Automobile forecabin damping tower structure and automobile

Abstract

The invention belongs to the technical field of automobiles, and provides an automobile forecabin shock absorption tower structure and an automobile. The automobile forecabin shock absorption tower structure comprises a shock absorption tower, a front wheel cover connecting cross beam, a front windshield lower cross beam and a front windshield middle cross beam, and the outer surface of the shock absorption tower is fixedly connected with the front wheel cover connecting cross beam; a front windshield lower cross beam is arranged on the upper surface of the front wheel cover connecting cross beam, and the end face of the front windshield lower cross beam is fixedly connected with a front windshield middle cross beam. The side surface of the front windshield middle cross beam is fixedly connected with the shock absorption tower; according to the automobile forecabin shock absorption tower structure, a first main closed loop is formed through the shock absorption tower, the front wheel cover connecting cross beam, the L-shaped support, the front windshield lower cross beam, the front windshield middle cross beam and the shock absorption tower, the torsional rigidity of the whole automobile and the dynamic rigidity of a suspension mounting point are improved, the strength of an automobile body is improved, and the safety of a driver and passengers is protected.

Description

Technical Field

[0001] The invention belongs to the technical field of automobiles, and in particular relates to a shock-absorbing tower structure in a front cabin of an automobile and an automobile. Background Art

[0002] In the existing traditional front cabin shock absorber tower structure, the force transmission path of the shock absorber tower body is limited due to various constraints such as shape and configuration. Therefore, the force transmission path of the traditional front cabin shock absorber tower structure is relatively simple. For example, a body frame and vehicle with publication number CN116215665A, the body frame includes a front anti-collision beam assembly, a first frame component and a second frame component, the front anti-collision beam assembly extends along the width direction of the vehicle body, the first frame component and the second frame component are respectively connected to the front anti-collision beam assembly, and the first frame component and the second frame component are arranged at intervals in the width direction of the vehicle body, the first frame component and the second frame component both include a front longitudinal beam, an upper side beam and a front shock absorber tower, the front longitudinal beam is connected to the front anti-collision beam assembly to form a first longitudinal force transmission path, the upper side beam is connected to the front longitudinal beam, one end of the front shock absorber tower is connected to the upper side beam, and the other end of the front shock absorber tower is connected to the front longitudinal beam; a front cabin triangular beam, one end of the front cabin triangular beam is connected to the front shock absorber tower in the first frame component, and the other end of the front cabin triangular beam is connected to the front shock absorber tower in the second frame component. The vehicle body frame disclosed herein can optimize the force transmission path of the vehicle body frame and improve the collision performance of the vehicle body frame.

[0003] The utility model with publication number CN218229152U discloses a vehicle cabin reinforcement structure and a vehicle, wherein the vehicle cabin reinforcement structure includes a cabin longitudinal beam and a front wheel cover side beam extending along the length direction of the vehicle body, the rear ends of the cabin longitudinal beam and the front wheel cover side beam are connected by a front panel lower reinforcement beam, the middle parts of the cabin longitudinal beam and the front wheel cover side beam are connected by a front shock absorber tower, a first connecting plate is provided on the outer side of the cabin longitudinal beam along the width direction of the vehicle body, the front ends of the cabin longitudinal beam and the front wheel cover side beam are connected by the first connecting plate, thereby forming a first annular structure, and at the same time, a second connecting plate is also provided above the first connecting plate, the cabin longitudinal beam, the front wheel cover side beam, the first connecting plate and the second connecting plate surround and form a second annular structure, thereby forming a multi-annular reinforcement structure, which improves the structural strength and rigidity of the front cabin, strengthens the structural stability of the front cabin, reduces deformation, and optimizes the rationality of the layout.

[0004] The above-mentioned existing technologies transmit force between the two front cabin shock absorber tower structures and the vehicle frame, or transmit force through the two front cabin shock absorber towers connecting the crossbeam and the frame, as well as transmit force through the front cabin shock absorber towers and the vehicle body itself. With the requirements for vehicle quality, it is necessary to propose a new path to transmit force based on the traditional shock absorber tower transmission path, thereby improving the vehicle body strength and protecting the safety of the driver and passengers. Summary of the Invention

[0005] In response to the above problems, the present invention proposes a shock-absorbing tower structure in the front cabin of an automobile, comprising a shock-absorbing tower, a front wheel cover connecting crossbeam, a front windshield lower crossbeam and a front windshield middle crossbeam, wherein the outer surface of the shock-absorbing tower is fixedly connected to the front wheel cover connecting crossbeam, the upper surface of the front wheel cover connecting crossbeam is provided with a front windshield lower crossbeam, and the end face of the front windshield lower crossbeam is fixedly connected to the front windshield middle crossbeam; the front windshield middle crossbeam is parallel to the front wheel cover connecting crossbeam, and the front windshield middle crossbeam is located on the side of the front wheel cover connecting crossbeam away from the shock-absorbing tower; the side surface of the front windshield middle crossbeam is fixedly connected to the shock-absorbing tower.

[0006] Furthermore, the automobile front cabin shock-absorbing tower structure also includes a front windshield, which is fixedly mounted on the upper surface of the front windshield lower crossbeam; the front windshield is electrically connected to the upper surface of the front windshield middle crossbeam.

[0007] Furthermore, the automobile front cabin shock tower structure also includes an L-shaped bracket, the first outer surface of the L-shaped bracket is fixedly connected to the side surface of the front wheel cover connecting beam, and the second outer surface of the L-shaped bracket is fixedly connected to the lower surface of the front windshield lower beam.

[0008] Furthermore, the cross-section of the front wheel cover connecting beam is U-shaped, and the lower surface of the front wheel cover connecting beam is provided with reinforcing ribs.

[0009] Furthermore, it also includes a front wheel housing side beam inner plate, which is fixedly installed on the end face of the front windshield middle crossbeam close to the shock absorber tower; the front wheel housing side beam inner plate is fixedly connected to the side of the shock absorber tower away from the front windshield lower crossbeam.

[0010] Furthermore, the inner plate of the front wheel housing side beam is fixedly connected to the end surface of the front wind deflector close to the shock absorbing tower.

[0011] Furthermore, a side of the front wheel house side beam inner plate away from the front windshield center cross beam is connected to a front wheel house side beam outer plate.

[0012] Furthermore, a cavity is formed between the front wheel house side beam inner plate and the front wheel house side beam outer plate.

[0013] Furthermore, a front longitudinal beam inner plate and a front longitudinal beam outer plate are respectively installed on opposite sides of the outer surface of the shock absorber tower, and the front longitudinal beam inner plate and the front longitudinal beam outer plate are both located below the front wheel cover connecting crossbeam, and the front longitudinal beam outer plate and the front wheel cover side beam outer plate are both located on the same side of the shock absorber tower.

[0014] An automobile comprises a vehicle body, wherein the vehicle front cabin shock absorbing tower structure is provided on the vehicle body.

[0015] Beneficial effects of the present invention: 1. The automobile front cabin shock tower structure of the present invention forms the first main closed loop of the present invention through the shock tower → front wheelhouse connecting crossbeam → L-shaped bracket → front windshield lower crossbeam → front windshield middle crossbeam → shock tower, thereby improving the torsional stiffness of the entire vehicle and the suspension installation dynamic stiffness, thereby enhancing the strength of the vehicle body and protecting the safety of the driver and passengers.

[0016] 2. The automobile front cabin shock-absorbing tower structure of the present invention passes through the front wheel housing side beam outer plate → front wheel housing side beam inner plate → front windshield middle cross beam → shock-absorbing tower. Through the above-mentioned lateral force path, it can effectively suppress the Z-direction vibration harmonics, improve the torsional stiffness of the whole vehicle and the suspension installation point dynamic stiffness, and thus enhance the strength of the vehicle body.

[0017] 3. The shock-absorbing tower of the automobile front cabin shock-absorbing tower structure of the present invention is respectively connected to the front wheelhouse connecting crossbeam, the inner plate of the front longitudinal beam, and the inner plate of the front wheelhouse side beam to form three force transmission paths. The three paths are orthogonally coupled in the spatial dimension. Key nodes are connected by bolts and SPR (SPR commonly refers to Self-Piercing Riveting) rivets to achieve vector decomposition of dynamic loads, so that the multi-directional impact force generated by tire excitation is dissipated along the optimal path, thereby realizing an efficient and lightweight vehicle body front cabin structure.

[0018] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 A first angle schematic diagram of the overall structure of the automobile front cabin shock-absorbing tower structure in Example 1 of the present invention is shown.

[0021] Figure 2 A schematic diagram showing the longitudinal force path of the shock-absorbing tower structure of the front cabin of an automobile in Example 1 of the present invention is shown.

[0022] Figure 3 A second angle schematic diagram of the overall structure of the automobile front cabin shock-absorbing tower structure in Example 1 of the present invention is shown.

[0023] Figure 4 A schematic diagram showing the lateral force path of the shock-absorbing tower structure of the front cabin of an automobile in Example 1 of the present invention is shown.

[0024] Figure 5 A third angle schematic diagram of the overall structure of the automobile front cabin shock-absorbing tower structure in Example 1 of the present invention is shown.

[0025] Figure 6 A schematic diagram of a front wheel arch connecting beam of a front cabin shock tower structure of an automobile in embodiment 1 of the present invention is shown.

[0026] Figure 7 A schematic diagram showing the reinforcing ribs in the front wheelhouse connecting beam of the integral structure of the shock-absorbing tower structure of the front cabin of the automobile in Example 1 of the present invention is shown.

[0027] In the figure, 1. shock absorber tower; 2. front longitudinal beam inner plate; 3. front longitudinal beam outer plate; 4. front wheel cover connecting crossbeam; 5. front windshield lower crossbeam; 6. L-shaped bracket; 7. front windshield; 8. front windshield middle crossbeam; 9. front wheel cover side beam inner plate; 10. front wheel cover side beam outer plate; 11. bolts; 41. reinforcement ribs. DETAILED DESCRIPTION

[0028] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0029] Example 1, refer to Figure 1 A shock-absorbing tower structure for the front cabin of an automobile includes a shock-absorbing tower 1, a front wheel cover connecting crossbeam 4, a front windshield lower crossbeam 5 and a front windshield middle crossbeam 8. The outer surface of the shock-absorbing tower 1 is fixedly connected to the front wheel cover connecting crossbeam 4, the upper surface of the front wheel cover connecting crossbeam 4 is provided with a front windshield lower crossbeam 5, and the end face of the front windshield lower crossbeam 5 is fixedly connected to the front windshield middle crossbeam 8; the front windshield middle crossbeam 8 is parallel to the front wheel cover connecting crossbeam 4, and the front windshield middle crossbeam 8 is located on the side of the front wheel cover connecting crossbeam 4 away from the shock-absorbing tower 1; the side surface of the front windshield middle crossbeam 8 close to the shock-absorbing tower 1 is fixedly connected to the shock-absorbing tower 1.

[0030] Specifically, the shock tower 1 and the front wheelhouse connecting crossbeam 4 are designed to be connected in the Z-direction (i.e., vertically), using bolts 11 for threaded connection. Bolts 11 are large-flange bolts. The connection surface between the front wheelhouse connecting crossbeam 4 and the shock tower 1 features a single, high-thickness feature, which improves matching accuracy and eliminates the risk of insufficient shear force during threaded connection. The front windshield lower crossbeam 5 and the front windshield plate 7 are connected via Z-direction spot welding; the front windshield plate 7 and the front windshield center crossbeam 8 are also connected via Z-direction spot welding; and the front windshield center crossbeam 8 and the shock tower 1 are threaded in the Z-direction using bolts 11. The double-ring design of the front wheelhouse connecting crossbeam 4 and the front windshield center crossbeam 8 creates a spatial truss structure.

[0031] refer to Figure 2 The main closed loop (i.e., the longitudinal force path) of the present invention, wherein the first main closed loop passes through the shock absorber tower 1 → front wheel cover connecting crossbeam 4 → L-shaped bracket 6 → front windshield lower crossbeam 5 → front windshield middle crossbeam 8 → shock absorber tower 1, forming the first main closed loop of the present invention, and its force transmission path is a1 → a2 → a4 → a6, thereby improving the torsional stiffness of the whole vehicle and the suspension installation dynamic stiffness, thereby improving the strength of the vehicle body.

[0032] In the above embodiment, another optional implementation is that the automobile front cabin shock-absorbing tower structure also includes a front windshield 7, which is fixedly mounted on the upper surface of the front windshield lower crossbeam 5; the front windshield 7 is located on the upper surface of the front windshield middle crossbeam 8, and the front windshield 7 is fixedly connected to the front windshield middle crossbeam 8.

[0033] refer to Figure 2 The main closed loop of the present invention (i.e., the longitudinal force path), wherein the second main closed loop passes through the shock absorber tower 1→front wheel housing connecting crossbeam 4→L-shaped bracket 6→front windshield lower crossbeam 5→front windshield plate 7→front windshield middle crossbeam 8→shock absorber tower 1, forming the second main closed loop of the present invention, and its force transmission path is a1→a2→a3→a5→a6; the main closed loop of the present invention is composed of the first main closed loop and the second main closed loop, thereby realizing the diversity of force transmission, improving the torsional stiffness of the whole vehicle and the suspension installation point dynamic stiffness, and thus improving the strength of the vehicle body.

[0034] refer to Figure 3 The vehicle's front cabin shock tower structure also includes an L-shaped bracket 6. The first outer surface of the L-shaped bracket 6 (i.e., the vertical outer surface of the L-shaped bracket 6) is fixedly connected to the side surface of the front wheelhouse connecting crossbeam 4. The second outer surface of the L-shaped bracket 6 (i.e., the horizontal outer surface of the L-shaped bracket 6) is fixedly connected to the lower surface of the front windshield lower crossbeam 5. Specifically, the front wheelhouse connecting crossbeam 4 and the L-shaped bracket 6 are screwed together in the X direction via bolts 11. The front wheelhouse connecting crossbeam 4 is made of high-pressure die-cast, heat-treatment-free aluminum alloy. The L-shaped bracket 6 and the front windshield lower crossbeam 5 are screwed together in the Z direction via bolts 11. This provides greater process flexibility, meeting the conflicting C-point styling requirements of different vehicles and achieving platform benefits.

[0035] refer to Figure 6 The cross section of the front wheel cover connecting beam 4 is U-shaped, and the lower surface of the front wheel cover connecting beam 4 is provided with a reinforcing rib 41 (reference Figure 7 ).

[0036] Specifically, the front wheel cover connecting beam 4 is a Y-axis connecting beam, which connects the left and right shock absorber towers 1, thereby forming a framework for the main force of the front cabin, improving the torsional stiffness of the entire vehicle and the dynamic stiffness performance of the front suspension installation; the front wheel cover connecting beam 4 is designed to be a U-shaped structure, and an arched cross-section is formed through topological optimization to achieve rigid coupling of the left and right shock absorber towers 1; force is transmitted, and a high-performance lightweight design is achieved by setting reinforcing ribs 41, which improves the stiffness of the front wheel cover connecting beam 4 while strengthening the force transmission path between the shock absorber tower 1 and the front windshield lower beam 5. The X-axis screw connection of the front wheel cover connecting beam 4 adopts a staggered double-row bolt layout (spacing 40mm), and a 1.5° tilt mounting hole is used to compensate for the thermal expansion differences of different materials (aluminum alloy / high-strength steel).

[0037] refer to Figure 1 The automobile front cabin shock-absorbing tower structure also includes a front wheel housing side beam inner plate 9, which is fixedly mounted on the end face of the front windshield middle crossbeam 8 close to the shock-absorbing tower 1; the front wheel housing side beam inner plate 9 is located on the side of the shock-absorbing tower 1 away from the front windshield lower crossbeam 5.

[0038] Specifically, the shock absorber tower 1 and the front wheel house side beam inner plate 9 are riveted together by double-row SPR (SPR commonly refers to self-piercing riveting) in the Y and Z directions; the front wheel house side beam inner plate 9 and the front wheel house side beam outer plate 10 are connected by Y-direction spot welding; the front wheel house side beam inner plate 9 and the front windshield center cross beam 8 are screwed together in the Y direction by bolts 11.

[0039] refer to Figure 4 , the lateral force path of the invention, wherein the first transmission path passes through the front wheel house side beam outer plate 10 → the front wheel house side beam inner plate 9 → the front windshield center beam 8 → the shock absorber tower 1, forming the first transmission path of the invention, and its force transmission path is b1 → b4 → b3; wherein the front wheel house side beam inner plate 9 → the front windshield center beam 8 → the shock absorber tower 1 → the front wheel house side beam inner plate 9, forms a secondary ring transmission, thereby improving the structural stability; through the above-mentioned lateral force path, the Z-direction vibration harmonics can be effectively suppressed, and the double-ring structure forms a stiffness coupling through the bolt node.

[0040] Furthermore, the longitudinal force path and the lateral force path realize the transmission path of forces in two directions, realize the optimization of the vehicle body structure, and realize the composite force transmission sub-channel in the XZ plane, avoiding the design problem of a single transmission path and an overly weak end.

[0041] refer to Figure 4The end face of the front windshield 7 near the shock tower 1 is fixedly connected to the front wheelhouse side beam inner plate 9. Specifically, the invention's lateral force path, wherein the second transmission path passes through the front wheelhouse side beam outer plate 10 → the front wheelhouse side beam inner plate 9 → the front windshield 7 → the front windshield center crossbeam 8 → the shock tower 1, forms the invention's first transmission path, whose force transmission path is b1 → b2 → b5 → b3. This lateral force path effectively suppresses Z-direction vibration harmonics, and the double-ring structure forms stiffness coupling through the bolt nodes.

[0042] refer to Figure 3 The side of the front wheelhouse side beam inner plate 9 away from the front windshield center cross member 8 is connected to the front wheelhouse side beam outer plate 10; a cavity is formed between the front wheelhouse side beam inner plate 9 and the front wheelhouse side beam outer plate 10. Furthermore, the cavity facilitates the transmission and dispersion of force, while also improving the strength of the connection between the front wheelhouse side beam inner plate 9 and the front wheelhouse side beam outer plate 10 and being able to withstand greater impact forces.

[0043] refer to Figure 5 The front longitudinal beam inner plate 2 and the front longitudinal beam outer plate 3 are respectively installed on the opposite sides of the outer surface of the shock absorber tower 1. The front longitudinal beam inner plate 2 and the front longitudinal beam outer plate 3 are both located below the front wheel cover connecting cross beam 4, and the front longitudinal beam outer plate 3 and the front wheel cover side beam outer plate 10 are both located on the same side of the shock absorber tower 1.

[0044] Specifically, the shock tower 1 and the front longitudinal beam inner panel 2 are designed to be connected in the Y direction using a self-piercing riveting (SPR) connection. The front longitudinal beam inner panel 2 and the front longitudinal beam outer panel 3 are connected in the Y direction using spot welding and bolts 11. This path is one of the main transmission paths for the shock tower 1, transmitting force from the shock tower 1 to the front longitudinal beam inner panel 2, and then through the entire longitudinal beam (including the cavity formed by the front longitudinal beam inner panel 2 and the front longitudinal beam outer panel 3). This is more stable than a transmission path that only connects to the front longitudinal beam outer panel 3. It also effectively reduces stress at the top of the shock tower 1, alleviating the difficulty of designing for strength and fatigue issues. This in turn reduces thickness and the number of reinforcing ribs, resulting in a more rational design and providing the necessary support for the lightweight design of the shock tower 1.

[0045] The overall design of this invention enhances vehicle performance, meeting overall vehicle fatigue requirements. Simultaneously, through lightweight design and a multi-ring structure, it eliminates the design redundancy inherent in a single reinforcement solution. The lightweight body and multi-path cage structure achieve both lightweight and high rigidity, meeting the platform expansion needs of new energy vehicles.

[0046] Furthermore, the shock tower 1 forms three force transmission paths with the front wheelhouse connecting crossbeam 4, the front longitudinal beam inner panel 2, and the front wheelhouse side member inner panel 9. These three paths form orthogonal coupling in the spatial dimension. Key nodes are connected via bolts 11 and SPR (SPR commonly refers to self-piercing rivets) riveting to achieve vector decomposition of dynamic loads. This allows the multi-directional impact forces generated by tire excitation to be dissipated along optimal paths, resulting in a highly efficient and lightweight front compartment structure. The present invention effectively suppresses Z-axis vibration harmonics, and the double-loop structure forms stiffness coupling through the nodes of bolts 11. This achieves a maximally closed-loop structure. The load transmitted from the tire to the road is transmitted to the shock tower 1 via the suspension. The shock tower 1 primarily transmits force through this path, achieving a cage-like design and a high-performance, lightweight body structure.

[0047] Specifically, the bolt connections and SPR (SPR commonly refers to self-piercing riveting) riveting at key nodes (such as the connection between the front wheel cover connecting beam 4 and the L-shaped bracket 6, the connection between the L-shaped bracket 6 and the front windshield lower beam 5, the connection between the front wheel cover connecting beam 4 and the shock absorber tower 1, the connection between the shock absorber tower 1 and the front windshield middle beam 8, the connection between the front windshield 7, the front windshield middle beam 8 and the front wheel cover side beam inner plate 9, the connection between the front wheel cover side beam inner plate 9 and the front wheel cover side beam outer plate 10, etc.) realize the vector decomposition of dynamic loads, so that the multi-directional impact force generated by the tire excitation is dissipated along the optimal path to achieve an efficient and lightweight vehicle body front cabin structure.

[0048] Example 2, An automobile comprises a vehicle body, on which the automobile front cabin shock-absorbing tower structure of embodiment 1 is arranged.

[0049] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A shock-absorbing tower structure for the front cabin of an automobile, characterized in that: The invention comprises a shock absorbing tower (1), a front wheel cover connecting crossbeam (4), a front windshield lower crossbeam (5) and a front windshield middle crossbeam (8), wherein the outer surface of the shock absorbing tower (1) is fixedly connected to the front wheel cover connecting crossbeam (4), the upper surface of the front wheel cover connecting crossbeam (4) is provided with a front windshield lower crossbeam (5), and the end surface of the front windshield lower crossbeam (5) is fixedly connected to the front windshield middle crossbeam (8); the front windshield middle crossbeam (8) is parallel to the front wheel cover connecting crossbeam (4), and the front windshield middle crossbeam (8) is located on a side of the front wheel cover connecting crossbeam (4) away from the shock absorbing tower (1); and the side surface of the front windshield middle crossbeam (8) is fixedly connected to the shock absorbing tower (1).

2. The automobile front cabin shock tower structure according to claim 1, characterized in that: The automobile front cabin shock-absorbing tower structure further comprises a front windshield (7), wherein the front windshield (7) is fixedly mounted on the upper surface of the front windshield lower crossbeam (5); and the front windshield (7) is electrically connected to the upper surface of the front windshield middle crossbeam (8).

3. The automobile front cabin shock tower structure according to claim 1 or 2, characterized in that: The automobile front cabin shock tower structure further comprises an L-shaped bracket (6), a first outer surface of the L-shaped bracket (6) being fixedly connected to a side surface of a front wheel cover connecting crossbeam (4), and a second outer surface of the L-shaped bracket (6) being fixedly connected to a lower surface of a front windshield lower crossbeam (5).

4. The automobile front cabin shock tower structure according to claim 1, characterized in that: The cross section of the front wheel cover connecting cross beam (4) is U-shaped, and a reinforcing rib (41) is provided on the lower surface of the front wheel cover connecting cross beam (4).

5. The automobile front cabin shock tower structure according to claim 2, characterized in that: It also includes a front wheel cover side beam inner plate (9), which is fixedly mounted on the end surface of the front windshield middle crossbeam (8) close to the shock absorber tower (1); and the front wheel cover side beam inner plate (9) is fixedly connected to the side of the shock absorber tower (1) away from the front windshield lower crossbeam (5).

6. The automobile front cabin shock tower structure according to claim 5, characterized in that: The front wheel cover side beam inner plate (9) is fixedly connected to the end surface of the front wind deflector (7) close to the shock absorbing tower (1).

7. The automobile front cabin shock tower structure according to claim 5 or 6, characterized in that: The side of the front wheel cover side beam inner plate (9) away from the front windshield middle cross beam (8) is connected to the front wheel cover side beam outer plate (10).

8. The automobile front cabin shock tower structure according to claim 7, characterized in that: A cavity is formed between the front wheel cover side beam inner plate (9) and the front wheel cover side beam outer plate (10).

9. The automobile front cabin shock tower structure according to claim 1, characterized in that: A front longitudinal beam inner plate (2) and a front longitudinal beam outer plate (3) are respectively installed on opposite sides of the outer surface of the shock absorber tower (1), the front longitudinal beam inner plate (2) and the front longitudinal beam outer plate (3) are both located below the front wheel cover connecting crossbeam (4), and the front longitudinal beam outer plate (3) and the front wheel cover side beam outer plate (10) are both located on the same side of the shock absorber tower (1).

10. An automobile, characterized in that: The vehicle comprises a vehicle body, on which the automobile front cabin shock-absorbing tower structure according to any one of claims 1 to 9 is arranged.

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