Front cabin assembly and vehicle

Abstract

The invention discloses a forecabin assembly and a vehicle, and relates to the technical field of vehicle parts. The forecabin assembly comprises a longitudinal beam assembly and two wheel cover assemblies, the longitudinal beam assembly comprises two longitudinal beams which are arranged side by side and symmetrically distributed along the central axis of the vehicle, each wheel cover assembly comprises a damping tower and a wheel cover body, the damping towers are connected with the wheel cover bodies, and the wheel cover bodies are connected with the side walls, away from the other longitudinal beam, of the corresponding longitudinal beams. The wheel cover body in each wheel cover assembly is connected with the side wall, away from the other longitudinal beam, of the corresponding longitudinal beam, in this way, the space, occupied by the wheel cover assembly, between the two longitudinal beams is small, the space, used for containing other vehicle parts, between the two longitudinal beams is enlarged, the degree of freedom of layout of the vehicle parts is high, and design and assembly of the vehicle are facilitated.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle components, and particularly relates to a front compartment assembly and a vehicle. Background Art

[0002] With the continuous development of the automotive industry, users have higher and higher requirements for the comfort and stability of vehicles. Among them, the shock tower can absorb and disperse the impact from the road surface, so that the vibration of the vehicle frame and the body decays rapidly, thereby improving the comfort and stability of vehicle driving.

[0003] In the related art, the shock tower is connected to the longitudinal beam of the vehicle front compartment through a wheelhouse element. One end of the wheelhouse element is connected to the shock tower, and the other end is connected to the position on the side of the longitudinal beam close to the other longitudinal beam, thereby realizing the fixation of the shock tower in the vehicle front compartment.

[0004] Since some areas of the shock tower and the wheelhouse element are located between the two longitudinal beams, the space between the two longitudinal beams for accommodating other vehicle components is small, which in turn limits the layout of vehicle components and is not conducive to the design and assembly of vehicles. Summary of the Invention

[0005] Embodiments of the present disclosure provide a front compartment assembly and a vehicle, which can solve the above technical problems existing in the related art. The technical solutions are as follows:

[0006] In a first aspect, a front compartment assembly is provided. The front compartment assembly includes a longitudinal beam assembly and two wheelhouse assemblies;

[0007] The longitudinal beam assembly includes two longitudinals arranged side by side and symmetrically distributed along the vehicle central axis;

[0008] The wheelhouse assembly includes a shock tower and a wheelhouse body. The shock tower is connected to the wheelhouse body, and the wheelhouse body is connected to the side wall of the corresponding longitudinal beam away from the other longitudinal beam.

[0009] In some possible implementation manners, the shock tower and the wheelhouse body are integrally formed of aluminum alloy material.

[0010] In some possible implementation manners, the connection between the wheelhouse body and the corresponding longitudinal beam is realized through bolts and an electromagnetic self-piercing riveting process.

[0011] In some possible implementation manners, the wheelhouse assembly further includes a wheelhouse side beam. The wheelhouse side beam is located on the side of the corresponding shock tower away from the other shock tower and is connected to the wheelhouse body.

[0012] In some possible embodiments, the wheelhouse body has a first bending region, the wheelhouse side beam has a second bending region, the first bending region and the second bending region are mutually attached to form a closed cavity, and the first bending region and the second bending region are connected.

[0013] In some possible embodiments, the front cabin assembly further includes a cross beam, and two ends of the cross beam are respectively connected to the two shock towers.

[0014] In some possible embodiments, the wheelhouse assembly further includes a rear end plate, and the rear end plate is located on a side of the corresponding shock tower away from the vehicle head and is connected to the wheelhouse body.

[0015] In some possible embodiments, the wheelhouse assembly further includes a plurality of reinforcing ribs with different extending directions, and the plurality of reinforcing ribs are all connected to the shock tower and the wheelhouse body.

[0016] In some possible embodiments, the positions of the reinforcing ribs on a side of the shock tower facing the tire correspond to the positions of the reinforcing ribs on a side of the shock tower away from the tire.

[0017] In a second aspect, a vehicle is provided, and the vehicle includes the front cabin assembly according to any one of the first aspect.

[0018] The beneficial effects brought by the technical solutions provided by the present disclosure at least include:

[0019] In the present disclosure, the wheelhouse body in each wheelhouse assembly is connected to the side wall of the corresponding longitudinal beam away from the other longitudinal beam. In this way, the space occupied by the wheelhouse assembly between the two longitudinal beams is relatively small, increasing the space between the two longitudinal beams for accommodating other vehicle components. Furthermore, the layout freedom of vehicle components is relatively high, which is beneficial to the design and assembly of the vehicle.

[0020] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present disclosure. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0022] Figure 1 It is an assembly schematic diagram of a front cabin assembly and a front panel assembly provided by an embodiment of the present disclosure;

[0023] Figure 2It is a schematic diagram of the connection position between a wheelhouse body and a longitudinal beam provided by an embodiment of the present disclosure;

[0024] Figure 3 It is a partial schematic diagram of a front cabin assembly and a front panel assembly provided by an embodiment of the present disclosure;

[0025] Figure 4 is Figure 3 the schematic cross-sectional view of X-X in;

[0026] Figure 5 It is a partial schematic diagram of a front cabin assembly and a front panel assembly provided by an embodiment of the present disclosure;

[0027] Figure 6 It is a schematic structural diagram of a wheelhouse assembly provided by an embodiment of the present disclosure;

[0028] Figure 7 It is a schematic structural diagram of a wheelhouse assembly provided by an embodiment of the present disclosure.

[0029] Reference signs:

[0030] 1. Longitudinal beam assembly;

[0031] 11. Longitudinal beam; 11a. First side; 11b. Second side;

[0032] 2. Wheelhouse assembly;

[0033] 21. Shock tower; 22. Wheelhouse body; 22a. First bending area; 23. Wheelhouse side beam; 23a. Second bending area; 24. Cross beam; 25. Rear end plate; 26. Reinforcing rib;

[0034] 300. Front panel assembly.

[0035] Through the above-mentioned drawings, the clear embodiments of the present disclosure have been shown, and there will be more detailed descriptions hereinafter. These drawings and textual descriptions are not intended to limit the scope of the concept of the present disclosure in any way, but to illustrate the concept of the present disclosure to those skilled in the art by referring to specific embodiments. Detailed embodiments

[0036] To make the objectives, technical solutions, and advantages of the present disclosure clearer, the following will further describe the embodiments of the present application in detail with reference to the drawings.

[0037] An embodiment of the present disclosure provides a front cabin assembly. Referring to Figure 1 as shown, the front cabin assembly includes a longitudinal beam assembly 1 and two wheelhouse assemblies 2.

[0038] The longitudinal beam assembly 1 includes two longitudinal beams 11 arranged side by side and symmetrically distributed along the vehicle central axis. One end of the longitudinal beam 11 is used to connect with the front bumper, and the other end is used to connect with the front panel assembly 300. The longitudinal beam 11 has opposite first side 11a and second side 11b. Among them, the first side 11a is the side wall close to the other longitudinal beam 11, and the second side 11b is the side wall far from the other longitudinal beam 11.

[0039] The wheelhouse assembly 2 includes a shock tower 21 and a wheelhouse body 22. The shock tower 21 is connected with the wheelhouse body 22, and the wheelhouse body 22 is connected with the side wall of the corresponding longitudinal beam 11 far from the other longitudinal beam 11. That is, the second side 11b of the longitudinal beam 11 has a connection area for the connection of the wheelhouse body 22 and the corresponding longitudinal beam 11.

[0040] In this way, the wheelhouse body 22 in each wheelhouse assembly is connected with the side wall of the corresponding longitudinal beam 11 far from the other longitudinal beam 11. Since the connection position is outside the two longitudinal beams 11, the distance between the wheelhouse body 22 and the shock tower 21 is also larger, and the wheelhouse assembly occupies less space between the two longitudinal beams 11, increasing the space between the two longitudinal beams 11 for accommodating other vehicle components (such as: engine, drive shaft, etc.), and thus the layout freedom of vehicle components is higher, which is beneficial to the design and assembly of the vehicle.

[0041] In some embodiments, the shock tower 21 and the wheelhouse body 22 are integrally formed by high-pressure casting using a heat-treatment-free aluminum alloy material.

[0042] For the wheelhouse assembly made of aluminum alloy material, firstly, compared with the steel material, the density of aluminum alloy is less than that of the steel material, thus reducing the mass of the wheelhouse assembly, and further contributing to the lightweight design of the whole vehicle, and then improving the fuel economy of fuel vehicles or the cruising range of electric vehicles. Secondly, the aluminum alloy material has higher structural strength and rigidity, and thus can effectively resist the impact from the shock absorber. Then, the aluminum alloy also has excellent energy absorption characteristics. The aluminum alloy can absorb more energy through plastic deformation when the vehicle is impacted by an external force, improving passive safety. Finally, a dense oxide film is easily formed on the surface of the aluminum alloy, which is resistant to corrosion in the environment (such as: humid, salt spray areas), reducing the cost of the anti-rust coating and extending the service life.

[0043] The heat-treatment-free aluminum alloy refers to: an aluminum alloy material that can reach the required mechanical properties (such as strength, toughness) without going through traditional heat treatment (such as solution treatment, aging) after the aluminum alloy is formed through preset composition design and manufacturing process. Omitting the heat treatment link in the processing of the wheelhouse assembly, on the one hand, it can reduce the energy consumption in the processing of the wheelhouse assembly and lower the processing cost of the wheelhouse assembly; on the other hand, some links in the heat treatment process (such as: aging treatment, that is, low-temperature long-time heat preservation) require a long time, and heat-treatment-free can greatly reduce the processing time of the wheelhouse assembly and improve the processing efficiency of the wheelhouse assembly.

[0044] Meanwhile, parts are prone to deformation during heat treatment. The heat-treatment-free aluminum alloy can reduce the deformation degree of the wheel housing assembly and the machining rejection rate of the wheel housing assembly.

[0045] In some embodiments, the wheel housing body 22 and the corresponding longitudinal beam 11 are connected by bolts and electromagnetic self-piercing riveting process.

[0046] Electromagnetic self-piercing riveting (E-SPR) is a joining process that combines electromagnetic drive technology and self-piercing riveting. First, the working speed of electromagnetic self-piercing riveting is in milliseconds, which can greatly improve the connection efficiency between the wheel housing body 22 and the longitudinal beam 11. Second, the electromagnetic force action time in the electromagnetic self-piercing riveting process is extremely short, which can effectively avoid the deformation of the wheel housing body 22 caused by continuous pressure and improve the connection accuracy between the wheel housing body 22 and the longitudinal beam 11. Third, electromagnetic self-piercing riveting does not require heating (such as laser welding) or chemical treatment (such as bonding), thereby avoiding adverse phenomena such as performance degradation of the material of the wheel housing body 22 itself.

[0047] Bolt connection can bear large tensile and shear loads, and the process is mature and the use cost is low. Therefore, the hybrid connection method using bolts and electromagnetic self-piercing riveting can take into account both the connection strength and connection efficiency between the wheel housing body 22 and the longitudinal beam 11.

[0048] Refer to Figure 2 As shown, the wheel housing body 22 has a first region A and a second region B for connecting with the corresponding longitudinal beam 11. The specific connection process between the wheel housing body 22 and the corresponding longitudinal beam 11 is as follows:

[0049] First, in the second region B, the wheel housing body 22 and the longitudinal beam 11 are quickly fixed by electromagnetic self-piercing riveting, thereby ensuring the assembly accuracy between the wheel housing body 22 and the longitudinal beam 11.

[0050] Then, in the first region A, the connection strength between the wheel housing body 22 and the longitudinal beam 11 is strengthened by bolt connection, and the pre-tightening force of the bolts can also compensate for the possible micro-gaps in electromagnetic self-piercing riveting.

[0051] The present disclosure embodiment does not limit the number and relative positional relationship of the first region A and the second region B of the wheel housing body 22, and can be specifically matched and set according to parameters such as the size and shape of the wheel housing body 22 and the connection strength requirements between the wheel housing body 22 and the longitudinal beam 11.

[0052] In some embodiments, refer to Figure 3 As shown, the wheel housing assembly 2 further includes a wheel housing side beam 23. The wheel housing side beam 23 is located on the side of the corresponding shock absorber tower 21 away from the other shock absorber tower 21 and is connected to the wheel housing body 22.

[0053] The provision of the wheelhouse side beam 23 increases the stress transmission path at the shock tower 21, reduces the stress load borne by the longitudinal beam 11, and thus enhances the structural strength of the shock tower 21.

[0054] In some embodiments, referring to Figure 3 As shown, the wheelhouse side beam 23 is respectively connected to the longitudinal beam 11 and the front panel assembly 300. Such a connection relationship, on the one hand, as a reinforcement of the vehicle body side panel, the wheelhouse side beam 23 forms a closed ring structure with the sill beam and the top cross beam, increasing the anti-twist deformation ability of the vehicle body; on the other hand, when the vehicle undergoes a side collision, the wheelhouse side beam 23 and the sill beam together form a protective layer of the vehicle, absorbing the energy of the external impact through plastic deformation to ensure the integrity of the passenger compartment. When the vehicle undergoes a frontal collision, the wheelhouse side beam 23 transmits the impact force from the front bumper and the longitudinal beam 11 to the front panel assembly 300, thereby preventing the wheels from being misaligned under the action of the impact force and invading the passenger compartment.

[0055] In some embodiments, the wheelhouse side beam 23, the shock tower 21, and the wheelhouse body 22 are integrally stamped or die-cast. In this way, the shock tower 21, the wheelhouse body 22, and the wheelhouse side beam 23 are an integral component, reducing the number of parts and the assembly process of the wheelhouse assembly 2.

[0056] In some other embodiments, the wheelhouse side beam 23 and the wheelhouse body 22 are independently processed and connected by a preset process. The embodiments of the present disclosure do not specifically limit the connection method between the wheelhouse side beam 23 and the wheelhouse body 22, and can be matched and selected according to parameters such as connection strength requirements and assembly costs. For example: the wheelhouse side beam 23 and the wheelhouse body 22 adopt an electromagnetic self-piercing riveting and a combination connection method of screwing and gluing.

[0057] In some embodiments, referring to Figure 4 As shown, the wheelhouse body 22 has a first bending area 22a, and the wheelhouse side beam 23 has a second bending area 23a. The first bending area 22a and the second bending area 23a are mutually attached to form a closed cavity, and the first bending area 22a and the second bending area 23a are connected at two positions.

[0058] In this way, the closed cavity provides a higher sectional moment of inertia, thereby enhancing the bending and torsional resistance of the connection between the wheelhouse body 22 and the wheelhouse side beam 23. The closed cavity can also absorb energy by plastic deformation stratification, thereby increasing the energy absorption capacity of the connection between the wheelhouse body 22 and the wheelhouse side beam 23. At the same time, the cavity can also block the vibration propagation path, and sound insulation materials (such as polyurethane foam and asphalt damping sheets) can be filled in the cavity, making the NVH (Noise, Vibration, Harshness) performance of the vehicle better and improving the riding experience of passengers.

[0059] In some embodiments, with reference to Figure 3 shown in the figure, the front compartment assembly further includes a cross beam 24, and two ends of the cross beam 24 are respectively connected to two shock towers 21.

[0060] The arrangement of the cross beam 24 increases the stress transmission path at the shock tower 21, reduces the stress load borne by the longitudinal beam 11, and thus enhances the structural strength of the shock tower 21.

[0061] In some embodiments, the cross beam 24 has a structure with a "day" - shaped cross - section. The "day" - shaped cross - section structure of the cross beam 24 can be obtained by roll forming or hydro forming processes for the sheet material.

[0062] The "day" - shaped cross - section structure can improve the bending stiffness, torsional stiffness and collision energy absorption of the cross beam 24. Thus, while controlling the material consumption, it ensures that the cross beam 24 has sufficient stiffness performance to effectively transmit the stress from the shock tower 21.

[0063] The embodiments of the present disclosure do not limit the material of the cross beam 24, and it can be specifically matched and set according to parameters such as the performance requirements, manufacturing cost and assembly difficulty of the cross beam 24. For example: aluminum alloy, carbon fiber, high - strength steel, etc.

[0064] In some embodiments, with reference to Figure 5 shown in the figure, the front compartment assembly further includes a rear end plate 25, and the rear end plate 25 is located on the side of the corresponding shock tower 21 away from the vehicle head and is connected to the wheel housing body 22.

[0065] The arrangement of the rear end plate 25 increases the stress transmission path at the shock tower 21, reduces the stress load borne by the longitudinal beam 11, and thus enhances the structural strength of the shock tower 21. As a transition structure between the wheel housing body 22 and the front panel assembly 300, the rear end plate 25 can realize the rigid connection between the wheel housing body 22 and the front panel assembly 300, and thus form a triangular force - transmission path of "wheel housing body 22 - longitudinal beam 11 - front panel assembly 300", effectively dispersing the vibration impact from the road surface and the collision energy of external objects.

[0066] In some embodiments, sound - insulating materials are filled between the rear end plate 25 and the front panel assembly 300. In this way, it can effectively reduce the transmission of internal components (such as the engine) and tire road noise in the front compartment assembly to the interior of the passenger compartment.

[0067] In some embodiments, with reference to Figure 6 shown in the figure, the wheel housing assembly 2 further includes a plurality of reinforcing ribs 26 with different extending directions, and the plurality of reinforcing ribs 26 are all connected to the shock tower 21 and the wheel housing body 22.

[0068] Connect the shock absorber tower 21 and the wheelhouse body 22 through an integrated reinforcing rib 26, which can evenly disperse the load from the shock absorber and improve the bending resistance and torsional resistance of the wheelhouse assembly 2; the reinforcing rib 26 extending in multiple directions can improve the stiffness of the local areas of the shock absorber tower 21 and the wheelhouse body 22.

[0069] At the same time, the solution of using the reinforcing rib 26 to replace the scheme of increasing the element thickness can effectively reduce the overall weight of the wheelhouse assembly 2, which in turn contributes to the lightweight design of the whole vehicle, and further improves the fuel economy of fuel vehicles or the cruising range of electric vehicles.

[0070] In some embodiments, referring to Figure 6 As shown, multiple reinforcing ribs 26 are in a central radiation structure, which can enhance the bending resistance and torsional resistance of the shock absorber tower 21 in multiple directions.

[0071] In some embodiments, the positions of the reinforcing ribs 26 on the side of the shock absorber tower 21 facing the tire correspond to the positions of the reinforcing ribs 26 on the side of the shock absorber tower 21 away from the tire.

[0072] Exemplarily, the shapes, sizes and layouts of the reinforcing ribs 26 on both sides of the shock absorber tower 21 are mirror-symmetrical. The reinforcing ribs 26 on both sides can evenly share the load to avoid stress concentration on one side. The symmetrical reinforcing ribs 26 can also form a closed force transmission path, significantly improving the torsional resistance of the structure.

[0073] Another exemplarily, the reinforcing ribs 26 on both sides of the shock absorber tower 21 can be arranged at a preset angle, for example: X-shaped cross layout, grid layout, etc.

[0074] In some embodiments, referring to Figure 7 As shown, the cross-sectional heights of the same reinforcing rib 26 at different positions are different, that is, the reinforcing rib 26 is a variable cross-section reinforcing rib. The cross-sectional height is increased in the stress concentration areas (for example: the bending part of the element, the root of the shock absorber tower 21) to improve the local stiffness, and the material is reduced in the low-load areas to avoid redundant weight.

[0075] Exemplarily, the reinforcing rib 26 is in a crescent shape, which can not only achieve the weight reduction pursuit of the reinforcing rib 26, but also be helpful for the flow rate and temperature stability of the liquid material during the die-casting process.

[0076] Based on the same concept, the embodiments of the present disclosure also provide a vehicle, which may include a front cabin assembly, a shock absorber (not shown in the drawings) and a front panel assembly 300 as described in any one of the above embodiments.

[0077] The shock absorber is installed at the shock absorber tower 21. The shock absorber (also known as a suspension shock absorber or damper) improves the handling, comfort and safety of the vehicle by suppressing the oscillation of the spring. The specific principle is as follows:

[0078] When the vehicle passes over a bumpy road surface, the suspension spring compresses to store energy and then releases it, generating repeated bounces. The shock absorber converts the mechanical energy of the suspension spring into heat energy through the internal hydraulic oil or gas resistance and dissipates it, quickly damping this oscillation and preventing the vehicle body from continuously swaying up and down.

[0079] In this way, the shock absorber can reduce the impact transmitted from the uneven road surface to the vehicle body, reduce the bumpiness felt by the passengers, and improve the comfort of the passengers; the shock absorber can also suppress the roll (when turning), pitch (when accelerating / braking), and bounce of the vehicle body and maintain the dynamic balance of the vehicle.

[0080] The shock tower 21 in the wheelhouse assembly 2 serves as a fixed support point for the shock absorber and needs to bear the impact force transmitted by the shock absorber. The shock tower 21 is connected to the wheelhouse body 22, and the wheelhouse body 22 is connected to the side wall of the corresponding longitudinal beam 11 that is far away from the other longitudinal beam 11. That is, the second side 11b of the longitudinal beam 11 has a connection area for connecting the wheelhouse body 22 to the corresponding longitudinal beam 11.

[0081] In this way, the wheelhouse body 22 in each wheelhouse assembly is connected to the side wall of the corresponding longitudinal beam 11 that is far away from the other longitudinal beam 11. Since the connection position is outside the two longitudinal beams 11, the distance between the wheelhouse body 22 and the shock tower 21 is also relatively large, and the wheelhouse assembly occupies less space between the two longitudinal beams 11, increasing the space between the two longitudinal beams 11 for accommodating other vehicle components (such as engines, drive shafts, etc.). Furthermore, the layout freedom of the vehicle components is relatively high, which is beneficial to the design and assembly of the vehicle.

[0082] Using the front cabin assembly in the embodiments of the present disclosure, the impact force transmitted by the shock absorber to the shock tower 21 has the following multiple transmission paths:

[0083] 1. Shock tower 21 → Wheelhouse body 22 → Longitudinal beam 11;

[0084] 2. Shock tower 21 → Wheelhouse body 22 → Wheelhouse side beam 23;

[0085] 3. Shock tower 21 → Cross beam 24 → Shock tower 21 on the other side;

[0086] 4. Shock tower 21 → Wheelhouse body 22 → Rear end plate → Front end assembly 300.

[0087] If a single transmission path is used, the impact force is concentrated in a smaller area of the corresponding component, which is likely to cause fatigue cracking of the component. However, using multiple transmission paths can decompose the impact force at the shock tower 21 into multiple directions, thereby avoiding excessive stress concentration.

[0088] The multi-path structure can change the transmission frequency of vibration waves through the stiffness differences in different directions, thereby improving the NVH performance of the vehicle. The multi-path structure can also divert the collision energy. In a frontal or offset collision, the shock tower 21 of the multi-path structure can serve as an additional force conduction channel to direct the impact energy to high-strength areas such as the shock tower 21 on the other side and the A-pillar in the front-end module 300, thereby reducing the risk of intrusion into the passenger compartment.

[0089] The embodiments of the present disclosure do not specifically limit the type of vehicle. For example, cars, buses, trucks, sport utility vehicles (SUVs), etc. The vehicle can be a fuel vehicle, a pure electric vehicle (Blade Electric Vehicles, abbreviated as BEV or EV), or a hybrid electric vehicle (Hybrid Electric Vehicle, abbreviated as HEV), such as an extended-range or plug-in hybrid.

[0090] In the description of this specification, the description with reference to the terms "certain embodiments", "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiments or examples are included in at least one embodiment or example of the present disclosure. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiments or examples. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0091] It can be understood that "a plurality of" in the present disclosure means two or more, and other quantifiers are similar. "And / or" describes the association relationship of associated objects and indicates that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after. The singular forms of "a", "the", and "said" are also intended to include the plural forms unless the context clearly indicates otherwise.

[0092] It can be further understood that the terms "first", "second", etc. are used to describe various information, but such information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other, and do not represent a specific order or degree of importance. In fact, the expressions "first", "second", etc. can be used interchangeably. For example, without departing from the scope of the present disclosure, the first information can also be referred to as the second information, and similarly, the second information can also be referred to as the first information.

[0093] It can be further understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "front", "rear", "upper", "lower", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present embodiment and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation.

[0094] It can be further understood that unless otherwise clearly specified and limited, the terms "mounted", "connected", "connected to", "fixed", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral molding; it can be a mechanical connection, an electrical connection, or a connection that allows mutual communication; it can be a direct connection without other components between the two, or an indirect connection through an intermediate medium, and can be the internal communication between two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.

[0095] It can be further understood that although the operations are described in a specific order in the drawings in the embodiments of the present disclosure, it should not be understood as requiring the operations to be performed in the specific order shown or in a serial order, or requiring all the operations shown to obtain the desired result. In a specific environment, multitasking and parallel processing may be advantageous.

[0096] Those skilled in the art will readily conceive of other embodiments of the present disclosure after considering the specification and practicing the solutions disclosed herein. The present disclosure is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common general knowledge or conventional technical means in the technical field not disclosed in the present disclosure. The specification and embodiments are only regarded as exemplary, and the true scope and spirit of the present disclosure are pointed out by the scope of the claims.

[0097] It should be understood that the present disclosure is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present disclosure is only limited by the appended claims.

Claims

1. A front cabin assembly, characterized in that, The front cabin assembly includes a longitudinal beam assembly (1) and two wheelhouse assemblies (2); The longitudinal beam assembly (1) includes two longitudinal beams (11) arranged side by side and symmetrically distributed along the vehicle central axis; The wheelhouse assembly (2) includes a shock tower (21) and a wheelhouse body (22). The shock tower (21) is connected to the wheelhouse body (22), and the wheelhouse body (22) is connected to the side wall of the corresponding longitudinal beam (11) away from the other longitudinal beam (11).

2. The front cabin assembly according to claim 1, wherein The shock tower (21) and the wheelhouse body (22) are integrally formed of aluminum alloy material.

3. The front cabin assembly according to claim 1, wherein The connection between the wheelhouse body (22) and the corresponding longitudinal beam (11) is achieved by bolts and electromagnetic self-piercing riveting process.

4. The front cabin assembly according to claim 1, wherein The wheelhouse assembly (2) further includes a wheelhouse side beam (23). The wheelhouse side beam (23) is located on the side of the corresponding shock tower (21) away from the other shock tower (21) and is connected to the wheelhouse body (22).

5. The front cabin assembly according to claim 4, wherein The wheelhouse body (22) has a first bending area (22a), and the wheelhouse side beam (23) has a second bending area (23a). The first bending area (22a) and the second bending area (23a) are mutually attached to form a closed cavity, and the first bending area (22a) and the second bending area (23a) are connected.

6. The front cabin assembly according to claim 1, wherein The front cabin assembly further includes a cross beam (24). The two ends of the cross beam (24) are respectively connected to the two shock towers (21).

7. The front cabin assembly according to claim 1, wherein The wheelhouse assembly (2) further includes a rear end plate (25). The rear end plate (25) is located on the side of the corresponding shock tower (21) away from the vehicle head and is connected to the wheelhouse body (22).

8. The front cabin assembly according to any one of claims 1 to 7, wherein The wheelhouse assembly (2) further includes a plurality of reinforcing ribs (26) with different extending directions. The plurality of reinforcing ribs (26) are all connected to the shock tower (21) and the wheelhouse body (22).

9. The front cabin assembly according to claim 8, wherein The positions of the reinforcing ribs (26) on the side of the shock tower (21) facing the tire correspond to the positions of the reinforcing ribs (26) on the side of the shock tower (21) away from the tire.

10. A vehicle, characterized in that, The vehicle includes the front cabin assembly according to any one of claims 1 - 9.

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