Front wall assembly and vehicle

Abstract

The invention discloses a front wall assembly and a vehicle, the front wall assembly comprises a front wall inner plate and a front wall reinforcing plate, the front wall inner plate is arranged in an arc shape, so that an impact dispersion arc surface is formed on the surface of one side of the front wall inner plate; the front wall reinforcing plate is connected with the side, away from the impact dispersion cambered surface, of the front wall inner plate in the first direction and matched with the front wall inner plate to form at least three energy absorption cavities which are sequentially arranged at intervals, the ends, away from the front wall inner plate, of the at least three energy absorption cavities are located on the same virtual arc line, and the impact dispersion cambered surface and the virtual arc line are the same in concave direction. And the impact dispersion cambered surface is not intersected with the virtual arc line. Therefore, the front wall reinforcing plate and the front wall inner plate form at least three energy absorption cavities which are sequentially arranged at intervals, virtual arcs formed by the ends of the at least three energy absorption cavities are the same as the sunken direction of the impact dispersion cambered surface, and the virtual arcs do not intersect with the impact dispersion cambered surface, so that the impact dispersion cambered surface can be prevented from being damaged when being impacted. The impact force can be easily dispersed through the at least three energy absorption cavities, and the impact performance is improved.

Description

Technical Field

[0001] The present application relates to the field of automotive technology, and in particular to a front panel assembly and a vehicle. Background Art

[0002] With the rapid development of my country's automotive industry, the consumer market is placing increasing emphasis on vehicle safety performance. The dash assembly has always been a key component in frontal collisions, serving as the boundary between the interior and exterior of the vehicle cabin. Therefore, the dash assembly requires sufficient strength to ensure that the barrier does not intrude into the cabin and injure occupants during a collision.

[0003] However, traditional front panel assemblies are generally welded together from multiple fragmented sheet metal parts. They have a complex structure, are heavy, and have complex production processes. The collision force cannot be transmitted well, resulting in a large amount of barrier intrusion when the vehicle collides, posing a risk of causing serious injury to the occupants in the cabin. Summary of the Invention

[0004] The main purpose of this application is to provide a front panel assembly and a vehicle, aiming to solve the above-mentioned technical problems existing in the prior art.

[0005] In order to solve the relevant technical problems, the present application provides a front panel assembly, which includes a front panel inner panel and a front panel reinforcement plate. The front panel inner panel is arranged in an arc shape so that one side surface of the front panel inner panel forms an impact dispersion arc surface; the front panel reinforcement plate is connected to the side of the front panel inner panel away from the impact dispersion arc surface in a first direction, and the front panel reinforcement plate and the front panel inner panel cooperate to form at least three energy absorption cavities arranged in sequence, wherein at least three energy absorption cavities are located on the same virtual arc line away from the end of the front panel inner panel, the impact dispersion arc surface and the virtual arc are in the same concave direction, and the impact dispersion arc surface does not intersect with the virtual arc.

[0006] In some embodiments, the dash reinforcement plate includes a first reinforcement member, which forms a first energy absorption cavity with the dash inner panel. A portion of the first reinforcement member is provided with a recessed portion, which is recessed toward the dash inner panel.

[0007] In some embodiments, the recessed portion includes a recessed groove and a recessed plate. The recessed groove is located in the middle of the first reinforcement. The recessed groove is recessed toward the front inner panel. A connecting through hole is provided at the bottom of the recessed groove. The peripheral side of the recessed plate is connected to the side of the recessed groove away from the front inner panel, and passes through the connecting through hole. The end of the recessed plate away from the recessed groove is connected to the front inner panel.

[0008] In some embodiments, the front panel reinforcement plate includes a second reinforcement member, the second reinforcement member includes a first vertical plate, a curved horizontal plate and a supporting inclined plate, the first vertical plate is spaced apart from the front panel inner plate in a first direction, one end of the first vertical plate is connected to the first reinforcement, and at least a portion of the end of the first vertical plate away from the first reinforcement is connected to the curved horizontal plate through the supporting inclined plate to form a second energy absorption cavity with the front panel inner plate.

[0009] In some embodiments, the front panel reinforcement plate includes a third reinforcement member, the third reinforcement member includes a second vertical plate, an intermediate connecting plate and a third vertical plate, the two ends of the first vertical plate are respectively connected to the curved horizontal plate and the intermediate connecting plate, the intermediate connecting plate is spaced apart from the front panel inner plate in the second direction, and the two ends of the third vertical plate are respectively connected to the intermediate connecting plate and the front panel inner plate to form a third energy absorption cavity facing away from the front panel inner plate in the second direction.

[0010] In some embodiments, the front panel inner panel includes a front panel main body and a curved extension portion connected in sequence in the second direction, the front panel main body is arranged corresponding to the front panel reinforcement plate, an end of the curved extension portion away from the front panel main body is extended in the first direction away from the front panel reinforcement plate, an end of the second vertical plate close to the curved horizontal plate is arranged corresponding to the front panel main body, and the third vertical plate is connected to the curved extension portion.

[0011] In some embodiments, the front panel assembly includes an internal reinforcement plate, which is located in the third energy absorption cavity. The internal reinforcement plate is spaced apart from the middle connecting plate and the front panel inner plate in the second direction, so as to separate at least part of the third energy absorption cavity into a fourth energy absorption cavity and a fifth energy absorption cavity in the second direction.

[0012] In some embodiments, the front panel reinforcement plate includes two side reinforcements, the front panel inner plate includes two front panel side portions, the two front panel side portions are respectively connected to the front panel main portion and one end of the curved extension portion in a third direction, the two side reinforcements are respectively located at one end of the front panel reinforcement plate in the third direction, the side reinforcements are arranged corresponding to the front panel side portions, and the outer periphery to the middle of the side reinforcements gradually recesses toward the front panel side portions.

[0013] In some embodiments, the first reinforcement, the third reinforcement and the side reinforcement are respectively provided with a first connecting plate, a second connecting plate and a third connecting plate at one end close to each other. The first connecting plate, the second connecting plate and the third connecting plate are extended in the first direction and connected to each other to form a longitudinal beam installation opening.

[0014] In order to solve the relevant technical problems, the present application also provides a vehicle, which includes the above-mentioned front panel assembly.

[0015] Compared with the prior art, the front panel assembly provided by the present application includes a front panel inner panel and a front panel reinforcement plate. The front panel inner panel is arranged in an arc shape so that one side surface of the front panel inner panel forms an impact dispersion arc surface; the front panel reinforcement plate is connected to the side of the front panel inner panel away from the impact dispersion arc surface in a first direction, and the front panel reinforcement plate and the front panel inner panel cooperate to form at least three energy absorption cavities arranged in sequence, wherein at least three energy absorption cavities are located on the same virtual arc line away from the end of the front panel inner panel, the impact dispersion arc surface and the virtual arc have the same concave direction, and the impact dispersion arc surface does not intersect with the virtual arc. Through the above-mentioned embodiment, the front panel reinforcement plate and the front panel inner panel form at least three energy-absorbing cavities that are arranged in sequence at intervals. The virtual arcs formed at the ends of the at least three energy-absorbing cavities have the same concave direction as the impact dispersion arc surface, and the virtual arcs do not intersect with the impact dispersion arc surface, so that the at least three energy-absorbing cavities are arranged corresponding to the impact dispersion arc surface. When an impact occurs, the three energy-absorbing cavities can absorb the impact force more evenly and distribute the impact force evenly to the front panel inner panel, and then the front panel inner panel distributes the impact force to the surroundings, thereby reducing the intrusion of the barrier into the cockpit and improving the impact performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 This is a structural schematic diagram of an embodiment of a front panel assembly provided by the present application;

[0018] Figure 2 yes Figure 1 The disassembled structure diagram of the front panel assembly is shown;

[0019] Figure 3 yes Figure 2 A schematic structural diagram of an embodiment of a front inner panel is shown;

[0020] Figure 4 yes Figure 1 A cross-sectional view of the front panel assembly along the AA direction is shown;

[0021] Figure 5 yes Figure 2 A schematic structural diagram of an embodiment of a first reinforcement member is shown;

[0022] Figure 6 yes Figure 5 A schematic diagram of the disassembled structure of the first reinforcement member shown;

[0023] Figure 7 yes Figure 2A schematic structural diagram of an embodiment of a second reinforcement member is shown;

[0024] Figure 8 yes Figure 2 A schematic structural diagram of an embodiment of a third reinforcement member is shown;

[0025] Figure 9 yes Figure 4 The enlarged structural diagram of the front panel assembly shown in the dotted box O;

[0026] Figure 10 yes Figure 2 A schematic structural diagram of an embodiment of a third reinforcement member and an internal reinforcement plate is shown;

[0027] Figure 11 yes Figure 1 A cross-sectional view of another embodiment of the front inner panel along the AA direction is shown;

[0028] Figure 12 yes Figure 1 The enlarged structural diagram of the front panel assembly shown in the dotted frame I.

[0029] Reference numerals: dash assembly 10; dash inner panel 100; impact dispersion arc surface 140; dash main portion 110; curved extension portion 120; dash side portion 130; dash reinforcement plate 200; virtual arc line 250; first reinforcement member 210; first energy absorbing cavity 260; recessed portion 211; recessed groove 2111; recessed plate 2112; connecting through hole 2113; first connecting plate 212; second reinforcement member 220; first vertical plate 221; Curved transverse plate 222; supporting inclined plate 223; second energy absorbing cavity 270; third reinforcement 230; second vertical plate 231; intermediate connecting plate 232; third vertical plate 233; third energy absorbing cavity 280; second connecting plate 234; longitudinal beam mounting opening 235; internal reinforcement plate 300; fourth energy absorbing cavity 310; fifth energy absorbing cavity 320; side reinforcement 240; third connecting plate 241; first direction X; second direction Z; third direction Y. DETAILED DESCRIPTION

[0030] The following embodiments of the technical solution of the present application will be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application and are therefore only examples and are not intended to limit the scope of protection of the present application.

[0031] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0032] In the description of the embodiments of the present application, technical terms such as "first" and "second" are only used to distinguish different objects and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features.

[0033] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0034] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0035] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0036] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present application 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 a limitation on the embodiments of the present application.

[0037] In the description of the embodiments of the present application, unless otherwise expressly specified or limited, technical terms such as "installed," "connected," "connected," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; internal connections between two components or interactions between two components. Those skilled in the art can understand the specific meanings of the above terms in the embodiments of the present application based on specific circumstances.

[0038] With the rapid development of my country's automotive industry, the consumer market is placing increasing emphasis on vehicle safety performance. The dash assembly has always been a key component in frontal collisions, serving as the boundary between the interior and exterior of the vehicle. Therefore, it requires sufficient strength to ensure that the barrier does not intrude into the cabin and injure occupants during a collision. However, traditional dash assemblies are typically welded together from multiple fragmented sheet metal components, resulting in complex structures, high weight, and complex production processes. This poorly transmits collision forces, resulting in significant barrier intrusion during a collision, causing significant injury to occupants.

[0039] In order to solve the relevant technical problems, the present application provides a vehicle, which includes the following front panel assembly 10, one end of the front panel assembly 10 is connected to the A-pillar assembly and the vehicle body longitudinal beam, and the other end of the front panel assembly 10 is connected to the cabin longitudinal beam, so that the impact force can be transmitted to the A-pillar assembly and the cabin longitudinal beam through the front panel assembly 10, so as to reduce the risk of serious injury to the occupants in the cabin.

[0040] In order to solve the related technical problems, the present application also provides a front panel assembly 10, please refer to Figures 1 to 4 , Figure 1 It is a structural schematic diagram of an embodiment of the front panel assembly provided by the present application. Figure 2 yes Figure 1 The diagram shows the disassembled structure of the front panel assembly. Figure 3 yes Figure 2 The structure diagram of an embodiment of the front inner panel is shown. Figure 4 yes Figure 1 The cross-sectional view of the front panel assembly along the AA direction is shown.

[0041] The front panel assembly 10 includes a front panel inner panel 100 and a front panel reinforcement plate 200. The front panel inner panel 100 is arranged in an arc shape so that a collision dispersion arc surface 140 is formed on one side surface of the front panel inner panel 100; the front panel reinforcement plate 200 is connected to the side of the front panel inner panel 100 away from the collision dispersion arc surface 140 in the first direction X, and the front panel reinforcement plate 200 and the front panel inner panel 100 cooperate to form at least three energy absorption cavities arranged in sequence, wherein the ends of at least three energy absorption cavities away from the front panel inner panel 100 are located on the same virtual arc line 250, the collision dispersion arc surface 140 and the virtual arc line 250 have the same concave direction, and the collision dispersion arc surface 140 and the virtual arc line 250 do not intersect.

[0042] The cowl inner panel 100 is positioned on the side of the cowl assembly 10 closest to the vehicle's cabin in a first direction X. The cowl inner panel 100 is curved. The first direction X can be understood as the vehicle's front-to-back direction. Specifically, the center portion of the cowl inner panel 100 is recessed in the first direction X, away from the cabin. This positions the ends of the cowl inner panel 100 in the second direction Z and the third direction Y closer to the cabin. This creates a curved shape for the cowl inner panel 100, forming an impact dispersion arc 140 on the cabin-facing side of the cowl inner panel 100. The second direction Z can be understood as the vehicle's height, and the third direction Y can be understood as the vehicle's width. When the cowl inner panel 100 is impacted, this helps disperse the impact force to all sides, thereby improving the crashworthiness of the cowl assembly 10. For example, the cowl assembly 10 may include a cowl main portion 110, a curved extension portion 120, and two cowl side portions 130. The cowl main portion 110 may be divided into a first main portion and a second main portion. The first main portion, the second main portion, and the curved extension portion 120 are sequentially connected. The two cowl side portions 130 may be connected to the first main portion, the second main portion, and one end of the curved extension portion 120, respectively, in a third direction Y. The first main portion is arranged along a second direction Z, and the second main portion is arranged obliquely. The oblique arrangement can be understood as the end of the second main portion away from the first main portion gradually moving away from the first main portion in a first direction X. The curved extension portion 120 is arranged along the first direction X, thereby forming an impact dispersion arc surface 140 on the cowl inner panel 100 that curves in the first direction X. Furthermore, the two front dash side portions 130 are respectively connected to one end of the entire front dash main portion 110 and the curved extension portion 120 in the third direction Y. They can also be arranged obliquely toward the passenger compartment in the first direction X, thereby forming a curved surface on the front dash inner panel 100 that curves in the third direction Y. This, in turn, forms an impact dispersion curved surface 140 on the front dash inner panel 100 that curves in both the first direction X and the third direction Y. Furthermore, the dimension between the ends of the second main portion and the curved extension portion 120 can gradually increase in the third direction Y, thereby allowing the connection between the front dash side portion 130, the second main portion, and the curved extension portion 120 to also extend obliquely. This further facilitates the transmission of impact force between the front dash side portion 130 and the front dash main portion 110 and the curved extension portion 120, allowing the impact force to be more smoothly transmitted to the ends of the front dash inner panel 100 in the third direction Y, thereby reducing the risk of the impact force penetrating the passenger compartment.

[0043] The dash reinforcement plate 200 is connected to the side of the dash inner panel 100 facing away from the impact dispersion arc 140 in the first direction X. The dash reinforcement plate 200 is formed with at least three protrusions spaced apart in the first direction X, oriented away from the dash inner panel 100. This allows the dash reinforcement plate 200 and the dash inner panel 100 to cooperate to form at least three spaced-apart energy-absorbing cavities. Each of the at least three energy-absorbing cavities can extend along the third direction Y and be spaced apart along the side of the dash inner panel 100 facing away from the impact dispersion arc 140 in the second direction Z. This allows the at least three energy-absorbing cavities to cover a larger area of ​​the dash inner panel 100, providing comprehensive protection. The at least three energy-absorbing cavities can be located along the side of the dash inner panel 100 facing away from the impact dispersion arc 140 in the first direction X, and the ends of the at least three energy-absorbing cavities facing away from the dash inner panel 100 can form a virtual arc 250. The virtual arc 250 can be understood as a virtual arc formed by connecting the ends of at least three protrusions away from the dash inner panel 100 in the first direction X. The concave direction of the virtual arc 250 is the same as that of the impact dispersion curved surface 140, and the virtual arc 250 does not intersect the impact dispersion curved surface 140. The extension lines of the two ends of the virtual arc 250 in the first direction X also do not intersect the impact dispersion curved surface 140. As an example, as shown in FIG4 , the curvature of the impact dispersion curved surface 140 in the first direction X can be referenced by the curvature of the dashed line P. The virtual arc 250 can be spaced apart from the impact dispersion curved surface 140 in the first direction X, and the two can be parallel, that is, have the same curvature, so that they do not intersect. As another example, the virtual arc 250 can be spaced apart from the impact dispersion curved surface 140 in the first direction X, and the curvature of the virtual arc 250 can be less than that of the impact dispersion curved surface 140, so that they do not intersect. In some other embodiments, the number of energy absorbing cavities is greater, such as four, five, or six, and the multiple energy absorbing cavities are arranged at intervals and distributed on the side of the front inner panel 100 away from the impact dispersion arc surface 140.

[0044] Through the above embodiment, the front panel reinforcement plate 200 and the front panel inner panel 100 form at least three energy-absorbing cavities that are arranged in sequence at intervals. The virtual arc 250 formed at the end of the at least three energy-absorbing cavities is in the same direction as the concave direction of the impact dispersion arc surface 140, and the virtual arc 250 does not intersect with the impact dispersion arc surface 140, so that at least three energy-absorbing cavities are arranged corresponding to the impact dispersion arc surface 140. When an impact occurs, the three energy-absorbing cavities can absorb the impact force more evenly and distribute the impact force evenly to the front panel inner panel 100, and then the front panel inner panel 100 distributes the impact force to the surroundings, thereby reducing the intrusion of the barrier into the cockpit and improving the impact performance.

[0045] See also Figure 5 , Figure 5 yes Figure 2 FIG. 1 is a schematic structural diagram of an embodiment of a first reinforcement member shown in FIG.

[0046] In some embodiments, the front wall reinforcement plate 200 includes a first reinforcement 210 , which forms a first energy absorption cavity 260 with the front wall inner panel 100 . A partial area of ​​the first reinforcement 210 is provided with a recessed portion 211 , which is recessed toward the front wall inner panel 100 .

[0047] The first reinforcement 210 is positioned on the side of the dash inner panel 100 facing away from the impact dispersion arc 140 and forms a first energy-absorbing cavity 260 with the dash inner panel 100. The first reinforcement 210 is provided with a recessed portion 211, which is recessed toward the dash inner panel 100. The recessed portion 211 partially occupies the space of the first energy-absorbing cavity 260, creating a concave-convex structure on the first reinforcement 210 and enhancing its structural strength. The end of the recessed portion 211 proximal to the dash inner panel 100 is connected to the dash inner panel 100, thereby increasing the number of contact points between the first reinforcement 210 and the dash inner panel 100 and increasing the force transmission area, thereby facilitating the transmission of impact force. The recessed portion 211 is surface-to-surface connected to the dash inner panel 100 to reduce localized stress on the dash inner panel 100 during an impact and minimize intrusion into the passenger compartment. Specifically, the first reinforcement 210 may include a vertical plate and two transverse plates connected to the ends of the vertical plate in the second direction Z. The vertical plate is arranged in the second direction Z, and the two transverse plates are arranged in the first direction X, thereby forming a first energy-absorbing cavity 260 with the dash inner panel 100. The two transverse plates are each provided with a flange extending in the second direction Z at one end away from the vertical plate. The flange is used to connect to the dash inner panel 100 and other components, thereby enhancing the connection strength of the first reinforcement plate. The recessed portion 211 may be formed by recessing the vertical plate and the transverse plate adjacent to the lower transverse plate toward the first energy-absorbing cavity 260. This not only preserves the first energy-absorbing cavity 260 but also adds the recessed portion 211.

[0048] In some embodiments, the size of the recessed portion 211 in the third direction Y can gradually decrease from the first reinforcement 210 to the cowl inner panel 100, forming a trapezoidal shape. This improves the structural strength of the recessed portion 211. The size of the recessed portion 211 in the third direction Y can be smaller than the size of the first energy absorbing cavity 260 in the third direction Y, leaving two larger cavities at both ends of the recessed portion 211 in the third direction Y, further improving the structural strength of the first reinforcement 210. At least one of the larger cavities can be provided with a wiring hole to provide a location for wiring harnesses.

[0049] See also Figure 6 , Figure 6 yes Figure 5 Schematic diagram of the disassembled structure of the first reinforcement shown.

[0050] In some embodiments, the recessed portion 211 includes a recessed groove 2111 and a recessed plate 2112. The recessed groove 2111 is located in the middle of the first reinforcement 210. The recessed groove 2111 is recessed toward the front inner panel 100. A connecting through hole 2113 is provided at the bottom of the recessed groove 2111. The peripheral side of the recessed plate 2112 is connected to the side of the recessed groove 2111 away from the front inner panel 100, and passes through the connecting through hole 2113. The end of the recessed plate 2112 away from the recessed groove 2111 is connected to the front inner panel 100.

[0051] The recessed portion 211 can be formed by a recessed groove 2111 and a recessed plate 2112. Specifically, the recessed groove 2111 is recessed toward the front inner panel 100 and is spaced apart from the front inner panel 100. A connecting through-hole 2113 is provided at one end of the recessed groove 2111 close to the front inner panel 100, that is, a connecting through-hole 2113 is provided at the bottom of the recessed groove 2111 and passes through the two opposite surfaces of the recessed groove 2111. The recessed plate 2112 is passed through the connecting through-hole 2113 to cover the connecting through-hole 2113. The peripheral side of one end of the recessed plate 2112 is connected to the side of the recessed groove 2111 away from the front inner panel 100, and the end of the recessed plate 2112 away from the recessed groove 2111 is connected to the front inner panel 100. When impacted, the first reinforcement 210 can transmit the impact force to the front inner panel 100 through the concave plate 2112. When the impact force is large, the concave plate 2112 will preferentially contact the front inner panel 100. After the force on the concave plate 2112 reaches a threshold, the concave plate 2112 can fall off from the recessed groove 2111, thereby reducing the contact points between the first reinforcement 210 and the front inner panel 100. Since the concave plate 2112 is located in the middle of the front inner panel 100, the first reinforcement 210 can transmit the impact force more to both sides, thereby reducing the risk of the impact force invading the cabin.

[0052] See also Figure 7 , Figure 7 yes Figure 2 FIG. 1 is a schematic structural diagram of an embodiment of a second reinforcement member shown in FIG.

[0053] In some embodiments, the front panel reinforcement plate 200 includes a second reinforcement 220, and the second reinforcement 220 includes a first vertical plate 221, a curved transverse plate 222 and a supporting inclined plate 223. The first vertical plate 221 is spaced apart from the front panel inner panel 100 in the first direction X, and one end of the first vertical plate 221 is connected to the first reinforcement 210. At least a portion of the end of the first vertical plate 221 away from the first reinforcement 210 is connected to the curved transverse plate 222 through the supporting inclined plate 223 to form a second energy absorption cavity 270 with the front panel inner panel 100.

[0054] The dash reinforcement 200 includes a second reinforcement 220, which forms a second energy-absorbing cavity 270 with the dash inner panel 100. Specifically, the second reinforcement 220 includes a first vertical plate 221, a curved transverse plate 222, and a supporting inclined plate 223. The first vertical plate 221 is spaced apart from the dash inner panel 100 in the first direction X, and the supporting inclined plate 223 is disposed obliquely. One end of the first vertical plate 221 is connected to the first reinforcement 210. The end of the first vertical plate 221 away from the first reinforcement 210 is directly connected to the curved transverse plate 222. The other portion of the first vertical plate 221 is connected to the curved transverse plate 222 via the supporting inclined plate 223. The side of the curved transverse plate 222 away from the end of the first vertical plate 221 is connected to the dash inner panel 100, thereby forming the second energy-absorbing cavity 270. Therefore, the supporting inclined plate 223 is obliquely supported between the first vertical plate 221 and the curved transverse plate 222, and part of the first vertical plate 221 is directly connected to the curved transverse plate 222, and the other part of the first vertical plate 221 is indirectly connected to the curved transverse plate 222 through the supporting inclined plate 223, thereby improving the structural strength of the second reinforcement 220 and improving the impact performance of the front assembly 10.

[0055] In this embodiment, the curved transverse plate 222 may include a transverse plate body and a curved connecting body. The transverse plate body is connected to the support oblique plate 223 and the first vertical plate 221. The curved connecting body is connected to the end of the transverse plate body away from the first vertical plate 221. The curved connecting body is curved and extended in the second direction Z. Part of the curved connecting body is opposite and connected to corresponding positions of the dash inner panel 100. This improves the structural strength of the second reinforcement 220 and allows the dash inner panel 100 to be connected to the side of the curved connecting body, thereby increasing the connection area between the dash inner panel 100 and the curved transverse plate 222 and reducing local stress. The support oblique plate 223 may be located in the middle of the second reinforcement 220 in the third direction Y and arranged symmetrically to ensure a more balanced transmission of impact force from the second reinforcement 220. The supporting inclined plate 223 may include a recessed inclined plate and two strip inclined plates. The two strip inclined plates are respectively connected to one end of the recessed inclined plate in the third direction Y. The recessed inclined plate may be recessed in the direction of the front inner panel 100, thereby further improving the structural strength of the second reinforcement 220. The recessed inclined plate may be an arc-shaped inclined plate, which can make the recessed inclined plate and the strip inclined plates at both ends transition smoothly and improve the structural strength of the recessed inclined plate. For example, the recessed inclined plate may be a cylindrical arc-shaped inclined plate; or the recessed inclined plate may be an elliptical arc-shaped inclined plate, the axis of which is perpendicular to the third direction Y. Thus, while improving the structural strength of the second reinforcement 220, the stress between the two strip inclined plates and the recessed inclined plate can also be reduced. In addition, the space formed by the recessed recessed inclined plate can also provide routing space for wiring.

[0056] Of course, in other embodiments, the second reinforcement 220 includes a first vertical plate 221, a curved transverse plate 222 and a supporting inclined plate 223. The first vertical plate 221 is spaced apart from the front inner panel 100 in the first direction X. One end of the first vertical plate 221 is connected to the first reinforcement 210. The end of the first vertical plate 221 away from the first reinforcement 210 is connected to the curved transverse plate 222 through the supporting inclined plate 223. The side of the curved transverse plate 222 away from the end of the first vertical plate 221 is connected to the front inner panel 100, thereby forming a second energy absorption cavity 270.

[0057] See also Figure 8 , Figure 8 yes Figure 2 FIG. 1 is a schematic structural diagram of an embodiment of a third reinforcement member shown in FIG.

[0058] In some embodiments, the front panel reinforcement plate 200 includes a third reinforcement member 230, the third reinforcement member 230 includes a second vertical plate 231, an intermediate connecting plate 232 and a third vertical plate 233, the two ends of the first vertical plate 221 are respectively connected to the curved horizontal plate 222 and the intermediate connecting plate 232, the intermediate connecting plate 232 is spaced apart from the front panel inner panel 100 in the second direction Z, and the two ends of the third vertical plate 233 are respectively connected to the intermediate connecting plate 232 and the front panel inner panel 100 to form a third energy absorption cavity 280 facing away from the front panel inner panel 100 in the second direction Z.

[0059] The dash reinforcement 200 includes a third reinforcement 230. The second reinforcement 220 has two ends connected to the second reinforcement 220 and the dash inner panel 100, respectively, to form a third energy-absorbing cavity 280. Specifically, the third reinforcement 230 includes a second vertical plate 231, an intermediate connecting plate 232, and a third vertical plate 233, which are connected in sequence. The end of the second vertical plate 231, which is distal to the intermediate connecting plate 232, is connected to the end of the curved transverse plate 222, distal to the first vertical plate 221. The end of the third vertical plate 233, which is distal to the intermediate connecting plate 232, is connected to the dash inner panel 100. The intermediate connecting plate 232 is spaced apart from the dash inner panel 100 in the second direction Z, thereby forming the third energy-absorbing cavity 280, which faces away from the dash inner panel 100 in the second direction Z. Consequently, the third energy-absorbing cavity 280 faces away from the dash inner panel 100 in the second direction Z, thereby absorbing impact forces from the vehicle bottom. In this embodiment, the first energy absorption cavity 260 and the second energy absorption cavity 270 can both face away from the front inner panel 100 in the first direction X, so that the front assembly 10 can absorb the impact force from the front and bottom of the vehicle through the first energy absorption cavity 260, the second energy absorption cavity 270 and the third energy absorption cavity 280, thereby improving the impact performance of the front assembly 10.

[0060] See also Figure 9 , Figure 9 yes Figure 4The enlarged structural diagram of the front panel assembly shown is at the dotted box O.

[0061] In some embodiments, the front enclosure inner panel 100 includes a front enclosure main portion 110 and a curved extension portion 120 connected in sequence in the second direction Z. The front enclosure main portion 110 is arranged corresponding to the front enclosure reinforcement plate 200. An end of the curved extension portion 120 away from the front enclosure main portion 110 extends in the first direction X in a direction away from the front enclosure reinforcement plate 200. An end of the second vertical plate 231 close to the curved horizontal plate 222 is arranged corresponding to the front enclosure main portion 110, and the third vertical plate 233 is connected to the curved extension portion 120.

[0062] The front enclosure inner panel 100 includes a front enclosure main body portion 110 and a curved extension portion 120 connected in sequence. The front enclosure main body portion 110 and the front enclosure reinforcement plate 200 are arranged correspondingly. One end of the curved extension portion 120 is connected to the front enclosure main body portion 110, and the curved extension portion 120 is bent and extended toward the first direction X away from one end of the front enclosure main body portion 110 to reduce the stress at the connection between the curved extension portion 120 and the front enclosure main body portion 110. The end of the second vertical plate 231 close to the curved transverse plate 222 is arranged corresponding to the front wall main body 110. For example, the second vertical plate 231 can partially overlap the side of the curved transverse plate 222 facing away from the front wall main body 110, so that the second vertical plate 231 is connected to the front wall main body 110 through the curved transverse plate 222; alternatively, the second vertical plate 231 can overlap the side of the curved transverse plate 222 close to the front wall main body 110, so that the curved transverse plate 222 is connected to the front wall main body 110 through the second vertical plate 231; alternatively, the end of the second vertical plate 231 is connected to the end of the curved transverse plate 222, and the second vertical plate 231 and the curved transverse plate 222 are both connected to the front wall main body 110. The connection method of the second vertical plate 231 and the curved transverse plate 222 can be set according to actual conditions. On this basis, the third riser 233 of the third reinforcement 230 is spaced apart from the second riser 231 in the first direction X, and the end of the third riser 233 remote from the intermediate connecting portion is opposite and connected to the curved extension 120. As a result, the third energy-absorbing cavity 280 formed by the third reinforcement 230 and the dash inner panel 100 is located at the corner where the dash main portion 110 and the curved extension 120 connect. This allows the third energy-absorbing cavity 280 to simultaneously transfer the impact force to both the dash main portion 110 and the curved extension 120 when impacted in the first direction X or the second direction Z. This increases the force transmission path of the third energy-absorbing cavity 280 and improves the impact performance of the dash assembly 10.

[0063] See also Figure 10 and Figure 11 , Figure 10 yes Figure 2 FIG. 1 is a schematic structural diagram of an embodiment of a third reinforcement member and an internal reinforcement plate. Figure 11 yes Figure 1 A cross-sectional view of another embodiment of a cowl inner panel along the AA direction is shown.

[0064] In some embodiments, the front panel assembly 10 includes an internal reinforcement plate 300, which is located in the third energy absorption cavity 280. The internal reinforcement plate 300 is spaced apart from the middle connecting plate 232 and the front panel inner panel 100 in the second direction Z, so as to separate at least part of the third energy absorption cavity 280 into a fourth energy absorption cavity 310 and a fifth energy absorption cavity 320 in the second direction Z.

[0065] The dash assembly 10 further includes an inner reinforcement panel 300. The inner reinforcement panel 300 is positioned within the third energy absorbing cavity 280 and is spaced apart from both the intermediate connecting panel 232 and the dash inner panel 100 in the second direction Z, thereby dividing at least a portion of the third energy absorbing cavity 280 into a fourth energy absorbing cavity 310 and a fifth energy absorbing cavity 320. Specifically, the inner reinforcement panel 300 is supported between the second riser 231 and the third riser 233 in the first direction X. The inner reinforcement panel 300 is spaced apart from the dash inner panel 100 and the intermediate connecting panel 232 in the second direction Z. As a result, the inner reinforcement plate 300 divides at least a portion of the third energy absorbing cavity 280 into a fourth energy absorbing cavity 310 and a fifth energy absorbing cavity 320. The fourth energy absorbing cavity 310 is closer to the dash inner panel 100, while the fifth energy absorbing cavity 320 is located on the side of the inner reinforcement plate 300 facing away from the dash inner panel 100. This improves the structural strength of the interaction between the third reinforcement 230 and the dash inner panel 100 and enhances the impact performance of the dash assembly 10. In this embodiment, the dimension of the inner reinforcement plate 300 in the third direction Y is smaller than the dimension of the intermediate connecting plate 232 in the third direction Y. As a result, the inner reinforcement plate 300 only divides a portion of the third energy absorbing cavity 280 into the fourth energy absorbing cavity 310 and the fifth energy absorbing cavity 320. A larger sixth energy absorbing cavity is also formed at each end of the inner reinforcement plate 300. Of course, in some other embodiments, the size of the internal reinforcement plate 300 in the third direction Y may also be similar to the size of the intermediate connecting plate 232 in the third direction Y, thereby completely separating the third energy absorption cavity 280 into the fourth energy absorption cavity 310 and the fifth energy absorption cavity 320 adjacent to each other in the second direction Z.

[0066] In addition, the internal reinforcement plate 300 can be spaced apart and arranged parallel to the intermediate connecting plate 232 in the second direction Z to separate the third energy absorption cavity 280 into two energy absorption cavities with cross-sections similar to quadrilaterals, so that the force is more balanced; or, the internal reinforcement plate 300 can be arranged at an angle, that is, the distance between the two ends of the internal reinforcement plate 300 in the first direction X and the intermediate connecting plate 232 gradually increases or decreases to separate the third energy absorption cavity 280 into at least one energy absorption cavity with a triangular cross-section. The structural strength of the cavity with a triangular cross-section is better, thereby improving the structural strength of the cooperation between the third reinforcement 230 and the internal reinforcement plate 300. As an example, from the second riser 231 to the third riser 233, the distance between the inner reinforcement panel 300's ends in the first direction X and the intermediate connecting plate 232 gradually increases. The end of the inner reinforcement panel 300 closest to the second riser 231 is connected to the junction between the second riser 231 and the intermediate connecting plate 232, while the other end of the inner reinforcement panel 300 is connected to the third riser 233 or to the junction between the third riser 233 and the dash inner panel 100. This divides the third energy absorption cavity 280 into a fourth energy absorption cavity 310 and a fifth energy absorption cavity 320, each with a triangular cross-section. As another example, from the second riser 231 to the third riser 233, the distance between the inner reinforcement panel 300's ends in the first direction X and the intermediate connecting plate 232 gradually decreases, resulting in a fifth energy absorption cavity 320 with a triangular cross-section. This improves the structural strength and crash resistance of the dash assembly 10.

[0067] In some embodiments, as Figure 1 and Figure 2 As shown, the front wall reinforcement plate 200 includes two side reinforcements 240, and the front wall inner plate 100 includes two front wall side portions 130. The two front wall side portions 130 are respectively connected to the front wall main body portion 110 and one end of the curved extension portion 120 in the third direction Y. The two side reinforcements 240 are respectively located at one end of the front wall reinforcement plate 200 in the third direction Y. The side reinforcements 240 are arranged corresponding to the front wall side portions 130, and the outer periphery to the middle of the side reinforcement 240 is gradually recessed toward the front wall side portions 130.

[0068] The dash reinforcement 200 further includes two side reinforcements 240, each located at one end of the dash reinforcement 200 in the third direction Y. The dash inner panel 100 further includes two dash side portions 130, each connected to one end of the dash main portion 110 and the curved extension portion 120 in the third direction Y. Each dash side portion 130 corresponds to a side reinforcement 240, and the dash side portions 130 are disposed opposite the corresponding side reinforcements 240. The outer periphery of the side reinforcements 240 gradually recesses toward the middle portion of the dash side portion 130, thereby enhancing the structural strength of the side reinforcements 240 while also improving the impact resistance of the dash assembly 10 at both ends in the third direction Y. In addition, the front side portion 130 can also gradually protrude toward the side reinforcement 240 from both ends to the middle in the second direction Z, and the protruding portion corresponds to the recessed portion of the side reinforcement 240, thereby further improving the structural strength and impact performance of the front assembly 10 at both ends in the third direction Y.

[0069] In this embodiment, the dash side portion 130 connects the dash main portion 110 and the curved extension portion 120 at one end in the third direction Y. The other end of the dash side portion 130 extends diagonally in the third direction Y, away from the dash main portion 110 and away from the dash reinforcement in the first direction X. The side reinforcement 240 also extends diagonally. This allows the dash assembly 10 to effectively transfer impact forces from the central region to its ends in the third direction Y. The dash assembly 10 is connected to a vehicle longitudinal rail at each end in the third direction Y, effectively transferring the impact force to the vehicle longitudinal rails at both ends and reducing the risk of the impact force penetrating the passenger compartment. A connecting portion may also be provided at the end of the dash side portion 130 away from the third reinforcement 230. The connecting portion extends in the first direction X toward the side reinforcement 240 and connects to the side reinforcement 240. This creates a collapse space between the side reinforcement 240 and the dash side portion 130, thereby enhancing the structural strength of the dash assembly 10.

[0070] In some embodiments, the dimensions of the first reinforcement 210 and the second reinforcement 220 in the third direction Y are set to correspond to the front panel main body 110, the peripheral side of the side reinforcement 240 can be connected to the front panel side 130, the first reinforcement 210 and the third reinforcement 230, the dimension of the second vertical plate 231 in the third direction Y matches the dimension of the second reinforcement 220 in the third direction Y, the dimensions of the middle connecting plate 232 and the third vertical plate 233 in the third direction Y are larger than the dimension of the second vertical plate 231 in the third direction Y, and the ends of the middle connecting plate 232 and the third vertical plate 233 in the third direction Y extend to the end of the front panel side 130 to increase the coverage area of ​​the third energy absorption cavity 280 and improve the impact performance of the front panel assembly 10. Furthermore, the side reinforcement 240's ends in the second direction Z connect to the dash side 130 and the third reinforcement 230, respectively. Therefore, the middle connecting plate 232 and the third vertical plate 233, extending to the ends of the dash side 130 in the third direction Y, also provide connection points for the side reinforcement 240, thereby enhancing the connection strength of the side reinforcement 240. The inner reinforcement plate 300 may also extend in the third direction Y toward both ends, possibly to the ends of the side reinforcement 240, or may extend only partially, thereby enhancing the structural strength of the third energy absorbing cavity 280. One end of the middle connecting plate 232 away from the third vertical plate 233 is provided with a connecting edge extending toward the side reinforcement 240 in the second direction Z. One end of the extended portion of the internal reinforcement plate 300 is connected to the third vertical plate 233, and the other end of the extended portion is simultaneously connected to the connecting edge of the middle connecting plate 232 and the side reinforcement 240, so that the extended portion of the internal reinforcement plate 300 is also supported between the third vertical plate 233 and the side reinforcement 240, which can improve the structural strength of the front assembly 10.

[0071] See also Figure 12 , Figure 12 yes Figure 1 The enlarged structural diagram of the front panel assembly shown in the dotted frame I.

[0072] In some embodiments, a first connecting plate 212, a second connecting plate 234 and a third connecting plate 241 are respectively provided at the ends close to each other of the first reinforcement 210, the third reinforcement 230 and the side reinforcement 240. The first connecting plate 212, the second connecting plate 234 and the third connecting plate 241 extend in the first direction X and are connected to each other to form a longitudinal beam mounting opening 235.

[0073] A first connecting plate 212, a second connecting plate 234, and a third connecting plate 241 are respectively provided at the mutually adjacent ends of the first reinforcement 210, the third reinforcement 230, and the side reinforcement 240. Each connecting plate extends in the first direction X away from the dash inner panel 100. The first connecting plate 212, the second connecting plate 234, and the third connecting plate 241 are interconnected and enclose a longitudinal beam mounting opening 235, so that the cabin longitudinal beam can be connected to the first connecting plate 212, the second connecting plate 234, and the third connecting plate 241 forming the longitudinal beam mounting opening 235. In the event of an impact, the cabin longitudinal beam can transmit the impact force to the first connecting plate 212, the second connecting plate 234, and the third connecting plate 241, and the impact force is absorbed by the first energy absorbing cavity 260, the second energy absorbing cavity 270, the third energy absorbing cavity 280, and the collapse space. Exemplarily, the number of first connecting plates 212 can be multiple. For example, the two transverse plates and the vertical plate of the first reinforcement 210 can be provided with a first connecting plate 212. The first connecting plate 212 of the transverse plate located on the upper side of the vertical plate is parallel to the plane formed by the first direction X and the third direction Y. The first connecting plate 212 of the vertical plate is perpendicular to the first connecting plate 212 on the upper side. The first connecting plate 212 of the transverse plate located on the lower side of the vertical plate is parallel to the first connecting plate 212 of the vertical plate. The second connecting plate 234 includes a first plate, a second plate and a third plate that are bent and connected in sequence. The first plate is connected to the first connecting plate 212 of the transverse plate on the lower side, the second plate is opposite to and spaced apart from the first connecting plate 212 of the transverse plate on the upper side in the second direction Z, the third plate is arranged in the second direction Z and is connected to the third connecting plate 241, the third connecting plate 241 is opposite to and spaced apart from the first connecting plate 212 of the vertical plate, and the end of the third connecting plate 241 away from the third plate is connected to the first connecting plate 212 of the transverse plate on the upper side. Thus, multiple first connecting plates 212, second connecting plates 234 and third connecting plates 241 are interconnected and surrounded to form a longitudinal beam mounting opening 235 with a square cross-section. Each connecting plate can be connected to the cabin longitudinal beam, thereby providing multiple connection points for the cabin longitudinal beam, which can ensure that the cabin longitudinal beam and the front panel assembly 10 have better connection strength.

[0074] To sum up, the front panel reinforcement plate 200 and the front panel inner panel 100 form at least three energy-absorbing cavities that are spaced apart in sequence. The virtual arc 250 formed at the ends of the at least three energy-absorbing cavities has the same concave direction as the impact dispersion arc surface 140, and the virtual arc 250 does not intersect with the impact dispersion arc surface 140, so that at least three energy-absorbing cavities are arranged corresponding to the impact dispersion arc surface 140. When an impact occurs, the three energy-absorbing cavities can absorb the impact force more evenly and distribute the impact force evenly to the front panel inner panel 100, and then the front panel inner panel 100 distributes the impact force to the surrounding areas, thereby reducing the intrusion of the barrier into the cockpit and improving the impact performance.

[0075] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application 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 or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A front panel assembly, characterized in that: The front panel assembly includes: The front inner panel is arranged in an arc shape so that a side surface of the front inner panel forms an impact dispersion arc surface; A front dash reinforcing plate is connected to the side of the front dash inner panel away from the impact dispersion arc surface in a first direction, and the front dash reinforcing plate and the front dash inner panel cooperate to form at least three energy absorption cavities spaced apart in sequence, wherein at least three of the energy absorption cavities are located on the same virtual arc line at ends away from the front dash inner panel, the impact dispersion arc surface and the virtual arc have the same concave direction, and the impact dispersion arc surface does not intersect with the virtual arc.

2. The front panel assembly according to claim 1, characterized in that: The dash reinforcement plate includes a first reinforcement member, which forms a first energy absorption cavity with the dash inner plate. A recessed portion is provided in a partial area of ​​the first reinforcement member, and the recessed portion is recessed toward the dash inner plate.

3. The front panel assembly according to claim 2, characterized in that: The recessed portion includes a recessed groove and a recessed plate. The recessed groove is located in the middle of the first reinforcement. The recessed groove is recessed toward the front inner panel. A connecting through hole is provided at the bottom of the recessed groove. The peripheral side of the recessed plate is connected to the side of the recessed groove away from the front inner panel and passes through the connecting through hole. The end of the recessed plate away from the recessed groove is connected to the front inner panel.

4. The front cowl assembly according to claim 2, characterized in that: The front panel reinforcement plate includes a second reinforcement member, and the second reinforcement member includes a first vertical plate, a curved transverse plate and a supporting inclined plate. The first vertical plate is spaced apart from the front panel inner plate in the first direction, one end of the first vertical plate is connected to the first reinforcement, and at least a portion of the first vertical plate at one end away from the first reinforcement is connected to the curved transverse plate through the supporting inclined plate to form a second energy absorption cavity with the front panel inner plate.

5. The front panel assembly according to claim 4, characterized in that: The front dash reinforcement plate includes a third reinforcement member, and the third reinforcement member includes a second vertical plate, an intermediate connecting plate and a third vertical plate. The two ends of the first vertical plate are respectively connected to the curved transverse plate and the intermediate connecting plate. The intermediate connecting plate is spaced apart from the front dash inner plate in the second direction. The two ends of the third vertical plate are respectively connected to the intermediate connecting plate and the front dash inner plate to form a third energy absorption cavity in the second direction facing away from the front dash inner plate.

6. The front cowl assembly according to claim 5, characterized in that: The front panel inner panel includes a front panel main body and a curved extension portion connected in sequence in the second direction, the front panel main body is arranged corresponding to the front panel reinforcement plate, the curved extension portion extends in the first direction away from the front panel main body at one end thereof, the second vertical plate is arranged corresponding to the front panel main body at one end thereof close to the curved horizontal plate, and the third vertical plate is connected to the curved extension portion.

7. The front cowl assembly according to claim 5, characterized in that: The front panel assembly includes an internal reinforcement plate, which is located in the third energy absorption cavity. The internal reinforcement plate is spaced apart from the intermediate connecting plate and the front panel inner plate in the second direction, so as to separate at least part of the third energy absorption cavity into a fourth energy absorption cavity and a fifth energy absorption cavity in the second direction.

8. The front cowl assembly according to claim 6, characterized in that: The front wall reinforcement plate includes two side reinforcements, the front wall inner plate includes two front wall side portions, the two front wall side portions are respectively connected to the front wall main portion and one end of the curved extension portion in the third direction, the two side reinforcements are respectively located at one end of the front wall reinforcement plate in the third direction, the side reinforcements are arranged corresponding to the front wall side portions, and the outer periphery of the side reinforcement gradually recesses toward the front wall side portions to the middle.

9. The front cowl assembly according to claim 8, characterized in that: The first, third and side reinforcements are respectively provided with a first connecting plate, a second connecting plate and a third connecting plate at their respective ends close to each other. The first connecting plate, the second connecting plate and the third connecting plate extend in the first direction and are connected to each other to form a longitudinal beam mounting opening.

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

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