 2 are manufactured by the following steps:

[0052] (1) Material preparation: Select appropriate metal alloys, carry out material proportioning and pretreatment. For example, alloy aluminum materials can be selected. The alloy elements can be one or a combination of magnesium, copper, silicon, and manganese. The alloy content can be between 3% and 15%. If multiple elements are alloyed, the total content generally does not exceed 15%. Alloy aluminum materials have the advantages of light weight and high strength.

[0053] (2) Mold design and manufacturing: Design and manufacture a suitable mold according to the shape and size requirements of the left longitudinal beam wheel cover assembly 1 and the right longitudinal beam wheel cover assembly 2;

[0054] (3) Heating and melting: heating the metal alloy to a liquid state, usually using an electric furnace or a gas furnace;

[0055] (4) Pressure injection: Apply high pressure to the heated metal alloy and inject the liquid metal into the mold through the injection system;

[0056] (5) Cooling and solidification: After the metal is completely filled, it is cooled and solidified, usually by water cooling or natural cooling to accelerate the solidification process;

[0057] (6) Mold opening and part removal: After cooling, open the mold and remove the finished parts;

[0058] (7) Post-processing: Perform post-processing operations such as deburring, sanding, and spraying as needed to improve the surface quality of the left longitudinal beam wheel cover assembly 1 and the right longitudinal beam wheel cover assembly 2.

[0059] The left longitudinal beam wheel cover assembly 1 and the right longitudinal beam wheel cover assembly 2 are both manufactured by high pressure casting process and have the following advantages:

[0060] (1) High precision: Due to the high pressure applied, high pressure casting can produce parts with higher precision and more complex shapes to meet product precision requirements;

[0061] (2) High strength: High-pressure casting can improve the density and internal structural strength of the metal, and increase the strength and hardness of the left longitudinal beam wheel cover assembly 1 and the right longitudinal beam wheel cover assembly 2;

[0062] (3) Thin-wall casting: High-pressure casting can produce thinner walls, with a minimum thickness of 1 mm to 1.5 mm, meeting lightweight design requirements;

[0063] (4) Save materials: High pressure casting can maximize the use of metal materials, reduce waste and reduce production costs;

[0064] (5) High production efficiency: The process flow of high pressure casting is simple and the production efficiency is high, which is conducive to large-scale production.

[0065] In a further embodiment, the transverse reinforcement beam 3 is an extruded part.

[0066] Extrusion molding is a shaping method that applies strong pressure to the metal billet placed in the mold cavity (or extrusion barrel), forcing the metal billet to produce directional plastic deformation, and then extrude it from the die hole of the extrusion die to obtain parts or semi-finished products with the desired cross-sectional shape, size and certain mechanical properties.

[0067] Specifically, a profile with a constant cross-section is extruded by using an extrusion molding process, and then a corresponding length, end structure, opening, etc. are obtained by machining, so as to form the transverse reinforcing beam 3 .

[0068] Among them, the cross-sectional shape of the transverse reinforcing beam 3 can be set according to actual needs. For example, the cross-sectional shape of the transverse reinforcing beam 3 can be a "mouth" shape, a "sun" shape, a "field" shape, etc., or it can be other unequally divided and irregular shape structures.

[0069] By setting the transverse reinforcing beam 3 as an extruded part, the following advantages are achieved:

[0070] (1) High product dimensional accuracy and surface quality: During the extrusion process, the metal blank is subjected to triaxial compressive stress, which makes the transverse reinforcement beam 3 have high dimensional accuracy and surface quality;

[0071] (2) High material utilization: By precisely controlling the extrusion process, materials can be utilized to the maximum extent and waste can be reduced;

[0072] (3) High production efficiency;

[0073] (4) Stable product quality: The quality and stability of the transverse reinforcing beam 3 can be ensured by precisely controlling various parameters during the extrusion process, such as extrusion speed, temperature change, friction conditions, etc.

[0074] In a specific embodiment, the left longitudinal beam wheel house assembly 1, the right longitudinal beam wheel house assembly 2 and the transverse reinforcement beam 3 are all made of aluminum alloy.

[0075] Aluminum alloy parts have the characteristics of low density, good mechanical properties, good processing performance, non-toxicity, easy recycling, excellent electrical conductivity, heat transfer and corrosion resistance.

[0076] Exemplarily, the alloying elements of the aluminum alloy part can be one or a combination of magnesium, copper, silicon, and manganese, and the alloy content can be between 3% and 15%. If multiple elements are alloyed, the total content generally does not exceed 15%, ensuring that the aluminum alloy part has good strength and corrosion resistance.

[0077] In one embodiment, there are multiple transverse reinforcing beams 3, and the multiple transverse reinforcing beams 3 are distributed at intervals.

[0078] There are two or more transverse reinforcing beams 3 , and the plurality of transverse reinforcing beams 3 are distributed at intervals along the extension direction of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 .

[0079] By arranging a plurality of transverse reinforcing beams 3 spaced apart along the extension direction of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2, the connection strength and connection stability of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are improved, which is beneficial to improving the structural strength and reliability of the front cabin assembly of the automobile.

[0080] In a specific embodiment, the plurality of transverse reinforcing beams 3 include a first transverse reinforcing beam 31 and a second transverse reinforcing beam 32. The first transverse reinforcing beam 31 is located at a first end of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2, and the second transverse reinforcing beam 32 is located at a second end of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2. The first transverse reinforcing beam 31, the second transverse reinforcing beam 32, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 form an annular structure.

[0081] Exemplarily, the first end of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 is the end where the wheel house portion 11 is located, the second end of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 is the end of the longitudinal beam portion 12 away from the wheel house portion 11, and the first transverse reinforcing beam 31, the second transverse reinforcing beam 32, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 enclose a "mouth"-shaped annular structure.

[0082] Both ends of the first transverse reinforcing beam 31 are connected to the left and right wheel housing parts 11, connecting the two wheel housing parts 11 together, thereby increasing the transverse stiffness of the shock absorber seat of the wheel housing part 11 and greatly improving the handling stability performance.

[0083] Both ends of the second transverse reinforcement beam 32 are connected to the left and right longitudinal beams 12 , connecting the rear positions of the two longitudinal beams 12 together to form an effective and stable force transmission path, which can maintain the stability of the front cabin assembly of the vehicle and protect the occupants during a collision.

[0084] The first transverse reinforcing beam 31, the second transverse reinforcing beam 32, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 form a "mouth"-shaped closed ring structure, which effectively improves the structural stability and overall rigidity of the front cabin assembly of the automobile.

[0085] In a further embodiment, the plurality of transverse reinforcement beams 3 further include a third transverse reinforcement beam 33 , and the third transverse reinforcement beam 33 is located between the first transverse reinforcement beam 31 and the second transverse reinforcement beam 32 .

[0086] like Figure 2 As shown, the third transverse reinforcement beam 33 is roughly parallel to the first transverse reinforcement beam 31 and the second transverse reinforcement beam 32, and both ends of the third transverse reinforcement beam 33 are connected to the middle positions of the longitudinal beam portions 12 on the left and right sides, further improving the connection strength between the two longitudinal beam portions 12, ensuring that the force transmission path between the longitudinal beam portions 12 is effective and stable, and improving the structural stability and safety of the front cabin assembly of the automobile.

[0087] In this embodiment, the first transverse reinforcing beam 31, the second transverse reinforcing beam 32, the third transverse reinforcing beam 33, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are combined to form a "sun" shaped ring structure. The "sun" shaped ring structure has stronger structural stability and effectively improves the overall stiffness and structural reliability of the automobile front cabin assembly.

[0088] In one embodiment, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are respectively provided with an interface structure 14 , and the end of the transverse reinforcing beam 3 is inserted into the interface structure 14 .

[0089] By providing the interface structure 14 , a positioning and connection position is provided for the transverse reinforcement beam 3 , which is beneficial to improving the assembly efficiency of the transverse reinforcement beam 3 and the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 .

[0090] Specifically, after the end of the transverse reinforcement beam 3 is inserted into the interface structure 14, the transverse reinforcement beam 3 and the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are connected together by riveting, bolting, welding, etc., so as to improve the structural stability and overall rigidity of the front cabin assembly of the automobile.

[0091] In a further embodiment, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are provided with crisscross reinforcing ribs 13 on the side facing away from the interface structure 14 .

[0092] like Figure 1 or Figure 2 As shown, a plurality of reinforcing ribs 13 are crisscrossedly distributed on the side of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 away from the interface structure 14 to form a grid-like reinforcement structure, which provides comprehensive support for various parts of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2, greatly enhances the overall structural strength of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2, improves the compressive strength and impact resistance of the longitudinal beam portion 12, and makes the structure of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 more stable and reliable.

[0093] In the prior art, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are welded by multiple stamping parts, and it is difficult to produce a stable and reliable reinforcing rib structure. However, in the automobile front cabin assembly provided by the embodiment of the present application, the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are made by an integrated molding process such as high-pressure casting, and the reinforcing rib 13 can be freely and flexibly manufactured over a large area, which is conducive to improving the compressive strength and impact resistance of the longitudinal beam part 12, and enhancing the structural stability and overall rigidity of the automobile front cabin assembly.

[0094] Exemplarily, the thickness of the reinforcing rib 13 can be 1.5 mm to 3 mm. In the area where the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 are close to the tire installation position, the cross-sectional area of ​​the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 can be partially reduced for spatial avoidance. By arranging criss-crossing reinforcing ribs 13 in the avoidance area, the avoidance area can be locally reinforced to ensure the overall structural strength of the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2.

[0095] For example, Figure 1 or Figure 3 As shown, the wheel cover portion 11 is also provided with a plurality of reinforcing ribs 13 , and a plurality of straight reinforcing ribs 13 are radially distributed around the annular reinforcing ribs 13 , thereby enhancing the strength and rigidity of the wheel cover portion 11 and preventing the wheel cover portion 11 from twisting and deforming.

[0096] An embodiment of the present application also provides a car, which includes the car front cabin assembly provided by any of the above embodiments.

[0097] The automobile provided in the embodiment of the present application realizes a stable connection between the left longitudinal beam wheel house assembly 1 and the right longitudinal beam wheel house assembly 2 by setting a transverse reinforcing beam 3; since at least one of the left longitudinal beam wheel house assembly 1, the right longitudinal beam wheel house assembly 2 and the transverse reinforcing beam 3 is an integrated structure, it is beneficial to reduce the processing procedures and processing time, improve production efficiency, and reduce production costs. At the same time, it also reduces the number of parts and the complex connection nodes between parts, which can improve the integration of the automobile front cabin assembly, make the structure of the automobile front cabin assembly more compact and reliable, improve the overall strength and structural stability of the automobile front cabin assembly, and help to achieve a lightweight design of the vehicle body.

[0098] In the present application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. The term "plurality" refers to two or more than two, unless otherwise clearly defined.

[0099] It should be understood that the terms used in this application specification are only for the purpose of describing specific embodiments and are not intended to limit the application. As used in this application specification and the appended claims, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to include plural forms.

[0100] The terms “include” and “comprising” indicate the presence of described features, integers, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof.

[0101] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0102] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the present application disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only.

[0103] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A front cabin component of an automobile, characterized in that: The automobile front cabin assembly comprises: A left longitudinal beam wheel cover assembly (1) and a right longitudinal beam wheel cover assembly (2) that are spaced apart; A transverse reinforcing beam (3), the two ends of which are respectively connected to the left longitudinal beam wheel cover assembly (1) and the right longitudinal beam wheel cover assembly (2); Wherein, at least one of the left longitudinal beam wheel cover assembly (1), the right longitudinal beam wheel cover assembly (2) and the transverse reinforcement beam (3) is an integrated structure.

2. The automotive front compartment assembly according to claim 1, characterized in that: The left longitudinal beam wheel cover assembly (1) and the right longitudinal beam wheel cover assembly (2) are both integral die-cast parts.

3. The automotive front compartment assembly according to claim 2, characterized in that: The transverse reinforcing beam (3) is an extruded part.

4. The automobile front compartment assembly according to claim 3, characterized in that: The left longitudinal beam wheel cover assembly (1), the right longitudinal beam wheel cover assembly (2) and the transverse reinforcement beam (3) are all made of aluminum alloy.

5. The automobile front compartment assembly according to claim 3, characterized in that: There are a plurality of transverse reinforcing beams (3), and the plurality of transverse reinforcing beams (3) are distributed at intervals.

6. The automotive front compartment assembly according to claim 5, characterized in that: The plurality of transverse reinforcing beams (3) include a first transverse reinforcing beam (31) and a second transverse reinforcing beam (32), wherein the first transverse reinforcing beam (31) is located at a first end of the left longitudinal beam wheel cover assembly (1) and the right longitudinal beam wheel cover assembly (2), and the second transverse reinforcing beam (32) is located at a second end of the left longitudinal beam wheel cover assembly (1) and the right longitudinal beam wheel cover assembly (2), and the first transverse reinforcing beam (31), the second transverse reinforcing beam (32), the left longitudinal beam wheel cover assembly (1) and the right longitudinal beam wheel cover assembly (2) are enclosed to form an annular structure.

7. The automotive front compartment assembly according to claim 6, characterized in that: The plurality of transverse reinforcing beams (3) further include a third transverse reinforcing beam (33), wherein the third transverse reinforcing beam (33) is located between the first transverse reinforcing beam (31) and the second transverse reinforcing beam (32).

8. The automotive front compartment assembly according to claim 1, characterized in that: The left longitudinal beam wheel cover assembly (1) and the right longitudinal beam wheel cover assembly (2) are respectively provided with an interface structure (14), and the end of the transverse reinforcing beam (3) is inserted into the interface structure (14).

9. The automotive front compartment assembly according to claim 8, characterized in that: A plurality of reinforcing ribs (13) arranged in a crisscross pattern are provided on the side of the left longitudinal beam wheel cover assembly (1) and the right longitudinal beam wheel cover assembly (2) facing away from the interface structure (14).

10. An automobile, characterized in that: The automobile comprises the automobile front cabin assembly according to any one of claims 1 to 9.

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