Reinforced front wheel cover assembly structure

Abstract

The invention discloses a reinforced front wheel cover assembly structure which comprises a front wheel cover plate assembly, a front wheel cover supporting plate, a front reinforcing pipe, a rear reinforcing pipe and a connecting structure. The front wheel cover plate assembly is formed by welding at least three plates, and the front wheel cover plate assembly is of a cavity structure with a closed section. Protruding reinforcing ribs distributed in a delta shape are arranged on the upper surface of a main body of the front wheel cover supporting plate. One end of the front reinforcing tube and one end of the rear reinforcing tube are connected with the front wheel cover supporting plate through connecting structures, and the other end of the front reinforcing tube and the other end of the rear reinforcing tube are connected with the frame assembly. Compared with the prior art, through the closed section structural design of the first front wheel cover plate, the second front wheel cover plate and the front wheel cover plate reinforcing plate, the strength and rigidity of the front wheel cover assembly body can be enhanced; and force is transmitted to the frame assembly through the protruding reinforcing ribs, the front pipe upper connecting piece, the front pipe lower connecting piece, the front reinforcing pipe, the rear pipe connecting piece and the rear reinforcing pipe, and the bearing capacity of the wheel cover assembly is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle body frame structure, in particular to a reinforced front wheel cover assembly structure. BACKGROUND

[0002] As an important structural part connecting the suspension system and the vehicle body / frame, the front wheel cover assembly bears the core functions of supporting the coil spring, transmitting the wheel end load and maintaining the front end stiffness of the frame, and its structural performance directly affects the handling stability, load capacity and fatigue durability life of the whole vehicle. In heavy-duty vehicles such as off-road vehicles and pick-ups, the front wheel cover assembly also needs to withstand more severe vertical impact load and longitudinal braking load, so higher requirements are put forward for the structural strength and stiffness.

[0003] In the process of implementing the present application, the inventors found that at least the following problems exist in the existing front wheel cover assembly structure: The front wheel cover assembly of the traditional frame generally adopts a structure form in which a single cover plate is directly welded on the front longitudinal beam body through edge flanging, and the bending section modulus of the front wheel cover assembly is limited, which is prone to plastic deformation or even fatigue cracking under heavy load working conditions, and the overall strength and stiffness are weak. Moreover, there is a lack of effective three-dimensional spatial structure transition, the force transmission path is single and discontinuous, which leads to significant stress concentration and insufficient connection reliability. SUMMARY

[0004] The purpose of the present application is to provide a reinforced front wheel cover assembly structure to solve the technical problems in the prior art, which can avoid plastic deformation under heavy load working conditions, improve the overall strength and stiffness, and has a three-dimensional spatial structure transition, a uniform force transmission path, avoids stress concentration, and improves the connection reliability.

[0005] The present application provides a reinforced front wheel cover assembly structure, which comprises a front wheel cover plate assembly, a front wheel cover support plate, a front reinforcing pipe, a rear reinforcing pipe and a connecting structure: The front wheel cover plate assembly is formed by welding at least three plate pieces, and the front wheel cover plate assembly has a cavity structure with a closed cross section; The main body upper surface of the front wheel cover support plate is provided with "pin" shaped distributed protruding reinforcing ribs; One end of the front reinforcing pipe and the rear reinforcing pipe is connected with the front wheel cover support plate through the connecting structure, and the other end of the front reinforcing pipe and the rear reinforcing pipe is connected with the frame assembly; The front reinforcing pipe and the rear reinforcing pipe form a front and rear bidirectional force transmission path between the front wheel cover plate assembly and the frame assembly.

[0006] In the aforementioned reinforced front wheel arch assembly structure, preferably, the front wheel arch assembly includes a first front wheel arch, a second front wheel arch, and a front wheel arch reinforcement plate. The second front wheel arch and the front wheel arch reinforcement plate are respectively welded to the upper and lower sides of the first front wheel arch, and the cavity structure is formed between the first front wheel arch, the second front wheel arch, and the front wheel arch reinforcement plate.

[0007] In the aforementioned reinforced front wheel arch assembly structure, preferably, the front wheel arch reinforcement plate is located on the lower side of the cavity structure, and a first overlapping edge is formed between the front wheel arch reinforcement plate and the first front wheel arch plate; the second front wheel arch plate is located on the upper side of the cavity structure, and a second overlapping edge is formed between the second front wheel arch plate and the first front wheel arch plate; the first overlapping edge and the second overlapping edge are staggered on the vertical projection plane.

[0008] In the reinforced front wheel arch assembly structure described above, preferably, the raised reinforcing ribs include three parallel longitudinal ribs, one of which is centrally located, and the other two are symmetrically arranged on the transverse sides of the central longitudinal rib. The ends of the three longitudinal ribs are connected as one unit by transverse connecting ribs.

[0009] In the aforementioned reinforced front wheel arch assembly structure, preferably, the connecting structure includes an upper front tube connector, a lower front tube connector, and a rear tube connector. The front end of the front reinforcing tube is simultaneously welded and fixed to both the upper and lower front tube connectors, and the front end of the rear reinforcing tube is inserted into and welded to the rear tube connector.

[0010] In the reinforced front wheel arch assembly structure described above, preferably, the upper front tube connector is welded to the upper front surface of the front wheel arch support plate, the lower front tube connector is welded to the lower front surface of the front wheel arch support plate, the front end of the front reinforcing tube is clamped and fixed between the upper and lower front tube connectors to form a front reinforcing structure, and the rear tube connector is welded to the upper rear surface of the front wheel arch support plate.

[0011] In the aforementioned reinforced front wheel arch assembly structure, preferably, the front reinforcing tube and the rear reinforcing tube are hollow tubes with equal or variable cross-sections, and the cross-sections of the front reinforcing tube and the rear reinforcing tube are formed as circular, rectangular or irregular closed cross-sections.

[0012] In the aforementioned reinforced front wheel arch assembly structure, preferably, the frame assembly includes a front frame crossbeam, the front reinforcing tube passes through the cavities at both ends of the front frame crossbeam, and the front reinforcing tube is welded and fixed to the front frame crossbeam, forming a structural connection in both the transverse and longitudinal directions.

[0013] In the aforementioned reinforced front wheel arch assembly structure, preferably, the lower end surface of the rear tube connector and the rear reinforcing tube passes through the cavities at both ends of the front frame crossbeam and is welded to form a rear reinforcement structure.

[0014] In the reinforced front wheel arch assembly structure described above, preferably, the front wheel arch support plate is provided with a spring mounting hole, which is located within the area surrounded by the raised reinforcing rib or between adjacent raised reinforcing ribs.

[0015] Compared with the prior art, the present invention enhances the strength and rigidity of the front wheel cover assembly through the closed cross-section structure design of the first front wheel cover plate, the second front wheel cover plate and the front wheel cover plate reinforcing plate. Furthermore, the load-bearing capacity of the wheel cover assembly is improved by transmitting force to the frame assembly through the raised reinforcing ribs, the upper connector of the front tube, the lower connector of the front tube, the front reinforcing tube, the rear tube connector and the rear reinforcing tube respectively. Attached Figure Description

[0016] Figure 1 This is a perspective view of the front wheel arch assembly and the vehicle frame assembly provided in the embodiments of this application.

[0017] Figure 2 This is a top view of the front wheel arch assembly and the vehicle frame assembly provided in the embodiments of this application.

[0018] Figure 3 This is a perspective view of the front wheel arch assembly provided in the embodiments of this application.

[0019] Figure 4 This is an exploded view of the front wheel arch assembly provided in the embodiments of this application.

[0020] Explanation of reference numerals in the attached figures: 100-Front Wheel Cover Assembly 1-Front wheel arch support plate, 101-Protruding reinforcing rib, 102-Spring mounting hole, 2- Front tube upper connector, 3- Front reinforcing tube, 4- First front wheel cover, 5- Second front wheel cover, 6- Front wheel cover reinforcing plate, 7- Front tube lower connector, 8- Rear tube connector, 9- Rear reinforcing tube, 10- Front frame crossbeam. Detailed Implementation

[0021] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0022] like Figures 1 to 4As shown in the figure, an embodiment of the present invention provides a reinforced front wheelhouse assembly structure, including a front wheelhouse panel assembly 100, a front wheelhouse support plate 1, a front reinforcing tube 3, a rear reinforcing tube 9 and a connection structure: The front wheelhouse panel assembly 100 is formed by welding at least three plate members, and the front wheelhouse panel assembly 100 has a cavity structure with a closed cross-section. When the cavity structure bears the complex spatial force system of the front wheelhouse assembly, the upper and lower plate members form compression and tension flanges, and the middle cavity part transmits torque through shear flow. The entire cross-section participates in the force rather than relying solely on material accumulation. Compared with a single-layer plate member, the torsional stiffness of the cavity structure increases far more than the amount of material increase. When the wheel transmits three-way dynamic loads, the cavity structure avoids local buckling through the uniform distribution of shear flow. Under the same stiffness target, the cavity structure is lighter than the single-layer thick plate structure and at the same time improves the dent resistance (the performance of resisting stone impact and repair deformation).

[0023] On the upper surface of the main body of the front wheelhouse support plate 1, there are raised reinforcing ribs 101 distributed in a "pin" shape. When the high-amplitude concentrated load is transmitted to the front wheelhouse support plate 1, the "pin"-shaped raised reinforcing ribs 101 divide the force flow into three parts according to a preset path, avoiding stress accumulation, ensuring consistent response under the load difference between the left and right wheels, and improving the left-right symmetry of the vehicle handling and stability performance. The local stiffness gradient formed by the raised reinforcing ribs 101 can also induce the front wheelhouse support plate 1 to fold orderly during a collision, absorbing part of the impact energy.

[0024] One end of each of the front reinforcing tube 3 and the rear reinforcing tube 9 is connected to the front wheelhouse support plate 1 through a connection structure, and the other end of each of the front reinforcing tube 3 and the rear reinforcing tube 9 is connected to the frame assembly. The front reinforcing tube 3 and the rear reinforcing tube 9 are hollow pipe fittings with a constant cross-section or a variable cross-section, and the cross-sections of the front reinforcing tube 3 and the rear reinforcing tube 9 are circular, rectangular or special-shaped closed cross-sections.

[0025] The front reinforcing tube 3 mainly bears the torque of braking dive and acceleration lift, while the rear reinforcing tube 9 focuses on the transmission of lateral force and longitudinal impact. The front reinforcing tube 3 and the rear reinforcing tube 9 are arranged at an angle front and rear to form a cage-like restraint, restricting the rigid body displacement of the front wheelhouse assembly in any direction. When one of the tubes fails, the other tube can still maintain basic force transmission, improving the structural redundancy and durability reliability. Among them, the circular tube is beneficial for bearing multi-directional loads but has low space utilization rate, the rectangular tube is easy to assemble and locate and has good bending directionality, and the special-shaped tube can achieve highly customized space avoidance and stiffness matching.

[0026] The front reinforcing tube 3 and the rear reinforcing tube 9 form a two-way force transmission path between the front wheel arch assembly 100 and the frame assembly. The front reinforcing tube 3 shortens the longitudinal lever arm and responds quickly to transient impacts; the rear reinforcing tube 9 extends the lever arm and provides a softer progressive stiffness characteristic. When the vehicle is in motion, the load is automatically distributed according to the path stiffness ratio. If the stiffness decreases after either tube breaks, the force transmission path is not completely interrupted, and the structure will not immediately lose its load-bearing capacity. This allows the force flow at the nodes to be automatically balanced, avoids the frame from bearing peak loads at the same time, and reduces the residual force transmitted to the passenger compartment.

[0027] In the embodiments provided in this application, reference is made to Figure 3 as well as Figure 4 As shown, the front wheel cover assembly 100 includes a first front wheel cover 4, a second front wheel cover 5, and a front wheel cover reinforcement plate 6. The second front wheel cover 5 and the front wheel cover reinforcement plate 6 are respectively welded to the upper and lower sides of the first front wheel cover 4, and the cavity structure is formed between the first front wheel cover 4, the second front wheel cover 5, and the front wheel cover reinforcement plate 6.

[0028] The first front wheel cover 4 is responsible for aerodynamics and corrosion protection and can be made of galvanized steel. The second front wheel cover 5 provides interior trim mounting points and acoustic sealing and can be made of aluminum. The front wheel cover reinforcement plate 6 is the main structural load-bearing component and can be made of high-strength steel. The closed cavity formed by the first front wheel cover 4, the second front wheel cover 5, and the front wheel cover reinforcement plate 6 forms an equivalent I-beam structure. When the first front wheel cover 4 is subjected to local impact, the front wheel cover reinforcement plate 6 diffuses the load to the entire cavity structure, significantly reducing the stress on the second front wheel cover 5. After the first front wheel cover 4 and the second front wheel cover 5 are connected by the front wheel cover reinforcement plate 6, the overall bending stiffness is the sum of the independent stiffness of each plate plus the coupling term. The coupling is proportional to the square of the plate spacing, so a small increase in the plate spacing can significantly improve the stiffness.

[0029] In the embodiments provided in this application, reference is made to Figure 3 as well as Figure 4 As shown, the front wheel cover reinforcement plate 6 is located on the lower side of the cavity structure, and a first overlapping edge is formed between the front wheel cover reinforcement plate 6 and the first front wheel cover plate 4. The second front wheel cover plate 5 is located on the upper side of the cavity structure, and a second overlapping edge is formed between the second front wheel cover plate 5 and the first front wheel cover plate 4. The first overlapping edge and the second overlapping edge are staggered on the vertical projection plane.

[0030] As a high-hardness, low-toughness zone, the weld seam is prone to forming a through-weak surface if it is aligned. After misalignment, the crack needs to be deflected by 90 degrees to penetrate, which greatly increases the resistance to crack propagation. Moreover, the angular deformation caused by the cooling and shrinkage of the upper and lower weld seams are in opposite directions and partially cancel each other out, thus maintaining the flatness of the assembly. When the load is transmitted through the lap area, the path becomes tortuous, the stress concentration factor decreases, and the first lap edge and the second lap edge are not on the same vertical line, making it difficult for moisture to penetrate deep and extending the efficiency of electrophoretic solution discharge.

[0031] In the embodiments provided in this application, reference is made to Figure 4 As shown, the raised reinforcing rib 101 includes three parallel longitudinal ribs, one of which is centrally located, and the other two longitudinal ribs are symmetrically arranged on both sides of the central longitudinal rib. The ends of the three longitudinal ribs are connected together by transverse connecting ribs.

[0032] The central longitudinal rib is aligned with the wheel center projection point and directly bears the vertical force; the two side longitudinal ribs are aligned with the edge of the tire contact point and are used to transfer the components of lateral and longitudinal forces. The transverse connecting ribs are used to prevent the three longitudinal ribs from deforming and becoming unstable under pressure. The longitudinal ribs add three microbeams to the surface of the front wheel arch support plate 1. The bending stiffness is proportional to the cube of the rib height. The transverse connecting ribs make the three beams work from independent to a collaborative frame. When the front wheel arch support plate 1 is subjected to external pressure, the frame structure coordinates the deformation of each rib through node rotation to avoid the overall collapse caused by the instability of a single rib.

[0033] In the embodiments provided in this application, reference is made to Figure 3 as well as Figure 4 As shown, the connection structure includes a front tube upper connector 2, a front tube lower connector 7, and a rear tube connector 8. The front end of the front reinforcing tube 3 is simultaneously welded and fixed to both the front tube upper connector 2 and the front tube lower connector 7. The front end of the rear reinforcing tube 9 is inserted into and welded to the rear tube connector 8.

[0034] After the bolts are pre-tightened, interface pressure is generated between the front reinforcing tube 3 end and the front tube upper connector 2 and the front tube lower connector 7. Part of the load is transmitted through friction. The weld mainly bears the remaining load and prevents slippage, significantly extending the fatigue life. Compared with cantilever or simply supported, the end bending moment transmission capacity is improved. The rear reinforcing tube 9 can provide sufficient bonding area at the insertion point to ensure shear strength and tensile strength. At the same time, it can provide a self-positioning function. During assembly, the rear reinforcing tube 9 can slide into the rear tube connector 8 axially without additional clamps, avoiding the weight waste caused by over-design.

[0035] In the embodiments provided in this application, reference is made to Figure 3 As shown, the front tube upper connector 2 is welded to the front upper surface of the front wheel arch support plate 1, the front tube lower connector 7 is welded to the front lower surface of the front wheel arch support plate 1, the front end of the front reinforcing tube 3 is clamped and fixed between the front tube upper connector 2 and the front tube lower connector 7 to form a front reinforcing structure, and the rear tube connector 8 is welded to the rear upper surface of the front wheel arch support plate 1.

[0036] The vertical and longitudinal forces on the front reinforcing tube 3 generate bending moments in the plane of the front wheel arch support plate 1. The clamping forces of the upper front tube connector 2 and the lower front tube connector 7 form a reverse torque, which is balanced with the external torque. The weld between the lower front tube connector 7 and the front wheel arch support plate 1 is in a pure shear state, with uniform stress distribution, which extends the life of the front wheel arch support plate 1 and makes the displacement boundary of the front reinforcing tube 3 clear, which is convenient for accurate calculation of the modal frequency. The rear tube connector 8 is only welded to the upper surface of the front wheel arch support plate 1. Since the load direction of the rear reinforcing tube 9 is mainly axial, double-sided clamping is not required.

[0037] In the embodiments provided in this application, reference is made to Figure 1 as well as Figure 3 As shown, the frame assembly includes a front frame crossbeam 10, and a front reinforcing tube 3 passes through the cavities at both ends of the front frame crossbeam 10. The front reinforcing tube 3 is welded and fixed to the front frame crossbeam 10, forming a structural connection in both the transverse and longitudinal directions.

[0038] When the front frame crossbeam 10 is subjected to torsion, the front reinforcing tube 3 participates in torsion resistance through shear flow, so that the strain of the two is coordinated. After the front reinforcing tube 3 enters the front frame crossbeam 10, the local buckling half wavelength of the front frame crossbeam 10 is divided by the tube wall, and the buckling critical load is greatly increased. Compared with the lap joint connection, the node stiffness is improved, the relative slippage of the front reinforcing tube 3 end is greatly reduced, the suspension positioning accuracy is improved, and the transverse weld seam enhances the bending stiffness of the frame in the Y direction, which helps to improve the torsional mode frequency of the whole vehicle and avoid the excitation frequency.

[0039] In the embodiments provided in this application, reference is made to Figure 1 as well as Figure 3 As shown, the lower surfaces of the rear tube connector 8 and the rear reinforcing tube 9 pass through the cavities at both ends of the front frame crossbeam 10 and are welded to form a rear reinforcement structure. The lower ends of the rear tube connector 8 and the rear reinforcing tube 9 simultaneously pass through the front frame crossbeam 10, forming a sandwich structure. This allows the load of the rear reinforcing tube 9 to be diffused to the bottom surface of the front frame crossbeam 10 through the rear tube connector 8, rather than being directly sheared into the side wall of the front frame crossbeam 10. This results in a gentler force transmission. The through-type connection also allows the axis of the rear reinforcing tube 9 to form a certain angle with the axis of the front frame crossbeam 10, achieving spatial attitude optimization and avoiding interference with moving parts such as steering tie rods and drive half shafts. Welding is completed within the cavity, resulting in a smooth appearance and reduced wind resistance.

[0040] In the embodiments provided in this application, reference is made to Figure 3 as well as Figure 4 As shown, the front wheel arch support plate 1 is provided with a spring mounting hole 102, which is located within the area surrounded by the raised reinforcing rib 101 or between adjacent raised reinforcing ribs 101.

[0041] The spring seat does not require an independent bracket and directly utilizes the front wheel arch support plate 1 body, reducing costs and assembly time. Under the action of spring load, the stress concentration coefficient of the spring mounting hole 102 side is inversely proportional to the local stiffness of the spring mounting hole 102 side. The presence of the raised reinforcing rib 101 increases the effective stiffness of the spring mounting hole 102 side, reduces stress concentration, and improves the fatigue life of the front wheel arch support plate 1. In addition, the two raised reinforcing ribs 101 form a beam support, which transmits the spring force to the raised reinforcing ribs 101 in a bent rectangular manner. The spring mounting hole 102 side is only subjected to shear, optimizing the stress state. The raised reinforcing ribs 101 also form a natural protection to prevent stones from hitting the spring and shock absorber piston rod.

[0042] The above description, based on the embodiments shown in the figures, details the structure, features, and effects of the present invention. The above description is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the figures. Any changes made in accordance with the concept of the present invention, or equivalent embodiments modified to have equivalent changes, that do not exceed the spirit covered by the specification and figures, should be within the protection scope of the present invention.

Claims

1. An enhanced front fender assembly structure, comprising a front fender panel assembly, a front fender support plate, a front reinforcement pipe, a rear reinforcement pipe and a connecting structure, characterized in that: The front fender panel assembly is formed by welding at least three plate members, and the front fender panel assembly has a cavity structure with a closed cross-section; On the upper surface of the main body of the front fender support plate, there are raised reinforcing ribs distributed in a "pin" shape; One end of each of the front reinforcement pipe and the rear reinforcement pipe is connected to the front fender support plate through the connecting structure, and the other end of each of the front reinforcement pipe and the rear reinforcement pipe is connected to the vehicle frame assembly; Among them, the front reinforcement pipe and the rear reinforcement pipe form a front-back two-way force transmission path between the front fender panel assembly and the vehicle frame assembly.

2. The reinforced front wheel arch assembly structure according to claim 1, characterized in that: The front fender panel assembly includes a first front fender panel, a second front fender panel and a front fender panel reinforcement plate. The second front fender panel and the front fender panel reinforcement plate are respectively welded to the upper and lower sides of the first front fender panel, and the cavity structure is formed between the first front fender panel, the second front fender panel and the front fender panel reinforcement plate.

3. The reinforced front wheel arch assembly structure according to claim 2, characterized in that: The front fender panel reinforcement plate is located on the lower side of the cavity structure, and a first overlapping edge is formed between the front fender panel reinforcement plate and the first front fender panel. The second front fender panel is located on the upper side of the cavity structure, and a second overlapping edge is formed between the second front fender panel and the first front fender panel. The first overlapping edge and the second overlapping edge are arranged in a staggered manner on the vertical projection plane.

4. The reinforced front wheel arch assembly structure according to claim 1, characterized in that: The raised reinforcing ribs include three mutually parallel longitudinal convex ribs. One of the longitudinal convex ribs is arranged in the middle, and the other two longitudinal convex ribs are symmetrically arranged on the transverse two sides of the middle longitudinal convex rib. The ends of the three longitudinal convex ribs are connected into one body by transverse connecting ribs.

5. The reinforced front wheel arch assembly structure according to claim 1, characterized in that: The connecting structure includes a front pipe upper connecting piece, a front pipe lower connecting piece and a rear pipe connecting piece. The front end of the front reinforcement pipe is simultaneously welded and fixed to the front pipe upper connecting piece and the front pipe lower connecting piece. The front end of the rear reinforcement pipe is inserted and mated with the rear pipe connecting piece and welded and fixed.

6. The reinforced front wheel arch assembly structure according to claim 5, characterized in that: The front pipe upper connecting piece is welded to the upper surface of the front end of the front fender support plate, the front pipe lower connecting piece is welded to the lower surface of the front end of the front fender support plate, and the front end of the front reinforcement pipe is clamped and fixed between the front pipe upper connecting piece and the front pipe lower connecting piece to form a front enhancement structure. The rear pipe connecting piece is welded to the upper surface of the rear end of the front fender support plate.

7. The reinforced front wheel arch assembly structure according to claim 1, characterized in that: The front reinforcement pipe and the rear reinforcement pipe are hollow pipe fittings with equal cross-sections or variable cross-sections, and the cross-sections of the front reinforcement pipe and the rear reinforcement pipe are circular, rectangular or special-shaped closed cross-sections.

8. The reinforced front wheel arch assembly structure according to claim 6, characterized in that: The vehicle frame assembly includes a front vehicle frame cross beam. The front reinforcement pipe penetrates into the cavities at both ends of the front vehicle frame cross beam, and the front reinforcement pipe is welded and fixed to the front vehicle frame cross beam, forming structural connections both horizontally and vertically.

9. The reinforced front wheel arch assembly structure according to claim 8, characterized in that, The rear pipe connecting piece and the lower end surface of the rear reinforcement pipe penetrate into the cavities at both ends of the front vehicle frame cross beam and are welded to form a rear enhancement structure.

10. The reinforced front wheel arch assembly structure according to claim 1, characterized in that, There are spring mounting holes on the front fender support plate, and the spring mounting holes are located within the surrounded area of the raised reinforcing ribs or between adjacent raised reinforcing ribs.

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