Front shock absorption tower reinforcing structure, forecabin assembly and vehicle

Abstract

The invention provides a front shock absorption tower reinforcing structure, a forecabin assembly and a vehicle. The front shock absorption tower reinforcing structure comprises a first reinforcing beam and a second reinforcing beam, the two opposite ends of the second reinforcing beam are fixedly connected with the two opposite ends of the first reinforcing beam, a protruding part is arranged in the middle of the second reinforcing beam, the protruding part protrudes in the direction away from the first reinforcing beam, and a penetrating cavity is defined by the protruding part and the first reinforcing beam; the two opposite ends of the first reinforcing beam and the second reinforcing beam are used for being connected with a front damping tower, and the protruding part is used for being connected with a front baffle assembly. By means of connection with the reinforcing structure, local rigidity of the front shock absorption towers and the front baffle assembly can be improved, torsional rigidity of a body in white is improved, durability and NVH performance of a whole vehicle are improved, Y-direction supporting rigidity between the front shock absorption towers is improved, and collision force is transmitted to the front baffle beam assembly connected with the front baffle assembly in cooperation with the front baffle assembly. A new force transmission path is formed between the front shock absorption towers on the two sides and the front cabin, and transmission and dispersion of collision force are facilitated.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a front shock tower reinforcing structure, a front compartment assembly and a vehicle. BACKGROUND

[0002] With the development of science and technology and the progress of society, people's life rhythm is accelerated, and the living standard is rapidly improved. The requirement for the convenience of travel is also higher and higher. As a convenient travel tool, cars have entered thousands of households. With the improvement of the threshold of the automobile manufacturing industry, the comfort of the car is more and more concerned by consumers, and the NVH (Noise Vibration Harshness) performance of the vehicle as one of the key indicators to evaluate the comfort is becoming more and more competitive for each vehicle manufacturer. At the same time, safety performance as the most basic attribute of the car has always been concerned. How to improve the NVH performance and safety performance of the vehicle is the key research direction of vehicle design and development.

[0003] According to research statistics, about 1 / 3 of vehicle failures are directly or indirectly related to the NVH problem of the vehicle. Correspondingly, major car companies also spend a lot of research and development funds to solve the NVH problem. An important reason here is that NVH is a systematic and comprehensive performance, and the cost of remedying in the later stage of the automobile product is very large. Today, with the rapid development of new energy vehicles, due to the change of the power generation system and the transmission system, the load distribution and the driving dynamics performance of the whole vehicle change a lot. Based on these two reasons, the vehicle body structure and the chassis structure must be systematically improved and designed.

[0004] The front shock absorber of the car is an important chassis component, which provides structural support for the vehicle suspension and connects the suspension system and the vehicle body structure. During driving, the impact vibration of the road is transmitted to the suspension system through the tire, and after being attenuated by the suspension system, it is transmitted to the vehicle body structure through the front shock tower at the connection between the front shock absorber and the vehicle body. The vehicle body structure receives these excitations and generates vibrations, which will drive the seat, steering wheel and other components to vibrate, thus being perceived by the passengers. Therefore, the stiffness of the front shock tower is particularly important. If the structural stiffness of the front shock tower is insufficient, it will cause the transfer function from the vehicle suspension system to the vehicle body to be too high, thus increasing the sensitivity and affecting the NVH performance of the vehicle, thereby affecting the ride comfort, handling and durability of the vehicle. SUMMARY

[0005] Therefore, the present application provides a front shock tower reinforcing structure, a front compartment assembly and a vehicle to improve the stiffness of the front shock tower.

[0006] The front shock tower reinforcing structure provided by the present application comprises:

[0007] a first reinforcing beam;

[0008] Second reinforcing beam, opposite ends of the second reinforcing beam are fixedly connected with opposite ends of the first reinforcing beam, and a raised portion is arranged in the middle of the second reinforcing beam, the raised portion is raised away from the first reinforcing beam, and a through cavity is enclosed between the first reinforcing beam and the second reinforcing beam;

[0009] Opposite ends of the first reinforcing beam and the second reinforcing beam are respectively used for being connected with the front shock tower, and the raised portion is used for being connected with the front baffle assembly.

[0010] Optionally, the first reinforcing beam comprises a first connecting plate, and first side plates are extended out from opposite sides of the first connecting plate in the same direction, and the first connecting plate and the first side plates on the two sides enclose a first groove;

[0011] The second reinforcing beam comprises a second connecting plate, and second side plates are extended out from opposite sides of the second connecting plate in the same direction, and the second connecting plate and the second side plates on the two sides enclose a second groove.

[0012] Optionally, a convex rib is fixedly connected in the first groove and the second groove.

[0013] Optionally, the adjacent convex ribs are connected in sequence.

[0014] Optionally, opposite ends of the first reinforcing beam and the second reinforcing beam extend out first mounting portions, and the first mounting portions are used for being connected with the front shock tower.

[0015] Optionally, the raised portion extends out a second mounting portion, and the second mounting portion is used for being connected with the front baffle assembly.

[0016] Optionally, the second reinforcing beam is arranged at a certain angle with the first reinforcing beam, and the height of the second reinforcing beam gradually decreases away from the first reinforcing beam.

[0017] Optionally, on a cross section of the first reinforcing beam, the thickness gradually decreases from the center to the two sides; and on a cross section of the second reinforcing beam, the thickness gradually decreases from the center to the two sides.

[0018] The application also provides a front cabin assembly, comprising a front baffle assembly, a front baffle cross beam assembly, a water flow tank assembly and two front longitudinal beam assemblies, wherein the front longitudinal beam assembly comprises a front shock tower, the front baffle assembly comprises a front baffle reinforcing member, and the front cabin assembly further comprises the front shock tower reinforcing structure according to any one of the preceding embodiments, and opposite ends of the first reinforcing beam and the second reinforcing beam of the front shock tower reinforcing structure are respectively connected with the two front shock towers, and the raised portion of the second reinforcing beam is connected with the front baffle reinforcing member.

[0019] The application further provides a vehicle comprising the front compartment assembly.

[0020] Compared with the prior art, the above technical solution provided by the application has at least the following beneficial effects:

[0021] By means of the connection of the front shock tower reinforcing structure, the front shock tower and the front apron assembly, the local rigidity of the front shock tower and the front apron assembly can be improved, the torsional rigidity of the body-in-white can be improved, the durability and NVH performance of the vehicle can be improved, the Y-direction support rigidity between the left and right front shock towers can be increased, and the collision force can be transmitted to the front apron beam assembly connected with the front apron assembly, so that a new force transmission path is formed between the two front shock towers and the front engine compartment, which is beneficial to the transmission and dispersion of the collision force. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 A perspective view of the front shock tower reinforcing structure according to an embodiment of the application is shown in the figure.

[0023] Figure 2 A perspective view of the front shock tower reinforcing structure according to an embodiment of the application is shown in the figure. Figure 1 A perspective view of the front shock tower reinforcing structure according to an embodiment of the application is shown in the figure.

[0024] Figure 3 A plan view of the front shock tower reinforcing structure according to an embodiment of the application is shown in the figure. Figure 1 A plan view of the front shock tower reinforcing structure according to an embodiment of the application is shown in the figure.

[0025] Figure 4 A plan view of the front shock tower reinforcing structure according to an embodiment of the application is shown in the figure. Figure 2 A plan view of the front shock tower reinforcing structure according to an embodiment of the application is shown in the figure.

[0026] Figure 5 A plan view of the front shock tower reinforcing structure according to an embodiment of the application is shown in the figure. Figure 1 A schematic view of the connection relationship between the front shock tower reinforcing structure, the front shock tower and the front apron assembly is shown in the figure.

[0027] Figure 6 A schematic view of the connection relationship between the front shock tower reinforcing structure, the front shock tower and the front apron assembly is shown in the figure. Figure 5 A schematic view of the connection relationship between the front shock tower reinforcing structure, the front shock tower and the front apron assembly is shown in the figure.

[0028] Figure 7 A schematic view of the connection relationship between the front shock tower reinforcing structure, the front shock tower and the front apron assembly is shown in the figure. Figure 1 A schematic view of the connection relationship between the front shock tower reinforcing structure, the front shock tower and the front apron assembly is shown in the figure.

[0029] REFERENCE NUMERALS:

[0030] 1: First reinforcing beam; 11: First connecting plate; 12: First side plate; 2: Second reinforcing beam; 21: Raised portion; 22: Through cavity; 23: Second connecting plate; 24: Second side plate; 3: Protruding rib; 4: First mounting part; 5: Second mounting part; 6: Front baffle assembly; 61: Front baffle reinforcement; 7: Front baffle crossbeam assembly; 8: Water channel assembly; 9: Front longitudinal beam assembly; 91: Front shock absorber tower. Detailed Implementation

[0031] The embodiments of the present invention will be further described below with reference to the accompanying drawings. In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the purpose of simplifying the description of the present invention and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0032] Figure 1 This is a perspective view of the front shock absorber tower reinforcement structure according to an embodiment of the present invention; Figure 2 for Figure 1 Another perspective view of the front shock absorber tower reinforcement structure shown; Figure 3 for Figure 1 The plan view of the reinforced structure of the front shock absorber tower is shown. Figure 4 for Figure 2 The plan view of the reinforced structure of the front shock absorber tower is shown. Figure 5 for Figure 1 The diagram shows the connection relationship between the front shock absorber tower reinforcement structure and the front shock absorber tower and front baffle assembly. Figure 6 for Figure 5 This is another schematic diagram showing the connection relationship between the front shock absorber tower reinforcement structure and the front shock absorber tower and front baffle assembly.

[0033] like Figures 1-6 As shown, the front shock absorber tower reinforcement structure includes a first reinforcing beam 1 and a second reinforcing beam 2. The two ends of the second reinforcing beam 2 are fixedly connected to the two ends of the first reinforcing beam 1, and a raised portion 21 is provided in the middle of the second reinforcing beam 2. The raised portion 21 protrudes away from the first reinforcing beam 1, forming a through cavity 22 between it and the first reinforcing beam 1. The two ends of the first reinforcing beam 1 and the second reinforcing beam 2 are respectively used to connect to the front shock absorber tower 91, and the raised portion 21 is used to connect to the front baffle assembly 6.

[0034] In use, the front shock tower reinforcing structure is arranged between the front bumper assembly 6 and the two front shock towers 91, one end of the first reinforcing beam 1 and the second reinforcing beam 2 is fixedly connected with one of the front shock towers 91, the other end of the first reinforcing beam 1 and the second reinforcing beam 2 is fixedly connected with the other front shock tower 91, and the protruding portion 21 on the second reinforcing beam 2 is fixedly connected with the front bumper assembly 6. Thus, the front shock tower reinforcing structure forms a "locking" structure with the front shock tower 91 and the front bumper assembly 6, the front shock tower 91 is part of the front longitudinal beam assembly 9, thus, the front shock tower reinforcing structure forms a "locking" structure with the front longitudinal beam assembly 9 and the front bumper assembly 6, in addition, the upper part of the front bumper assembly 6 is connected with the water channel assembly 8, and the lower part of the front bumper assembly 6 is connected with the front bumper cross beam assembly 7, thus forming a larger and more complete "locking" structure, and a "performance ring" of the front compartment is built.

[0035] By means of the connection of the front shock tower reinforcing structure with the front shock tower 91 and the front bumper assembly 6, the local rigidity of the front shock tower 91 and the front bumper assembly 6 can be improved, the torsional rigidity of the body-in-white can be improved, the durability and NVH performance of the vehicle can be improved, the Y-direction support rigidity between the left and right front shock towers 91 can be increased, and the collision force can be transmitted to the front bumper cross beam assembly 7 connected with the front bumper assembly 6, a new force transmission path is formed between the two front shock towers 91 and the front engine compartment, and the transmission and dispersion of the collision force are facilitated.

[0036] As shown in Figures 1-6 In this embodiment, the first reinforcing beam 1 is linear as a whole, the two ends of the second reinforcing beam 2 are linear as a whole, and the middle part is protruding, so that the two ends of the second reinforcing beam 2 can be connected with the two ends of the first reinforcing beam 1, and the protruding portion 21 in the middle part and the first reinforcing beam 1 enclose a through cavity 22, so that the front shock tower reinforcing structure is annular as a whole, which not only enhances the strength of the front shock tower reinforcing structure and meets the requirement of improving the local rigidity of the front shock tower 91 and the front bumper assembly 6, but also reduces the weight of the front shock tower reinforcing structure and meets the requirement of lightweight production of the vehicle. The first reinforcing beam 1 and the second reinforcing beam 2 are made of light alloy material, which can achieve the effect of weight reduction, for example, aluminum alloy or magnesium alloy is used, and casting process is used, and the two are symmetrically arranged about the center line, the ends of the connection position of the two are respectively connected with the two front shock towers 91, and the protruding portion 21 in the middle of the second reinforcing beam 2 is connected with the front bumper assembly 6. Figure 3 and Figure 4 As shown in Figure 3 and Figure 4 , the first reinforcing beam 1 and the second reinforcing beam 2 enclose an inverted trapezoidal through cavity 22 in the middle part. According to the actual application, the two ends of the first reinforcing beam 1 and the second reinforcing beam 2 can be connected in any fixed manner, the specific size of the two can be adjusted according to the vehicle model, the protruding degree of the protruding portion 21 and the specific shape and size of the through cavity 22 can be adjusted, and all the connection processes of the front shock tower reinforcing structure can be freely arranged in the welding, painting or final assembly workshop.

[0037] Optionally, the first reinforcing beam 1 comprises a first connecting plate 11 and first side plates 12 extending out from opposite sides of the first connecting plate 11 in the same direction, and the first connecting plate 11 and the first side plates 12 on both sides enclose a first groove; the second reinforcing beam 2 comprises a second connecting plate 23 and second side plates 24 extending out from opposite sides of the second connecting plate 23 in the same direction, and the second connecting plate 23 and the second side plates 24 on both sides enclose a second groove. With the connection structure of the middle connecting plate and the side plates on both sides, the strength of the first reinforcing beam 1 and the second reinforcing beam 2 is enhanced, and the local stiffness of the front shock tower 91 and the front baffle assembly 6 is further improved after the front shock tower reinforcing structure is connected with the front shock tower 91 and the front baffle assembly 6.

[0038] As shown in Figure 1 and Figure 2 , in this embodiment, the first connecting plate 11 is a rectangular plate as a whole, and the opposite sides in the extension direction are respectively fixedly connected with the first side plates 12 perpendicularly, and the first connecting plate 11 and the first side plates 12 on both sides enclose a first groove with a U-shaped cross section, and the second connecting plate 23 is an irregular semi-ring plate body with straight ends and a raised middle part, and the opposite sides in the extension direction are respectively fixedly connected with the second side plates 24 perpendicularly, and the second connecting plate 23 and the second side plates 24 on both sides enclose a second groove with a U-shaped cross section. According to actual application conditions, the specific shape and size of the first connecting plate 11, the first side plate 12, the second connecting plate 23 and the second side plate 24 can be adjusted appropriately, and the specific angle between the first connecting plate 11 and the first side plate 12 and the specific angle between the second connecting plate 23 and the second side plate 24 can be adjusted appropriately.

[0039] Optionally, the first groove and the second groove are fixedly connected with a stud 3. The stud 3 can further enhance the strength of the first reinforcing beam 1 and the second reinforcing beam 2.

[0040] As shown in Figure 1 , Figure 3 , in this embodiment, the first groove and the second groove are fixedly connected with a stud 3 in the entire extension range, the stud 3 is provided in a plate structure, the opposite ends are respectively fixedly connected with the first side plates 12 / second side plates 24 on both sides, and the side facing the first connecting plate 11 / second connecting plate 23 is fixedly connected with the first connecting plate 11 / second connecting plate 23. The height of the stud 3 is determined according to the CAE (Computer Aided Engineering) topology analysis result and the thickness of the first reinforcing beam 1 and the second reinforcing beam 2.

[0041] Optionally, adjacent studs 3 are connected in sequence. With the connection between adjacent studs 3, the strength of the first reinforcing beam 1 and the second reinforcing beam 2 can be further enhanced.

[0042] AsFigure 1 , Figure 3 As shown, in this embodiment, the protruding rib 3 is configured as a rectangular plate, which is fixedly connected to the first connecting plate 11 / second connecting plate 23 almost perpendicularly, and is inclined relative to the first side plate 12 / second side plate 24, forming an angle of approximately 45° with the first side plate 12 / second side plate 24. The upper and lower end faces of the protruding rib 3 are fixedly connected to the first side plate 12 / second side plate 24 on both sides. Figure 6 As shown, after the front shock absorber tower reinforcement structure is installed to the front shock absorber tower 91 and the front baffle assembly 6, the first groove and the second groove are both set downwards to avoid liquid accumulation between the ribs 3.

[0043] Optionally, first mounting portions 4 extend from the opposite ends of the first reinforcing beam 1 and the second reinforcing beam 2, respectively, and the first mounting portions 4 are used to connect with the front shock absorber tower 91. With this arrangement, flexible connection with the corresponding front shock absorber tower 91 can be achieved by means of the first mounting portions 4 extending from the ends of the first reinforcing beam 1 and the second reinforcing beam 2.

[0044] like Figures 1-4 As shown, in this embodiment, the first mounting portions 4 extending from the first reinforcing beam 1 and the second reinforcing beam 2 at the same end are arranged at a certain angle, forming a Y-shaped branch structure. The Y-shaped branch structures on both sides are symmetrically arranged. A threaded hole is opened through the first mounting portion 4 extending from the first reinforcing beam 1, and two threaded holes are opened through the first mounting portion 4 extending from the second reinforcing beam 2. Correspondingly, threaded holes are also opened at corresponding positions on the two front shock absorber towers 91, so that bolts can be screwed in to connect the front shock absorber tower reinforcement structure with the front shock absorber tower 91. Depending on the actual application, the first mounting portions 4 extending from the first reinforcing beam 1 and the second reinforcing beam 2 can be matched in any structural form, as long as they can be stably connected to the front shock absorber tower 91. Other connection methods besides bolt connection can also be used between them and the front shock absorber tower 91.

[0045] Optionally, a second mounting portion 5 extends from the raised portion 21, and the second mounting portion 5 is used to connect with the front baffle assembly 6. With this arrangement, flexible connection with the corresponding front baffle assembly 6 can be achieved by means of the second mounting portion 5 extending from the raised portion 21.

[0046] like Figure 1 and Figure 5As shown, two turning points of the raised portion 21 are respectively extended with a second mounting portion 5, which is arranged approximately perpendicular to the second reinforcing beam 2, and a threaded hole is formed in each second mounting portion 5. The front apron assembly 6 comprises a front apron reinforcing member 61, and a bolt is reserved at one end of the front apron reinforcing member 61 towards the second mounting portion 5. The bolt passes through the corresponding threaded hole in the second mounting portion 5 and is connected by a nut, thereby connecting the second mounting portion 5 and the front apron reinforcing member 61, that is, connecting the front shock tower reinforcing structure and the front apron assembly 6. As shown in Figure 5 As shown, the other end of the front apron reinforcing member 61 away from the second mounting portion 5 is connected with the front apron beam assembly 7, so that the collision force is transmitted to the front shock tower 91, then to the front shock tower reinforcing structure, then to the front apron assembly 6, and then to the front apron beam assembly 7 connected therewith, that is, a new force transmission path is formed, which is conducive to the transmission and dispersion of the collision force. According to actual application conditions, the specific position and number of the second mounting portion 5 extended from the raised portion 21 can be adjusted, and the specific structure of the second mounting portion 5 can be adjusted, as long as it can be matched and connected with the front apron assembly 6.

[0047] Optionally, the second reinforcing beam 2 is arranged at a certain angle with the first reinforcing beam 1, and the height of the second reinforcing beam 2 gradually decreases in the direction away from the first reinforcing beam 1.

[0048] Figure 7 As shown in Figure 1 As shown in Figure 7 As shown, the raised portion 21 of the second reinforcing beam 2 is installed to the front apron assembly 6, and a water channel assembly 8 is arranged on the side of the second reinforcing beam 2 towards the tail of the vehicle. In order to avoid interference with the normal use of the water channel assembly 8, the second reinforcing beam 2 is arranged obliquely, and the Z-direction height of the second reinforcing beam 2 gradually decreases from the front of the vehicle to the rear of the vehicle in the direction away from the first reinforcing beam 1, that is, in the direction towards the front apron assembly 6 and the water channel assembly 8, so that the height of the raised portion 21 of the second reinforcing beam 2 is lower than the water channel assembly 8 after being connected with the front apron assembly 6, without affecting the normal use of the water channel assembly 8. As shown in Figure 2 As shown in the embodiment, the left and right ends of the second reinforcing beam 2 are respectively fixedly connected with the left and right ends of the first reinforcing beam 1, and the raised portion 21 in the middle is gradually inclined downward at a certain arc. According to actual application conditions, the raised portion 21 can also be arranged to be inclined linearly, as long as the overall height of the second reinforcing beam 2 gradually decreases to avoid the rear water channel assembly 8.

[0049] Optionally, the thickness of the first reinforcing beam 1 gradually decreases from the center to both sides in the cross section; and the thickness of the second reinforcing beam 2 gradually decreases from the center to both sides in the cross section.

[0050] According to the CAE topological analysis result, the thicknesses of the first reinforcing beam 1 and the second reinforcing beam 2 are both set as a structure of thick in the middle and thin on both sides in the cross section, which meets the sufficient rigidity requirement of itself and realizes the overall lightweight design. In the embodiment, the first reinforcing beam 1 is composed of the first connecting plate 11 in the middle and the first side plate 12 on both sides, and the second reinforcing beam 2 is composed of the second connecting plate 23 in the middle and the second side plate 24 on both sides. In the cross section, the center of the first connecting plate 11 / second connecting plate 23 is the thickest, and the thickness gradually thins from the center to the free end of the first side plate 12 / second side plate 24, and the thickest part is about 6mm and the thinnest part is about 3mm. According to the actual application condition, the specific thickness change of the first reinforcing beam 1 and the second reinforcing beam 2 can be appropriately adjusted.

[0051] The application also provides a front compartment assembly, which comprises the front apron assembly 6, the front apron beam assembly 7, the water channel assembly 8 and two front longitudinal beam assemblies 9, wherein the front longitudinal beam assembly 9 comprises the front shock tower 91, the front apron assembly 6 comprises the front apron reinforcing member 61, and the front compartment assembly further comprises the front shock tower reinforcing structure in any of the above embodiments, and the opposite ends of the first reinforcing beam 1 and the second reinforcing beam 2 of the front shock tower reinforcing structure are connected with the two front shock towers 91 respectively, and the raised part 21 of the second reinforcing beam 2 is connected with the front apron reinforcing member 61.

[0052] By means of the connection of the front shock tower reinforcing structure with the front shock tower 91 and the front apron assembly 6, the front compartment assembly can improve the local rigidity of the front shock tower 91 and the front apron assembly 6, improve the torsional rigidity of the body-in-white, improve the durability and NVH performance of the whole vehicle, increase the Y-direction support rigidity between the left and right front shock towers 91, and transmit the collision force to the front apron beam assembly 7 connected with the front apron assembly 6, so as to form a new force transmission path between the two front shock towers 91 and the front engine compartment, which is beneficial to the transmission and dispersion of the collision force.

[0053] As Figure 7As shown, the front apron assembly 6 is arranged with a front longitudinal beam assembly 9 on each side, each front longitudinal beam assembly 9 comprises a front shock tower 91, the water channel assembly 8 is arranged on the front apron assembly 6, the front apron cross beam assembly 7 is connected to the front apron assembly 6 and distributed in the area between the two front longitudinal beam assemblies 9. The front shock tower reinforcing structure is arranged between the two front longitudinal beam assemblies 9 and on the side of the front apron assembly 6 and the water channel assembly 8 facing the front of the vehicle, above the front apron cross beam assembly 7, the left and right ends of the first reinforcing beam 1 and the second reinforcing beam 2 of the front shock tower reinforcing structure are connected to the front shock tower 91 on both sides, the raised portion 21 of the second reinforcing beam 2 is inclined downward and gradually reduces in height, completely avoiding the water channel assembly 8 and being connected to the front apron reinforcing member 61 of the front apron assembly 6, the other end of the front apron reinforcing member 61 is connected to the front apron cross beam assembly 7. The specific structure of the front apron assembly 6, the front apron cross beam assembly 7, the water channel assembly 8 and the front longitudinal beam assembly 9 and the connection relationship between them are all mature prior art, which will not be described here.

[0054] The application also provides a vehicle comprising the front cabin assembly.

[0055] With the connection of the front shock tower reinforcing structure to the front shock tower 91 and the front apron assembly 6, the local rigidity of the front shock tower 91 and the front apron assembly 6 can be improved, the torsional rigidity of the body-in-white can be improved, the durability and NVH performance of the vehicle can be improved, the Y-direction support rigidity between the left and right front shock towers 91 can be increased, and the collision force can be transmitted to the front apron cross beam assembly 7 connected to the front apron assembly 6, forming a new force transmission path between the left and right front shock towers 91 and the front cabin, which is conducive to the transmission and dispersion of the collision force.

[0056] Finally, it should be noted that: the above examples are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing examples, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A front shock tower reinforcement structure characterized by comprising: The front shock tower reinforcing structure comprises: a first reinforcing beam; a second reinforcing beam, the opposite ends of the second reinforcing beam are fixedly connected with the opposite ends of the first reinforcing beam, and a raised portion is arranged in the middle of the second reinforcing beam, the raised portion is raised away from the first reinforcing beam, and a through cavity is enclosed between the first reinforcing beam and the second reinforcing beam; the opposite ends of the first reinforcing beam and the second reinforcing beam are respectively used for being connected with a front shock tower, and the raised portion is used for being connected with a front fender assembly.

2. The front shock tower reinforcing structure according to claim 1, wherein: the first reinforcing beam comprises a first connecting plate and first side plates extending out from the opposite sides of the first connecting plate in the same direction, and the first connecting plate and the first side plates on the two sides enclose a first groove; the second reinforcing beam comprises a second connecting plate and second side plates extending out from the opposite sides of the second connecting plate in the same direction, and the second connecting plate and the second side plates on the two sides enclose a second groove.

3. The front shock tower reinforcing structure according to claim 2, wherein: a lug is fixedly connected in each of the first groove and the second groove.

4. The front shock tower reinforcing structure according to claim 3, wherein: the adjacent lugs are connected in sequence.

5. The front shock tower reinforcing structure according to any one of claims 1-4, wherein: first mounting portions are respectively extended from the opposite ends of the first reinforcing beam and the second reinforcing beam, and the first mounting portions are used for being connected with the front shock tower.

6. The front shock tower reinforcing structure according to any one of claims 1-4, wherein: a second mounting portion is extended on the raised portion, and the second mounting portion is used for being connected with the front fender assembly.

7. The front shock tower reinforcing structure according to any one of claims 1-4, wherein: the second reinforcing beam is arranged at an angle with the first reinforcing beam, and the height of the second reinforcing beam gradually decreases away from the first reinforcing beam.

8. The front shock tower reinforcing structure according to any one of claims 1-4, wherein: the thickness of the first reinforcing beam gradually decreases from the center to the two sides in the cross section of the first reinforcing beam; the thickness of the second reinforcing beam gradually decreases from the center to the two sides in the cross section of the second reinforcing beam.

9. A front bay assembly comprising a front apron assembly, a front apron cross beam assembly, a water channel assembly, and two front longitudinal beam assemblies, wherein, The front longitudinal beam assembly comprises a front shock tower, and the front fender assembly comprises a front fender reinforcing member, and the front longitudinal beam assembly further comprises the front shock tower reinforcing structure according to any one of claims 1-8, the opposite ends of the first reinforcing beam and the second reinforcing beam of the front shock tower reinforcing structure are respectively connected with the two front shock towers, and the raised portion of the second reinforcing beam is connected with the front fender reinforcing member.

10. A vehicle characterized by comprising: The front cabin assembly comprises the front longitudinal beam assembly.

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