Front cabin and vehicle

Abstract

The invention provides a front cabin and a vehicle. The front cabin comprises a front wall upper part; the front wall transverse pull rod is located on the front side of the front wall upper portion, the front wall transverse pull rod and the front wall upper portion are distributed in the longitudinal direction of the vehicle in a spaced mode, and the two ends of the front wall transverse pull rod are used for being connected with the two shock absorber towers respectively; the front wall supporting piece comprises a main supporting pipe, the main supporting pipe comprises two supporting pipe sections, the front end of each supporting pipe section is connected with the front wall transverse pull rod, the rear end of each supporting pipe section is connected with the upper portion of the front wall, and the two supporting pipe sections are constructed to face forwards relative to the upper portion of the front wall and obliquely extend in the direction away from each other. According to the front cabin, the conduction path of vibration force can be increased, the NVH performance of the whole vehicle can be improved, then the use comfort of a user is improved, the structural stability of the front cabin can be improved, the transmission efficiency of collision force can be improved, the driving safety of the vehicle can be guaranteed, the use experience of the user can be guaranteed, the manufacturing cost is low, and the light weight of the vehicle can be guaranteed; and the endurance performance of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle manufacturing, and in particular to a front engine compartment and a vehicle having the front engine compartment. Background Art

[0002] With the development of the national economy and the continuous improvement of people's living standards, vehicles are becoming increasingly important in daily life. The NVH performance and safety of vehicles during operation are key considerations during vehicle manufacturing. When a vehicle travels over bumpy roads, the vibration force exerted on the front wheels can be transmitted into the passenger compartment, affecting the vehicle's NVH performance and, in turn, user comfort. Furthermore, in the event of a collision, the front engine compartment is often the primary force bearing point. Existing front engine compartments experience low efficiency in force transmission after impact, leading to deformation in the front engine compartment, which in turn can cause deformation in the cab. This compromises safety and leaves room for improvement. Summary of the Invention

[0003] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, the present invention proposes a front engine compartment with a simple structure and low manufacturing cost. This ensures vehicle lightweighting, improves the overall NVH performance of the vehicle, and enhances user comfort. It also improves the efficiency of collision force transmission and ensures the overall stability of the front engine compartment, thereby ensuring vehicle driving safety and a better user experience.

[0004] According to an embodiment of the present invention, the front cabin includes: a front upper part; a front rear cross-link rod, which is located on the front side of the front upper part and is spaced apart from the front upper part along the longitudinal direction of the vehicle, and the two ends of the front rear cross-link rod are respectively used to be connected to two shock absorber towers; a front rear support member, which includes a main support tube, and the main support tube includes two support tube sections, the front end of each support tube section is connected to the front rear cross-link rod and the rear end is connected to the front upper part, and the two support tube sections are constructed to extend obliquely forward relative to the front upper part and in a direction away from each other.

[0005] According to the front engine compartment of an embodiment of the present invention, by arranging a front engine compartment support member between the front engine compartment transverse tie rod and the front engine compartment upper part, the conduction path of the vibration force can be increased, thereby weakening the effect of the vibration force, so as to improve the NVH performance of the whole vehicle, thereby improving the user comfort, and the front engine compartment support member is provided with two support pipe sections extending forward relative to the front engine compartment upper part and inclined in a direction away from each other, thereby improving the structural stability of the front engine compartment, increasing the collision force conduction path, so as to improve the transmission efficiency of the collision force, ensure the driving safety of the vehicle, and ensure the user experience, and the front engine compartment support member has a simple structure and low manufacturing cost, which can ensure the lightweight of the vehicle, improve the vehicle's endurance performance, better use effect, and wider range of application.

[0006] According to some embodiments of the front engine compartment of the present invention, the cowl support is connected to the middle portion of the upper portion of the cowl in the transverse direction of the vehicle;

[0007] And / or, in the transverse direction of the vehicle, the cowl support is connected to the middle portion of the cowl tie rod.

[0008] According to the front cabin of some embodiments of the present invention, the main support tube further includes an intermediate connecting section, both ends of the intermediate connecting section are respectively connected to the rear end bends of the two support tube sections, and the intermediate connecting section is connected to the upper part of the front enclosure.

[0009] According to the front nacelle of some embodiments of the present invention, the two supporting pipe sections are symmetrically distributed at both ends of the middle connecting section;

[0010] And / or, the angles between the extension directions of the two support pipe sections and the extension direction of the middle connecting section are the same.

[0011] According to some embodiments of the front nacelle of the present invention, the front wall support further includes an intermediate support tube connected between the two support tube sections, and the intermediate connecting section is spaced apart from the intermediate support tube.

[0012] According to some embodiments of the front nacelle of the present invention, the end of the intermediate support tube is connected to the middle portion of the support tube segment;

[0013] And / or, the intermediate support tube and the intermediate connecting section are distributed in parallel and spaced apart from each other.

[0014] According to some embodiments of the front nacelle of the present invention, the angle between the extension direction of the intermediate connecting section and the extension direction of the supporting pipe section is α1, and satisfies: 50°≤α1≤70°;

[0015] And / or, the included angle between the support tube section and the dash tie rod is α2, and satisfies: 50°≤α2≤70°.

[0016] According to the front nacelle of some embodiments of the present invention, the middle connecting section is provided with a first connecting portion, a plurality of the first connecting portions are provided, and the plurality of the first connecting portions are spaced apart and distributed along the length direction of the front upper portion.

[0017] According to the front cabin of some embodiments of the present invention, the front panel support also includes two first connecting plates, which are respectively connected to the front ends of the two supporting pipe sections, and the first connecting plates are detachably connected to the front panel transverse tie rods.

[0018] According to some embodiments of the present invention, the front nacelle is provided with a second connecting portion in the first connecting plate body;

[0019] Wherein, the second connecting portion is provided in plurality, and the plurality of second connecting portions are spaced apart and distributed along the length direction of the front dash tie rod;

[0020] And / or, the second connecting portion is configured as a second connecting hole, and the second connecting hole is used to pass through a second connecting piece connected to the dash tie rod;

[0021] And / or, the first connecting plate body is further provided with reinforcing ribs.

[0022] According to the front cabin of some embodiments of the present invention, the front transverse tie rod includes a tie rod body and two second connecting plate bodies, the two second connecting plate bodies are respectively connected to the two ends of the tie rod body, and the two second connecting plate bodies are respectively connected to the two shock absorber towers one by one.

[0023] According to some embodiments of the front nacelle of the present invention, the second connecting plate body is provided with at least three third connecting portions, the third connecting portions being used to be connected to the shock absorber tower, and three of the at least three third connecting portions are distributed in a triangle.

[0024] According to some embodiments of the present invention, the front nacelle includes three third connecting portions, namely an inner connecting portion and two outer connecting portions;

[0025] The two outer connecting portions are spaced apart and distributed along the longitudinal direction of the vehicle, and the inner connecting portion is located on the inner sides of the two outer connecting portions to form a triangle with the two outer connecting portions.

[0026] According to some embodiments of the present invention, in the front nacelle, along the length direction of the tie rod body, the inner connecting portion is distributed opposite to the tie rod body;

[0027] and / or, along the length direction of the pull rod body, the outer connecting portion and the pull rod body are staggered;

[0028] And / or, the distance between the inner connecting portion and the two outer connecting portions is the same, and the inner connecting portion and the two outer connecting portions are distributed in an isosceles triangle;

[0029] And / or, the second connecting plate body is formed with an avoidance recess between the two outer connecting parts, and the avoidance recess is used to avoid a third connecting piece connecting the shock absorber tower and the shock absorber.

[0030] According to some embodiments of the front nacelle of the present invention, the third connection portion is constructed as a third connection hole, and the third connection hole is used to pass a third connection piece connected to the shock absorber tower, and the second connection plate body is detachably connected to the shock absorber tower.

[0031] According to some embodiments of the front nacelle of the present invention, the third connecting hole is configured as a through hole, and the inner diameter of the third connecting hole is larger than the outer diameter of the third connecting member, and the third connecting member is loosely fitted with the inner wall of the third connecting hole;

[0032] And / or, the second connecting plate body is further provided with a connecting groove, the connecting groove is arranged around the third connecting hole, and at least a part of the third connecting member is located in the connecting groove.

[0033] The present invention also provides a vehicle.

[0034] A vehicle according to an embodiment of the present invention includes any one of the front engine compartments described above.

[0035] The advantages of the vehicle and the above-mentioned front cabin over the prior art are the same and will not be repeated here.

[0036] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0038] Figure 1 is a schematic structural diagram of a front nacelle according to an embodiment of the present invention;

[0039] Figure 2 is a schematic diagram of a partial structure of a front nacelle according to an embodiment of the present invention;

[0040] Figure 3 is a schematic structural diagram of a front wall support member according to an embodiment of the present invention;

[0041] Figure 4 2 is a schematic structural diagram of a dash tie rod according to an embodiment of the present invention.

[0042] Reference numerals:

[0043] Front cabin 100,

[0044] Front wall upper part 1, front wall transverse tie rod 2, tie rod body 21, fourth connecting part 211, fifth connecting part 212, second connecting plate body 22, inner connecting part 221, outer connecting part 222, avoidance recess 223, connecting sink groove 224,

[0045] Front support member 3, main support tube 31, support tube section 311, middle connecting section 312, first connecting portion 3121, middle support tube 32, first connecting plate 33, second connecting portion 331, reinforcing rib 332,

[0046] Shock absorber 4, A-pillar 5. DETAILED DESCRIPTION

[0047] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0048] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, features defined as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0049] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0050] Unless otherwise specified, the front-to-back direction in this application is the longitudinal direction of the vehicle, that is, the X direction; the left-right direction is the lateral direction of the vehicle, that is, the Y direction; and the up-down direction is the vertical direction of the vehicle, that is, the Z direction.

[0051] Reference below Figures 1-4 The front engine compartment 100 according to an embodiment of the present invention has a simple structure and low manufacturing cost, which can ensure the lightweight of the vehicle and improve the NVH performance of the entire vehicle to enhance user comfort. It can also improve the transmission efficiency of the collision force and ensure the overall stability of the front engine compartment 100 to ensure the driving safety of the vehicle and the user experience.

[0052] like Figures 1-4As shown, a front nacelle 100 according to an embodiment of the present invention includes: a front cowl upper portion 1 , a front cowl tie rod 2 and a front cowl support 3 .

[0053] The front panel transverse tie rod 2 is located on the front side of the front panel upper part 1 and is spaced apart from the front panel upper part 1 along the longitudinal direction of the vehicle. The two ends of the front panel transverse tie rod 2 are respectively used to connect with the two shock absorber towers. The front panel support 3 includes a main support tube 31. The main support tube 31 includes two support tube sections 311. The front end of each support tube section 311 is connected to the front panel transverse tie rod 2 and the rear end is connected to the front panel upper part 1. The two support tube sections 311 are constructed to extend obliquely forward relative to the front panel upper part 1 and in a direction away from each other.

[0054] Specifically, the front cabin 100 is provided with a front dash tie rod 2, which is a rod-shaped structure and extends along the transverse direction of the vehicle. Shock absorber towers are respectively provided at the left and right ends of the front dash tie rod 2. The left and right ends of the front dash tie rod 2 can be connected to the shock absorber towers by connecting parts or the like. The shock absorber towers can be connected to the shock absorbers 4 to be connected to the wheels through the shock absorbers 4, so that the vibration force at the wheels can be weakened by the shock absorbers 4 and then transmitted to the front dash tie rod 2, thereby weakening the effect of the force during the transmission process, and when a collision occurs at the front side of the vehicle, the collision force can also be transmitted to the shock absorber 4 through the front dash tie rod 2 to weaken the collision force.

[0055] Furthermore, the front engine compartment 100 is also provided with a front wall upper part 1, which is also extended along the transverse direction of the vehicle, and the front wall transverse tie rod 2 and the front wall upper part 1 are spaced apart and distributed along the longitudinal direction of the vehicle, that is, the front wall transverse tie rod 2 is provided on the front side of the front wall upper part 1, and the left and right ends of the front wall upper part 1 can be respectively connected to the A-pillar 5 by welding or the like, and the front engine compartment 100 is also provided with a front wall support 3, which is provided between the front wall upper part 1 and the front wall transverse tie rod 2, the front side of the front wall support 3 can be connected to the front wall transverse tie rod 2 by a connector or the like, the rear side of the front wall support 3 can be connected to the front wall upper part 1 by a connector or the like, and the lower end of the front wall upper part 1 can also be connected to the front wall panel by welding or the like.

[0056] In this way, when the front end of the vehicle collides, the collision force can be transmitted to the front dash tie rod 2, and then transmitted along the front dash tie rod 2 to the shock absorber 4 and the front dash support 3 respectively. The collision force can be weakened at the shock absorber 4, and the collision force at the front dash support 3 can be transmitted toward the front dash upper part 1, and then transmitted to the dash panel and A-pillar 5, etc., so as to weaken the effect of the collision force during the transmission process, avoid deformation of the front engine compartment 100, and cause the space in the passenger compartment to be invaded, thereby improving safety in use; and when the vehicle travels on a bumpy road section, the vibration force at the wheel can be weakened at the shock absorber 4 and then transmitted to the front dash tie rod 2, so as to be transmitted to the front dash upper part 1 through the front dash tie rod 2, and then transmitted to the dash panel and A-pillar 5, etc., so as to weaken the effect of the vibration force during the transmission process, thereby improving the NVH performance of the entire vehicle and ensuring user riding comfort.

[0057] In addition, the front panel support member 3 is provided with a main support tube 31, which is provided as a tubular structure, and the main support tube 31 is provided with a support tube section 311, and the support tube section 311 is provided in two, and the two support tube sections 311 are spaced apart along the left and right directions of the vehicle, and the front ends of the two support tube sections 311 are both connected to the front panel transverse tie rod 2, and the rear ends of the two support tube sections 311 are both connected to the front panel upper part 1, so that the force at the front panel transverse tie rod 2 can be respectively transmitted to the front panel upper part 1 through the two support tube sections 311, thereby improving the force transmission efficiency and ensuring the force transmission stability.

[0058] The two support pipe sections 311 are constructed into a straight tubular structure, and extend obliquely forward and away from each other relative to the front upper part 1, that is, the distance between the front ends of the two support pipe sections 311 is greater than the distance between the rear ends of the two support pipe sections 311, so that the two support pipe sections 311 and the front panel transverse tie rod 2 can be jointly constructed into a triangle. The triangle has stability, which can improve the reliability of the front panel support member 3 in supporting the front panel transverse tie rod 2 and the front upper part 1, improve the overall structural strength of the front engine compartment 100, so as to improve the structural stability of the front engine compartment 100, and the front panel support member 3 has a simple structure and low setting cost. The overall setting is a tubular structure, which can increase the lightweight, thereby improving the endurance performance of the vehicle and ensuring the user experience.

[0059] According to the front engine compartment 100 of an embodiment of the present invention, by arranging a front engine compartment support 3 between the front engine compartment transverse tie rod 2 and the front engine compartment upper portion 1, the conduction path of the vibration force can be increased, thereby weakening the effect of the vibration force, so as to improve the NVH performance of the entire vehicle, thereby improving the user comfort, and the front engine compartment support 3 is provided with two support pipe sections 311 extending forward relative to the front engine compartment upper portion 1 and tilted away from each other, thereby improving the structural stability of the front engine compartment 100, increasing the collision force conduction path, so as to improve the transmission efficiency of the collision force, ensure the driving safety of the vehicle, and ensure the user experience, and the front engine compartment support 3 has a simple structure and low manufacturing cost, which can ensure the lightweight of the vehicle, improve the vehicle's endurance performance, better use effect, and a wider range of applications.

[0060] In some embodiments, the cowl support 3 is connected to the middle portion of the cowl upper portion 1 in the transverse direction of the vehicle.

[0061] Specifically, the front wall support member 3 is connected between the front wall cross rod 2 and the front wall upper part 1, and the front wall upper part 1 is extended in the transverse direction of the vehicle. Figure 1 As shown, in the lateral direction of the vehicle, the front wall support 3 is connected to the middle part of the front wall upper part 1, so that the distance from the connection between the front wall support 3 and the front wall upper part 1 to the two ends of the front wall upper part 1 is equal. When the force is transmitted to the front wall support 3, it can be transmitted to the front wall upper part 1 through the front wall support 3, and the front wall support 3 is connected to the middle part of the front wall upper part 1, so that when the force is transmitted from the front wall support 3 to the front wall upper part 1, it can be transmitted to the two ends of the front wall upper part 1 respectively, so as to ensure the balance of force on both sides of the front wall upper part 1, avoid deformation caused by excessive force on one side of the front wall upper part 1, and ensure the reliability of force transmission.

[0062] In other embodiments, the dash support 3 is connected to the middle portion of the dash tie rod 2 in the transverse direction of the vehicle.

[0063] Specifically, the dash support 3 is connected between the dash tie rod 2 and the dash upper portion 1. The dash tie rod 2 is extended in the transverse direction of the vehicle. Figure 1 As shown, in the lateral direction of the vehicle, the front panel support 3 is connected to the middle part of the front panel cross rod 2, so that the distance from the connection between the front panel support 3 and the front panel cross rod 2 to the two ends of the front panel cross rod 2 is equal. When the force is transmitted to the front panel cross rod 2, it can be transmitted to the front panel support 3 through the front panel cross rod 2, and the front panel support 3 is connected to the middle part of the front panel cross rod 2, so that the force can be transmitted from both ends of the front panel cross rod 2 to the front panel support 3 at the same time, so as to ensure the consistency of the force transmission efficiency on both sides of the front panel cross rod 2, and thus ensure the reliability of the force transmission.

[0064] In this way, in the lateral direction of the vehicle, the front panel support 3 is connected to the middle part of the front panel upper part 1, and the front panel support 3 is connected to the middle part of the front panel transverse tie rod 2, so that the front panel support 3 is located in the middle part of the front engine compartment 100 in the left-right direction, so as to ensure the symmetry of the structure of the front engine compartment 100, and further ensure the balance of the forces acting on the left and right sides of the front engine compartment 100.

[0065] In some embodiments, the main support tube 31 further includes an intermediate connecting section 312 , the two ends of which are respectively connected to the rear end bends of the two support tube sections 311 , and the intermediate connecting section 312 is connected to the front upper portion 1 .

[0066] Specifically, the front wall support member 3 is provided with a main support tube 31, and the main support tube 31 is provided with two support tube sections 311, and the two support tube sections 311 are respectively connected between the front wall cross rod 2 and the front wall upper part 1, and as shown in FIG. Figure 1 and Figure 3 As shown, the main support tube 31 is also provided with an intermediate connecting section 312, which is arranged to extend along the transverse direction of the vehicle. The left and right ends of the intermediate connecting section 312 can be respectively connected to the rear ends of the two support tube sections 311 by bending to form a complete main support tube 31, that is, the main support tube 31 can be constructed as a tubular structure, and the two support tube sections 311 and the intermediate connecting section 312 are constructed through bending and stamping processes, thereby ensuring the integrity of the main support tube 31 and improving the structural strength of the main support tube 31. In this embodiment, the main support tube 31 is formed by punching and bending a round tube with a diameter of 34 mm and a wall thickness of 1.2 mm.

[0067] Furthermore, the middle connecting section 312 can be connected to the front upper part 1 through a connecting piece, etc. The middle connecting section 312 is a tubular structure, and the middle connecting section 312 can be flattened by a stamping process, etc., so that the middle connecting section 312 has a two-layer structure. When the middle connecting section 312 is connected to the front upper part 1 through a connecting piece, etc., the structural strength of the connection can be guaranteed, and the main support tube 31 is connected to the front upper part 1 through the middle connecting section 312, which can increase the contact area of the connection between the main support tube 31 and the front upper part 1, thereby ensuring the reliability of the connection and the reliability of the force transmission.

[0068] In some embodiments, the two supporting pipe sections 311 are symmetrically distributed at both ends of the middle connecting section 312 .

[0069] Specifically, the two ends of the middle connecting section 312 are respectively connected to the rear ends of the two supporting pipe sections 311, so that the rear ends of the two supporting pipe sections 311 can be connected to the front upper part 1 through the middle connecting section 312, and Figure 3As shown, the two support pipe sections 311 are symmetrically distributed at both ends of the middle connecting section 312. The two support pipe sections 311 are tilted and close to each other from front to back. The two support pipe sections 311 are symmetrically set at both ends of the middle connecting section 312, that is, the inclination angles and setting lengths of the two support pipe sections 311 are equal.

[0070] In this way, when the force is transmitted from the front panel cross rod 2 to the front panel support 3, the force can be divided into two equal parts and transmitted to the front panel upper part 1 through the two support pipe sections 311 respectively, ensuring that the two support pipe sections 311 are subjected to balanced force, avoiding excessive force on one of the two, resulting in deformation, breakage, etc., and extending the service life. The middle connecting section 312 is connected to the front panel upper part 1, and the two support pipe sections 311 are symmetrically arranged at the two ends of the middle connecting section 312, so that the two ends of the middle connecting section 312 are subjected to balanced force, thereby ensuring the reliability of the connection between the middle connecting section 312 and the front panel upper part 1.

[0071] In other embodiments, the angles between the extension directions of the two supporting tube sections 311 and the extension direction of the middle connecting section 312 are the same.

[0072] Specifically, the two support pipe sections 311 are arranged to be inclined toward each other from front to back, and the middle connecting section 312 is connected between the rear ends of the two support pipe sections 311. Figure 1 As shown, the angles between the extension directions of the two support pipe sections 311 and the extension directions of the middle connecting section 312 are the same, that is, the inclination angles of the two support pipe sections 311 at both ends of the middle connecting section 312 are set to be the same, so that the angles changed when the force is transmitted to the front upper part 1 through the two support pipe sections 311 are equal, and thus the degree of weakening of the effect of the force is also the same, so that the forces on the left and right sides of the front upper part 1 are equal, so as to ensure the reliability of the use of the front upper part 1.

[0073] In some embodiments, the dash support 3 further includes an intermediate support tube 32 . The intermediate support tube 32 is connected between the two support tube sections 311 . The intermediate connection section 312 is spaced apart from the intermediate support tube 32 .

[0074] Specifically, the front wall support member 3 is provided with a main support tube 31, which is connected between the front wall upper part 1 and the front wall cross rod 2, and Figure 1 as well as Figure 3 As shown, the front support member 3 is also provided with an intermediate support tube 32, which is extended along the transverse direction of the vehicle and is provided between the two support tube sections 311. The two ends of the intermediate support tube 32 can be respectively connected to the two support tube sections 311 by welding or the like, so that the force transmitted to the support tube sections 311 can be partially transmitted to the intermediate support tube 32, so as to increase the force transmission path and thus improve the transmission speed.

[0075] Furthermore, the intermediate connecting section 312 is connected between the rear ends of the two support pipe sections 311, and the intermediate support pipe 32 is also connected between the two support pipe sections 311. The intermediate support pipe 32 and the intermediate connecting section 312 are spaced apart and distributed along the front-to-back direction, and the intermediate support pipe 32 is located in front of the intermediate connecting section 312, so that the intermediate support pipe 32 and the intermediate connecting section 312 can respectively provide laterally support to different parts of the two support pipe sections 311 to ensure the overall structural stability of the front panel support 3, thereby improving the reliability of the front panel support 3 in supporting the front panel upper part 1 and the front panel cross rod 2.

[0076] In some embodiments, the end of the middle support tube 32 is connected to the middle of the support tube segment 311 .

[0077] Specifically, the middle support pipe 32 is connected between the two support pipe sections 311 to support the two support pipe sections 311 in the transverse direction, and Figure 1 As shown, the end of the intermediate support tube 32 is connected to the middle of the support tube segment 311 in the front-to-back direction, so that when the force is transmitted to the middle of one support tube segment 311, it can be partially transmitted along the intermediate support tube 32, and then transmitted to the other support tube segment 311, so that the transmission direction of the force can be changed multiple times to weaken the effect of the force, and the intermediate support tube 32 is connected to the middle of the support tube segment 311, which can improve the structural strength of the middle of the support tube segment 311, thereby avoiding bending of the middle of the support tube segment 311, extending the service life of the support tube segment 311, and ensuring the reliability of the front support member 3.

[0078] In other embodiments, the intermediate support tube 32 and the intermediate connecting section 312 are parallel and spaced apart from each other.

[0079] Specifically, the intermediate support tube 32 is arranged along the lateral extension of the vehicle and is connected between the two support tube sections 311, and the intermediate connecting section 312 is also arranged along the lateral extension of the vehicle and is connected between the rear ends of the two support tube sections 311, and the intermediate support tube 32 and the intermediate connecting section 312 are distributed in parallel and spaced apart, so that the intermediate support tube 32 and the intermediate connecting section 312 can both provide support to the two support tube sections 311 along the lateral direction of the vehicle to ensure the overall structural stability of the front panel support 3, thereby improving the reliability of the connection between the front panel support 3 and the front panel upper part 1 and the front panel transverse tie rod 2.

[0080] In some embodiments, the included angle between the extension direction of the middle connecting section 312 and the extension direction of the supporting tube section 311 is α1, and satisfies: 50°≤α1≤70°.

[0081] Specifically, the middle connecting section 312 is connected to the front upper part 1, and the middle connecting section 312 and the front upper part 1 are both arranged along the lateral extension of the vehicle. The middle connecting section 312 is bent and connected to the support pipe section 311, so that the support pipe section 311 can be connected to the front upper part 1, and the angle between the extension direction of the middle connecting section 312 and the extension direction of the support pipe section 311 is set to α1, that is, the angle between the extension direction of the front upper part 1 and the extension direction of the support pipe section 311 is set to α1, and satisfies: 50°≤α1≤70°, so that the angle α1 between the extension direction of the front upper part 1 and the extension direction of the support pipe section 311 can be set to 50°, 52°, 54°, 56°, 58°, 60°, 62°, 64°, 66°, 68° or 70°, etc. In this embodiment, the angle α1 between the extension direction of the front upper part 1 and the extension direction of the support pipe section 311 is set to 60°.

[0082] In other embodiments, the included angle between the support tube section 311 and the dash tie rod 2 is α2, and satisfies the following relationship: 50°≤α2≤70°.

[0083] Specifically, the front end of the support pipe section 311 is connected to the front panel transverse tie rod 2, and the front panel transverse tie rod 2 is extended along the transverse direction of the vehicle. The support pipe section 311 is inclined along the front and rear directions of the vehicle, so that there is an angle between the support pipe section 311 and the front panel transverse tie rod 2, and the angle between the support pipe section 311 and the front panel transverse tie rod 2 is set to α2, and satisfies: 50°≤α2≤70°, that is, the angle α2 between the support pipe section 311 and the front panel transverse tie rod 2 can be set to 50°, 52°, 54°, 56°, 58°, 60°, 62°, 64°, 66°, 68° or 70°, etc. In this embodiment, the angle α2 between the support pipe section 311 and the front panel transverse tie rod 2 can be set to 60°.

[0084] In this way, the angle between the extension directions of the two support pipe sections 311 is also 60°, the two support pipe sections 311 are symmetrically arranged at the two ends of the middle connecting section 312, and the angle between the two support pipe sections 311 and the front panel transverse tie rod 2 is also set to 60°, so that the two support pipe sections 311 and the front panel transverse tie rod 2 can jointly construct an isosceles triangle to improve the support reliability of the support pipe sections 311 between the front panel transverse tie rod 2 and the front panel upper part 1, and the middle support pipe 32 is connected to the two waists of the triangle, forming a stable force transmission structure, effectively supporting the front panel upper part 1 and the front panel transverse tie rod 2, which can reduce the overall collapse of the front engine compartment 100 in the longitudinal direction of the vehicle in the event of a collision, thereby reducing the intrusion amount of the front engine compartment 100, and can improve the torsional strength of the whole vehicle, thereby improving the safety of the whole vehicle.

[0085] In some embodiments, the middle connecting section 312 is provided with a first connecting portion 3121 , and the first connecting portion 3121 is provided in plurality, and the plurality of first connecting portions 3121 are spaced apart and distributed along the length direction of the front upper portion 1 .

[0086] Specifically, the middle connecting section 312 can be connected to the front upper portion 1, and as shown in FIG. Figure 3 As shown, the middle connecting section 312 is provided with a first connecting portion 3121, and the first connecting portion 3121 can be set as a connecting hole, etc., and the front upper part 1 can also be correspondingly provided with a connecting hole. The connecting piece can be sequentially passed through the first connecting portion 3121 and the front upper part 1, so that the middle connecting section 312 can be detachably connected to the front upper part 1. The connecting piece can be set as a bolt, etc., with a simple structure, convenient installation, and low installation cost.

[0087] Furthermore, the number of first connection parts 3121 can be multiple, and the multiple first connection parts 3121 can be spaced apart along the length direction of the front upper part 1, that is, the multiple first connection parts 3121 can be spaced apart and distributed along the length direction of the middle connection section 312, and the front upper part 1 can also be correspondingly provided with multiple connection holes, so that the middle connection section 312 can be connected to the front upper part 1 through the connecting parts at multiple locations along the length direction, thereby improving the connection reliability, reducing the force acting on each connection point, and extending the service life of the connecting parts.

[0088] In this embodiment, the middle connecting section 312 may be provided with two first connecting portions 3121 , and the connecting member may be provided as a bolt of M8 with a performance grade of 10.9.

[0089] In some embodiments, the dash support 3 further includes two first connecting plates 33 , which are respectively connected to the front ends of the two support pipe sections 311 , and the first connecting plates 33 are detachably connected to the dash tie rod 2 .

[0090] Specifically, the front end of the support pipe section 311 can be connected to the front dash tie rod 2, and as shown in FIG. Figure 1 and Figure 3 As shown, the front support member 3 is also provided with a first connecting plate body 33, and two first connecting plate bodies 33 are provided. The two first connecting plate bodies 33 can be respectively connected to the front ends of the two support pipe sections 311 by welding or the like. The first connecting plate body 33 can be constructed as cold-stamped sheet metal, and the thickness of the first connecting plate body 33 can be set to 1.4 mm, thereby ensuring the structural strength of the first connecting plate body 33.

[0091] Furthermore, the first connecting plate body 33 is connected to the front panel transverse tie rod 2 so that the front ends of the two supporting tube sections 311 are fixedly connected to the front panel transverse tie rod 2, thereby increasing the contact area between the front end of the front panel support member 3 and the front panel transverse tie rod 2 to improve the connection reliability, and the first connecting plate body 33 is detachable relative to the front panel transverse tie rod 2, and the middle connecting section 312 is detachable relative to the front panel upper part 1, so that the front panel support member 3 as a whole is detachable relative to the front panel transverse tie rod 2 and the front panel upper part 1, thereby improving the convenience of installation and maintenance, that is, when the front panel support member 3 is damaged, only the front panel support member 3 can be replaced, reducing maintenance costs.

[0092] In some embodiments, the first connecting plate 33 is provided with a second connecting portion 331 , wherein a plurality of second connecting portions 331 are provided, and the plurality of second connecting portions 331 are spaced apart and distributed along the length direction of the dash tie rod 2 .

[0093] Specifically, if Figure 3 As shown, the first connecting plate body 33 is provided with a second connecting portion 331. The first connecting plate body 33 can be connected to the front panel cross rod 2 through the second connecting portion 331, and the second connecting portion 331 is provided in plurality, that is, the second connecting portion 331 can be provided with two, three or four, etc. In this embodiment, each first connecting plate body 33 is provided with two second connecting portions 331, and the plurality of second connecting portions 331 can be distributed at intervals along the length direction of the front panel cross rod 2, so that each first connecting plate body 33 can be connected to the front panel cross rod 2 at multiple locations, thereby improving the connection reliability, and the plurality of connection locations are distributed at intervals along the length direction of the front panel cross rod 2, which can avoid the front panel cross rod 2 from being subjected to force concentration, resulting in the front panel cross rod 2 being prone to deformation, breakage and other problems, thereby improving the reliability of the use of the front panel cross rod 2 and extending the service life of the front panel cross rod 2.

[0094] In other embodiments, the second connecting portion 331 is configured as a second connecting hole, and the second connecting hole is used to pass through a second connecting member connected to the dash tie rod 2 .

[0095] Specifically, the first connecting plate body 33 is provided with a second connecting portion 331, and the second connecting portion 331 can be constructed as a second connecting hole, and the front transverse tie rod 2 is also correspondingly provided with a fourth connecting portion 211, and the fourth connecting portion 211 can also be constructed as a fourth connecting hole. The second connecting member can be passed through the second connecting hole and the fourth connecting hole in sequence, and then the first connecting plate body 33 can be detachably installed on the front transverse tie rod 2. The second connecting member can be set as a bolt, etc., with a simple structure, convenient installation, and low installation cost. In this embodiment, the second connecting member is constructed as an M8 bolt with a performance level of 10.9.

[0096] In other embodiments, the first connecting plate 33 is further provided with a reinforcing rib 332 .

[0097] Specifically, the front end of the support pipe section 311 can be connected to the first connecting plate body 33 by welding or the like, and the first connecting plate body 33 can be detachably connected to the front wall transverse tie rod 2 by a connector or the like, thereby making the support pipe section 311 detachably connected to the front wall transverse tie rod 2 by the first connecting plate body 33, and as Figure 3 As shown, each first connecting plate body 33 is provided with a reinforcing rib 332 , which can improve the structural strength of the first connecting plate body 33 , thereby improving the reliability of the connection between the supporting tube section 311 and the front dash tie rod 2 .

[0098] In some embodiments, the dash tie rod 2 includes a tie rod body 21 and two second connecting plates 22 . The two second connecting plates 22 are respectively connected to both ends of the tie rod body 21 , and the two second connecting plates 22 are respectively connected to the two shock absorber towers in a one-to-one correspondence.

[0099] Specifically, the dash tie rod 2 is arranged to extend in the transverse direction of the vehicle, and as shown in FIG. Figure 1-Figure 2 as well as Figure 4 As shown, the front cross-link rod 2 is provided with a rod body 21 and a second connecting plate body 22, and the second connecting plate body 22 is provided in two. The two second connecting plate bodies 22 are respectively connected to the two ends of the rod body 21, and the two second connecting plate bodies 22 are respectively connected to the two shock absorber towers one by one, so that the two shock absorber towers can be connected to the rod body 21 through the corresponding second connecting plate bodies 22 respectively. The rod body 21 can be set as an aluminum extrusion part, and the two second connecting plate bodies 22 can be set as cast aluminum parts. The two second connecting plate bodies 22 can be connected to the rod body 21 through the MIG welding process, and the material thickness is set to 7mm.

[0100] This is conducive to strengthening the overall structural rigidity of the front panel cross-tie rod 2, ensuring the connection reliability while improving the dynamic rigidity, and the use of aluminum is conducive to lightweight, the three-section design can reduce manufacturing costs, and the straightness of the tie rod body 21 is easier to ensure, so that when the vehicle is subjected to lateral force, the front panel cross-tie rod 2 is not easy to bend, and the tie rod body 21 is an extruded aluminum rod, which is convenient for setting the installation point at any position, with higher design freedom, more reliable connection parts, and not easy to tear or deform under force, which can ensure reliability of use.

[0101] The front side of the pull rod body 21 is also provided with a plurality of fifth connection parts 212 spaced apart and distributed along the left and right directions of the vehicle. The pull rod body 21 can be connected to the plastic decorative part through the fifth connection part 212, and the plastic decorative part can be set as a guide water channel under the wiper.

[0102] In some embodiments, the second connecting plate body 22 is provided with at least three third connecting portions, the third connecting portions being used to connect to the shock absorber tower, and three of the at least three third connecting portions are distributed in a triangular shape.

[0103] Specifically, the second connecting plate body 22 is provided with a third connecting portion, and the second connecting plate body 22 can be connected to the shock absorber tower through the third connecting portion, and the third connecting portion is provided with at least three, that is, the third connecting portion can be provided with three, four or five, etc. In this embodiment, Figure 4 As shown, each second connecting plate body 22 is provided with three third connecting parts, thereby improving the reliability of the connection between the shock absorber tower and the second connecting plate body 22, and at least three of the three third connecting parts are distributed in a triangular shape. The triangle has stability, which can ensure the reliability of the connection between the front cross rod 2 and the shock absorber tower, and can evenly distribute the connection force, avoiding situations such as excessive force on a single third connecting part leading to connection failure, thereby extending the service life.

[0104] In some embodiments, there are three third connection parts, namely an inner connection part 221 and two outer connection parts 222, wherein the two outer connection parts 222 are spaced apart along the longitudinal direction of the vehicle, and the inner connection part 221 is located on the inner side of the two outer connection parts 222 to form a triangular distribution with the two outer connection parts 222.

[0105] Specifically, if Figure 4 As shown, the third connection parts can be set to three, and the three third connection parts are respectively an inner connection part 221 and an outer connection part 222, and two outer connection parts 222 are set. The inner connection part 221 is arranged close to the tie rod body 21, and the two outer connection parts 222 are arranged on the side of the inner connection part 221 away from the tie rod body 21, and the two outer connection parts 222 can be distributed at intervals along the longitudinal direction of the vehicle, so that the connection line between the inner connection part 221 and the two outer connection parts 222 can be constructed as a triangle to improve the reliability of the connection between the second connecting plate body 22 and the shock absorber tower.

[0106] It should be noted that the two outer connection parts 222 are spaced apart and distributed along the longitudinal direction of the vehicle. The longitudinal direction of the vehicle here may be the longitudinal direction of the vehicle or a direction with a small angle to the longitudinal direction of the vehicle.

[0107] In some embodiments, along the length direction of the pull rod body 21, the inner connecting portion 221 is distributed directly opposite to the pull rod body 21; and / or, along the length direction of the pull rod body 21, the outer connecting portion 222 is staggered with the pull rod body 21, that is, along the length direction of the pull rod body 21, only the inner connecting portion 221 can be set to be distributed directly opposite to the pull rod body 21, or only the outer connecting portion 222 can be set to be staggered with the pull rod body 21, or the inner connecting portion 221 can be set to be distributed directly opposite to the pull rod body 21, and at the same time, the outer connecting portion 222 can be set to be staggered with the pull rod body 21. In this embodiment, along the length direction of the pull rod body 21, the inner connecting portion 221 is set to be distributed directly opposite to the pull rod body 21, and at the same time, the outer connecting portion 222 is set to be staggered with the pull rod body 21.

[0108] Specifically, the two shock absorber towers are arranged at the same height along the longitudinal direction of the vehicle. By connecting the front transverse tie rod 2 between the two shock absorber towers, the front transverse tie rod 2 can be constructed to extend along the transverse direction of the vehicle, and the tie rod body 21 can be extended along the transverse direction of the vehicle. In this way, the length direction of the tie rod body 21 is along the transverse direction of the vehicle. Along the length direction of the tie rod body 21, the inner connecting portion 221 is distributed opposite to the tie rod body 21, that is, the inner connecting portion 221 is located on the extension line of the tie rod body 21 along the transverse direction of the vehicle, and along the length direction of the tie rod body 21 ... located opposite to the tie rod body 21, In the length direction, the outer connecting part 222 and the tie rod body 21 are staggered, that is, the outer connecting part 222 and the inner connecting part 221 are staggered along the length direction of the tie rod body 21, and then the two outer connecting parts 222 can be spaced apart from the inner connecting part 221, so that the second connecting plate body 22 and the shock absorber tower can be connected at three positions at the same time through the inner connecting part 221 and the two outer connecting parts 222, which can improve the connection stability between the two, and then improve the connection stability between the front transverse tie rod 2 and the shock absorber tower.

[0109] In other embodiments, the distances between the inner connecting portion 221 and the two outer connecting portions 222 are the same, and the inner connecting portion 221 and the two outer connecting portions 222 are distributed in an isosceles triangle.

[0110] Specifically, the inner connection part 221 and the two outer connection parts 222 are spaced apart and distributed, and the spacing between the inner connection part 221 and the two outer connection parts 222 is constructed to be the same, so that the distance between the two outer connection parts 222 and the inner connection part 221 can be set to be equal, and the two outer connection parts 222 are spaced apart and distributed along the longitudinal direction of the vehicle, so that the inner connection part 221 and the two outer connection parts 222 can be distributed in an isosceles triangle. Therefore, when the second connecting plate body 22 is connected to the shock absorber tower through the inner connection part 221 and the two outer connection parts 222, the stability principle of the triangle can be used to make the positions of the inner connection part 221 and the two outer connection parts 222 jointly distribute the load to avoid stress concentration and improve the connection stability between the second connecting plate body 22 and the shock absorber tower.

[0111] In other embodiments, the second connecting plate body 22 is formed with an avoidance recess 223 between the two outer connecting portions 222 . The avoidance recess 223 is used to avoid a third connecting piece connecting the shock absorber tower and the shock absorber 4 .

[0112] Specifically, the shock absorber tower is connected to the shock absorber 4, and the shock absorber tower can be connected to the shock absorber 4 through a third connecting member. At the same time, the shock absorber tower is connected to the second connecting plate body 22, that is, the shock absorber tower is connected to the shock absorber 4 and the second connecting plate body 22, and a structure such as Figure 4The illustrated relief recess 223 is recessed inward from the edge of the second connecting plate 22 to avoid the third connecting member, providing sufficient installation space for the third connecting member to achieve reliable installation of the third connecting member, thereby achieving a reliable connection between the shock absorber tower and the shock absorber 4. The relief recess 223 is formed between the two external connecting portions 222 so that the relief recess 223 is spaced apart from the two external connecting portions 222 to avoid interference between the relief recess 223 and either of the external connecting portions 222, resulting in an inability to connect the second connecting plate 22 to the shock absorber tower through the external connecting portions 222 or a reduced reliability of the connection between the second connecting plate 22 and the shock absorber tower. The third connecting member can be a bolt.

[0113] In some embodiments, the third connection portion is configured as a third connection hole, and the third connection hole is used to pass a third connection member connected to the shock absorber tower, and enables the second connection plate body 22 to be detachably connected to the shock absorber tower.

[0114] Specifically, a third connecting portion is provided on the second connecting plate body 22, and the third connecting portion is used to be connected to the shock absorber tower, that is, the second connecting plate body 22 can be connected to the shock absorber tower through the third connecting portion, and the third connecting portion is constructed as a third connecting hole, and the third connecting hole is used to pass through a third connecting member connected to the shock absorber tower, that is, the third connecting member is connected to the shock absorber tower. For example, the third connecting member can be constructed as a bolt, and a threaded hole is formed on the shock absorber tower to realize the connection between the third connecting member and the shock absorber tower through the cooperation between the bolt and the threaded hole. When connecting the third connecting member to the shock absorber tower, the third connecting member can be passed through the third connecting hole first, and then connected to the shock absorber tower. In this way, the second connecting plate body 22 can be clamped and fixed between the third connecting member and the shock absorber tower, and the connection between the second connecting plate body 22 and the shock absorber tower can be realized through the third connecting member.

[0115] In addition, the second connecting plate body 22 is connected to the shock absorber tower through the third connecting member, so that the second connecting plate body 22 and the shock absorber tower are detachably connected, which can facilitate the connection or separation of the second connecting plate body 22 and the shock absorber tower, and also facilitate the installation or removal of the front panel cross rod 2. Further, when the front panel cross rod 2 is damaged and fails, the damaged front panel cross rod 2 can be removed and a new front panel cross rod 2 can be installed, which can help reduce maintenance costs.

[0116] In some embodiments, the third connecting hole is configured as a through hole, and an inner diameter of the third connecting hole is larger than an outer diameter of the third connecting member, and the third connecting member is loosely matched with an inner wall of the third connecting hole.

[0117] Specifically, the third connecting hole is used to pass the third connecting member so that the third connecting member can connect the second connecting plate body 22 with the shock absorber tower. The third connecting hole is constructed as a through hole, that is, when the third connecting member is passed through the third connecting hole, the third connecting member only passes through the third connecting hole, but is not connected to the second connecting plate body 22 through the third connecting hole. This can simplify the installation steps, and the inner diameter of the third connecting hole is constructed to be larger than the outer diameter of the third connecting member. When the third connecting member is passed through the third connecting hole, the third connecting member and the inner wall clearance of the third connecting hole can be matched, so that the third connecting hole can provide a certain range of motion for the third connecting member to ensure assembly tolerance.

[0118] Therefore, when the second connecting plate body 22 is connected to the shock absorber tower through three third connecting parts, each third connecting member can move in the corresponding third connecting hole to ensure the reliability of the connection between the third connecting member and the shock absorber tower, thereby ensuring a reliable connection between the second connecting plate body 22 and the shock absorber tower.

[0119] For example, the third connecting member can be constructed as an M8 bolt with a performance grade of 8.8, and the inner diameter of the third connecting hole can be constructed as 14 mm, so that when the second connecting plate body 22 is connected to the shock absorber tower through the third connecting member, the third connecting member can be passed through the third connecting hole first, and then the position of the third connecting member in the third connecting hole can be moved to connect the third connecting member to the shock absorber tower, and then the second connecting plate body 22 can be connected to the shock absorber tower through the third connecting member.

[0120] In other embodiments, the second connecting plate body 22 is further provided with a connecting groove 224 . The connecting groove 224 is provided around the third connecting hole, and at least a portion of the third connecting member is located in the connecting groove 224 .

[0121] Specifically, the third connecting hole is used to pass the third connecting piece to realize the connection between the second connecting plate body 22 and the shock absorber tower. The connecting groove 224 is set around the third connecting hole, and the third connecting hole can be set in the connecting groove 224, so that the connecting groove 224 can provide a clear installation guide for the third connecting piece, thereby improving assembly efficiency.

[0122] The connecting groove 224 is constructed to be recessed downward from the upper surface of the second connecting plate body 22, so that when the third connecting member is inserted into the third connecting hole, at least a portion of the third connecting member can be located in the connecting groove 224 to avoid the third connecting member protruding from the upper surface of the second connecting plate body 22, thereby reducing the risk of loosening caused by external impact and improving the reliability of connecting the second connecting plate body 22 to the shock absorber tower through the third connecting member.

[0123] The present invention also provides a vehicle.

[0124] A vehicle according to an embodiment of the present invention includes any one of the front engine compartments 100 described above.

[0125] According to the vehicle of the embodiment of the present invention, a front engine compartment 100 is provided. The front engine compartment 100 can increase the conduction path of the vibration force by arranging a front engine compartment support member 3 between the front engine compartment transverse tie rod 2 and the front engine compartment upper part 1, thereby weakening the effect of the vibration force, so as to improve the NVH performance of the whole vehicle, thereby improving the user comfort, and the front engine compartment support member 3 is provided with two support pipe sections 311 extending forward relative to the front engine compartment upper part 1 and tilted away from each other, thereby improving the structural stability of the front engine compartment 100, increasing the collision force conduction path, so as to improve the transmission efficiency of the collision force, ensure the driving safety of the vehicle, and ensure the user experience, and the front engine compartment support member 3 has a simple structure and low manufacturing cost, which can ensure the lightweight of the vehicle, improve the vehicle's endurance performance, better use effect, and wider range of application.

[0126] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0127] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A front nacelle, characterized in that: include: upper part of cowl; a dash tie rod, the dash tie rod being located at a front side of the dash upper portion and spaced apart from the dash upper portion in the longitudinal direction of the vehicle, the two ends of the dash tie rod being respectively connected to the two shock absorber towers; A front panel support, the front panel support includes a main support tube, the main support tube includes two support tube sections, the front end of each support tube section is connected to the front panel transverse rod and the rear end is connected to the front panel upper part, and the two support tube sections are constructed to extend obliquely forward relative to the front panel upper part and in a direction away from each other.

2. The front nacelle according to claim 1, characterized in that: In the transverse direction of the vehicle, the cowl support is connected to the middle portion of the cowl upper portion; And / or, in the transverse direction of the vehicle, the cowl support is connected to the middle portion of the cowl tie rod.

3. The front nacelle according to claim 1, characterized in that: The main support tube further includes a middle connecting section, both ends of which are respectively connected to the rear ends of the two support tube sections by bending, and the middle connecting section is connected to the upper part of the front enclosure.

4. The front nacelle according to claim 3, characterized in that: The two supporting pipe sections are symmetrically distributed at both ends of the middle connecting section; And / or, the angles between the extension directions of the two support pipe sections and the extension direction of the middle connecting section are the same.

5. The front nacelle according to claim 3, characterized in that: The dash support further includes an intermediate support tube connected between the two support tube sections, and the intermediate connecting section is spaced apart from the intermediate support tube.

6. The front nacelle according to claim 5, characterized in that: The end of the intermediate support pipe is connected to the middle of the support pipe section; And / or, the intermediate support tube and the intermediate connecting section are distributed in parallel and spaced apart from each other.

7. The front nacelle according to claim 6, characterized in that: The included angle between the extension direction of the intermediate connecting section and the extension direction of the supporting pipe section is α1, and satisfies: 50°≤α1≤70°; And / or, the included angle between the support tube section and the dash tie rod is α2, and satisfies: 50°≤α2≤70°.

8. The front nacelle according to claim 3, characterized in that: The middle connecting section is provided with a first connecting portion, and the first connecting portion is provided in plurality, and the plurality of first connecting portions are spaced apart and distributed along the length direction of the front upper portion.

9. The front nacelle according to claim 1, characterized in that: The front wall support member further includes two first connecting plates, which are respectively connected to the front ends of the two supporting pipe sections, and the first connecting plates are detachably connected to the front wall cross rod.

10. The front nacelle according to claim 9, characterized in that: The first connecting plate body is provided with a second connecting portion; Wherein, the second connecting portion is provided in plurality, and the plurality of second connecting portions are spaced apart and distributed along the length direction of the front dash tie rod; And / or, the second connecting portion is configured as a second connecting hole, and the second connecting hole is used to pass through a second connecting piece connected to the dash tie rod; And / or, the first connecting plate body is further provided with reinforcing ribs.

11. The front nacelle according to any one of claims 1 to 10, characterized in that: The front tie rod includes a tie rod body and two second connecting plates, the two second connecting plates are respectively connected to the two ends of the tie rod body, and the two second connecting plates are respectively connected to the two shock absorber towers in a one-to-one correspondence.

12. The front nacelle according to claim 11, characterized in that: The second connecting plate body is provided with at least three third connecting portions, and the third connecting portions are used to be connected to the shock absorber tower, and three of the at least three third connecting portions are distributed in a triangular shape.

13. The front nacelle according to claim 12, characterized in that: There are three third connecting parts, namely an inner connecting part and two outer connecting parts; The two outer connecting portions are spaced apart and distributed along the longitudinal direction of the vehicle, and the inner connecting portion is located on the inner sides of the two outer connecting portions to form a triangle with the two outer connecting portions.

14. The front nacelle according to claim 13, characterized in that Along the length direction of the pull rod body, the inner connecting portion is distributed opposite to the pull rod body; and / or, along the length direction of the pull rod body, the outer connecting portion and the pull rod body are staggered; And / or, the distance between the inner connecting portion and the two outer connecting portions is the same, and the inner connecting portion and the two outer connecting portions are distributed in an isosceles triangle; And / or, the second connecting plate body is formed with an avoidance recess between the two outer connecting parts, and the avoidance recess is used to avoid a third connecting piece connecting the shock absorber tower and the shock absorber.

15. The front nacelle according to claim 13, characterized in that: The third connection portion is configured as a third connection hole, and the third connection hole is used to pass a third connection piece connected to the shock absorber tower, so that the second connection plate body is detachably connected to the shock absorber tower.

16. The front nacelle according to claim 15, characterized in that The third connecting hole is configured as a through hole, and the inner diameter of the third connecting hole is larger than the outer diameter of the third connecting member, and the third connecting member is loosely matched with the inner wall of the third connecting hole; And / or, the second connecting plate body is further provided with a connecting groove, the connecting groove is arranged around the third connecting hole, and at least a part of the third connecting member is located in the connecting groove.

17. A vehicle, characterized in that: The invention comprises the front nacelle according to any one of claims 1-16.

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