Automobile front wall reinforcing structure and automobile

Abstract

The utility model provides an automobile front wall reinforcing structure and an automobile. The automobile front wall reinforcing structure comprises a front wall plate and a reinforcing beam arranged on the front wall plate. The stiffening beams comprise the first stiffening beam arranged on the front side of the dash panel and the second stiffening beam arranged on the rear side of the dash panel, and cavities are formed between the first stiffening beam and the dash panel and between the second stiffening beam and the dash panel. According to the automobile front wall reinforcing structure, the two reinforcing beams are oppositely arranged on the front side and the rear side of the front wall plate, and the cavity structure is arranged between the reinforcing beams and the front wall plate, so that the structural strength of the front wall plate can be greatly improved, and when the front wall plate is impacted from the front, the reinforcing beams can play an effective supporting role; and the cavity structure can form effective buffering, so that the risk that the dash panel intrudes into a cab when the front part of the vehicle is impacted can be reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle body structures, and particularly relates to a front panel reinforcement structure for an automobile. In addition, the utility model also relates to a vehicle. Background Art

[0002] As the main isolation component between the cab and the front engine compartment of an automobile, the front panel can not only isolate the noise and vibration from the front engine compartment to a great extent; moreover, when the front part of the vehicle is impacted, components such as the engine and shock tower in the front engine compartment may move backward and impact the front panel, resulting in the front panel intruding into the cab, thus causing serious injuries to the driver and passengers.

[0003] The existing front panels generally adopt a sheet metal structure, and assembly and process holes such as air-conditioning fresh air inlets and air-conditioning expansion valve installation holes are also provided in the middle of the front panel, resulting in poor structural strength in the middle of the front panel. Once the front part of the vehicle is impacted with a large force, it is very likely to cause the front panel to deform, so that the front panel intrudes into the cab, bringing great risks to the driver and passengers and unable to meet the vehicle's safety collision requirements. Summary of the Utility Model

[0004] In view of this, the utility model aims to propose a front panel reinforcement structure for an automobile to reduce the risk of the front panel intruding into the cab when the front part of the vehicle is impacted.

[0005] To achieve the above object, the technical solution of the utility model is realized as follows:

[0006] A front panel reinforcement structure for an automobile includes a front panel and a reinforcement beam provided on the front panel;

[0007] The reinforcement beam includes a first reinforcement beam provided on the front side of the front panel and a second reinforcement beam provided on the rear side of the front panel, and cavities are formed between the first reinforcement beam and the front panel and between the second reinforcement beam and the front panel.

[0008] Further, the cross-section of the reinforcement beam is in a "J" shape. The reinforcement beam includes a raised portion formed in the middle and flanging portions located around the raised portion. The raised portion extends in the length direction of the reinforcement beam; the flanging portions include side flanges located on both sides of the reinforcement beam, and the reinforcement beam is connected to the front panel through the side flanges.

[0009] Further, two of the first reinforcement beams are spaced apart in the width direction of the front panel; at least a part of the projection of the second reinforcement beam in the front-rear direction of the vehicle coincides with one of the first reinforcement beams.

[0010] Furthermore, a plurality of first reinforcing protrusions are arranged at intervals on the side flange of the first reinforcing beam, and / or a mounting platform for mounting peripheral components is arranged on the top of the arched portion of the first reinforcing beam, and / or a second reinforcing protrusion is molded on the side of the arched portion of the first reinforcing beam.

[0011] Furthermore, the top of the reinforcing beam is connected to the lower cross beam of the windshield at the top of the front panel, and the bottom of the reinforcing beam is connected to the lower reinforcing beam of the front panel at the bottom of the front panel; the cavity between the reinforcing beam and the front panel is connected to the cavity in the lower cross beam of the windshield and the cavity in the lower reinforcing beam of the front panel.

[0012] Furthermore, the flange portion of the first reinforcing beam also includes a bottom flange located at the bottom of the first reinforcing beam, and the automobile front panel reinforcement structure also includes a connecting plate arranged on the front panel lower reinforcing beam; the connecting plate extends upwardly from the front panel lower reinforcing beam, and the bottom flange overlaps the connecting plate.

[0013] Furthermore, the flange portion of the first reinforcing beam also includes a first top flange located at the top of the first reinforcing beam; the first top flange is bent toward the front of the front panel and overlaps the bottom of the lower cross beam of the front windshield.

[0014] Furthermore, the flange portion of the second reinforcing beam also includes a second top flange located at the top of the second reinforcing beam, the second top flange is integrally connected to the side flange of the second reinforcing beam, and the second top flange is connected to the front panel.

[0015] Furthermore, an air conditioning expansion valve installation hole is opened in the middle of the front panel, an air conditioning fresh air outlet is opened in the side of the front panel, and the reinforcing beam is arranged between the air conditioning fresh air outlet and the air conditioning expansion valve installation hole.

[0016] Compared with the prior art, the utility model has the following advantages:

[0017] The automobile dash reinforcement structure of the present invention can greatly improve the structural strength of the dash panel by arranging two reinforcement beams on the front and rear sides of the dash panel and providing a cavity structure between the reinforcement beams and the dash panel. When subjected to impact from the front, the reinforcement beams can play an effective supporting role and the cavity structure can form an effective buffer, thereby reducing the risk of the dash panel intruding into the cab when the front of the vehicle is hit.

[0018] In addition, designing the cross-section of the reinforcing beam into a "J" shape can not only improve the structural strength of the reinforcing beam itself, but also facilitate the formation of a cavity between the reinforcing beam and the front panel; at the same time, using the side flange of the reinforcing beam to connect with the front panel can effectively increase the connection area between the reinforcing beam and the front panel, making it easier to achieve a fixed connection between the reinforcing beam and the front panel through welding, riveting, etc., thereby ensuring the firmness of the connection between the reinforcing beam and the front panel.

[0019] Another object of the present invention is to provide a vehicle, wherein the vehicle adopts the automobile front wall reinforcement structure of the present invention. The vehicle of the present invention has the technical advantages possessed by the above automobile front wall reinforcement structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings, which constitute part of the present invention, are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention. The directional terms such as front and back, top and bottom involved therein are only used to indicate relative positional relationships and do not constitute improper limitations on the present invention. In the accompanying drawings:

[0021] Figure 1 This is a schematic diagram of the overall structure of the automobile front wall reinforcement structure according to an embodiment of the utility model;

[0022] Figure 2 It is a structural schematic diagram of the automobile front wall reinforcement structure according to an embodiment of the utility model at another viewing angle;

[0023] Figure 3 for Figure 1 An exploded view of the vehicle's front wall reinforcement structure is shown;

[0024] Figure 4 This is a schematic structural diagram of the first reinforcing beam according to an embodiment of the utility model;

[0025] Figure 5 This is a schematic structural diagram of the second reinforcing beam according to an embodiment of the utility model;

[0026] Figure 6 It is a front view of the automobile front wall reinforcement structure according to an embodiment of the utility model;

[0027] Figure 7 for Figure 6 Schematic diagram of the cross-sectional structure of the part indicated by AA.

[0028] Description of reference numerals:

[0029] 1. Front panel; 10. Air conditioning fresh air outlet; 11. Air conditioning expansion valve installation hole;

[0030] 2. Cross beam under the front windshield; 3. Reinforcement beam under the front enclosure; 30. Connecting plate;

[0031] 4. Reinforcement beam; 401. First cavity; 402. Second cavity; 41. First reinforcement beam; 411. First reinforcement protrusion; 412. Second reinforcement protrusion; 413. Mounting platform; 42. Second reinforcement beam; 43. Arched portion; 44. Flanged portion; 440. Side flange; 441. First top flange; 442. Bottom flange; 443. Second top flange. DETAILED DESCRIPTION

[0032] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0033] In the description of the present invention, it should be stated that if there are terms indicating orientation or positional relationship such as "up, down, left, right, front, back, inside, outside", etc., they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. Taking the vehicle described in the present invention as an example, the orientation words such as "up, down, left, right, front, back" used in the embodiments are defined based on the up and down direction (also known as the height direction), the left and right direction (also known as the width direction) and the front and back direction (also known as the length direction) of the vehicle. Specifically, as shown in the drawings, the X direction is the front and back direction of the vehicle, wherein the side to which the arrow points is "front", and the opposite is "back". The Y direction is the left and right direction of the vehicle, wherein the side to which the arrow points is "left", and the opposite is "right". The Z direction is the up and down direction of the vehicle, wherein the side to which the arrow points is "up", and the opposite is "down". “Inside” and “outside” are defined based on the contour of the corresponding components. For example, “inside” and “outside” are defined based on the contour of a vehicle, with the side of the vehicle contour close to the middle of the vehicle being “inside” and the opposite being the case being “outside”.

[0034] In addition, in the description of the present utility model, unless otherwise clearly defined, the terms "installed", "connected", "connection", and "connector" should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or a connection between the two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood in combination with specific circumstances. The limiting terms such as "first, second, A, B, C, D" that appear in the description of the present utility model are only used to distinguish similar features of different positions, attributes or uses, so as to achieve the purpose of avoiding ambiguity and confusion in the description, and cannot be understood as indicating or implying relative importance.

[0035] The present utility model will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0036] Embodiment 1

[0037] This embodiment relates to a front panel reinforcement structure for an automobile, which can reduce the risk of the front panel 1 intruding into the cab when the front part of the vehicle is impacted; an exemplary structure thereof is as shown in Figure 1 , Figure 2 and Figure 3 .

[0038] Generally speaking, the front panel reinforcement structure of the automobile includes a front panel 1 and a reinforcing beam 4 provided on the front panel 1. Among them, the reinforcing beam 4 includes a first reinforcing beam 41 provided on the front side of the front panel 1 and a second reinforcing beam 42 provided on the rear side of the front panel 1, and cavities are formed between the first reinforcing beam 41 and the front panel 1 and between the second reinforcing beam 42 and the front panel 1.

[0039] Of course, there can be various design schemes for the beam structure of the reinforcing beam 4. For example, a tube beam form, an H-shaped steel form, etc. can be adopted. However, in this embodiment, as shown in Figure 4 , Figure 5 , the cross-section of the reinforcing beam 4 is in a "channel" shape. The reinforcing beam 4 includes a raised portion 43 formed in the middle and a flanging portion 44 located around the raised portion 43. The raised portion 43 extends in the length direction of the reinforcing beam 4; the flanging portion 44 includes side flanges 440 located on both sides of the reinforcing beam 4, and the reinforcing beam 4 is connected to the front panel 1 through the side flanges 440. Designing the cross-section of the reinforcing beam 4 as a "channel" shape can not only improve the self-structural strength of the reinforcing beam 4, but also facilitate the formation of a cavity between the reinforcing beam 4 and the front panel 1; at the same time, using the side flanges 440 of the reinforcing beam 4 to connect with the front panel 1 can effectively increase the connection area between the reinforcing beam 4 and the front panel 1, facilitating the fixation between the reinforcing beam 4 and the front panel 1 through welding, riveting and other methods, and ensuring the connection firmness between the reinforcing beam 4 and the front panel 1.

[0040] Specifically, a plurality of first reinforcing protrusions 411 are arranged at intervals on the side flange 440 of the first reinforcing beam 41. Setting a raised reinforcing structure on the side flange 440 of the first reinforcing beam 41 can effectively improve the self-structural stability of the side flange 440, thereby enhancing the impact resistance of the reinforcing beam 4 and reducing the degree of bending of the reinforcing beam 4 under force.

[0041] In addition, a mounting platform 413 for mounting peripheral components may be provided on the top of the arched portion 43 of the first reinforcing beam 41; or, a second reinforcing protrusion 412 may be formed on the side of the arched portion 43 of the first reinforcing beam 41. Of course, the above-mentioned mounting platform 413 and the second reinforcing protrusion 412 may be selectively and flexibly provided, and may be both provided, neither provided, or only one of them provided. When the mounting platform 413 is provided on the top of the arched portion 43 of the first reinforcing beam 41, by providing mounting holes on the mounting platform 413, etc., good and stable installation conditions are provided for the installation of components such as wiring harnesses and air conditioners; and the installation and setting of peripheral components is facilitated. The provision of the second reinforcing protrusion 412 can effectively improve the structural stability of the arched portion 43 itself.

[0042] Still refer to Figure 1 As shown, the top of the reinforcing beam 4 of this embodiment is connected to the lower cross beam 2 of the windshield at the top of the front panel 1, and the bottom of the reinforcing beam 4 is connected to the lower reinforcing beam 3 of the front panel 1 at the bottom. By means of the lower cross beam 2 of the windshield at the top of the front panel 1 and the lower reinforcing beam 3 of the front panel at the bottom, the top and bottom of the reinforcing beam 4 are respectively connected to the lower cross beam 2 of the windshield and the lower reinforcing beam 3 of the front panel, which can effectively improve the integral firmness of the front panel assembly. In addition, based on the situation that both the lower cross beam 2 of the windshield and the lower reinforcing beam 3 of the front panel have hollow cavities; preferably, the top and bottom of the cavity between each reinforcing beam 4 and the front panel 1 can be respectively connected to the cavity in the lower cross beam 2 of the windshield and the cavity in the lower reinforcing beam 3 of the front panel, and the connection at this place can make the cavities connected, or the adjacent cavities can be closely connected, and only a small flange structure is separated between the two. By strengthening and coordinating the structures of the upper, middle and lower cavities, the connection stability between the front panel 1 and the lower cross beam 2 of the front windshield and the lower reinforcement beam 3 of the front panel can be effectively improved, thereby further reducing the risk of the front panel 1 being deformed by impact and intruding into the cab.

[0043] Based on the position distribution of the lower cross beam 2 of the front windshield and the lower reinforcement beam 3 of the front wall, preferably, the flange portion 44 of the first reinforcement beam 41 of the present embodiment further includes a bottom flange 442 located at the bottom of the first reinforcement beam 41, and the automobile front wall reinforcement structure further includes a connecting plate 30 provided on the lower reinforcement beam 3 of the front wall; the connecting plate 30 is extended upwardly toward the upper side of the lower reinforcement beam 3 of the front wall, and the bottom flange 442 is overlapped on the connecting plate 30. By arranging the connecting plate 30 extending upwardly at the top of the lower reinforcement beam 3 of the front wall, the bottom flange 442 of the first reinforcement beam 41 and the connecting plate 30 are overlapped together, which can effectively increase the contact area between the lower reinforcement beam 3 of the front wall and the first reinforcement beam 41, and provide convenient conditions for the welding or riveting and other fixing methods between the two.

[0044] In addition, in this embodiment, the flange portion 44 of the first reinforcing beam 41 further includes a first top flange 441 located at the top of the first reinforcing beam 41; the first top flange 441 is bent toward the front of the front panel 1 and overlaps the bottom of the front windshield lower cross beam 2. The first top flange 441 of the first reinforcing beam 41 is set in a bent shape, which can be well overlapped on the bottom of the front windshield lower cross beam 2, thereby increasing the contact area between the first reinforcing beam 41 and the front windshield lower cross beam 2, thereby improving the connection firmness between the first reinforcing beam 41 and the front windshield lower cross beam 2. It should be noted that the first reinforcing beam 41 has flanges around the arched portion 43 of the first reinforcing beam 41 through the arrangement of its side flange 440, the first top flange 441 and the bottom flange 442, so that the first cavity 401 formed between the first reinforcing beam 41 and the front panel 1 is completely closed, which not only effectively improves the overall structural stability of the first reinforcing beam 41, but also prevents water from accumulating inside the first cavity 401.

[0045] It should be noted that the first reinforcing beam 41 may be one or more than one. In the present embodiment, two first reinforcing beams 41 are arranged at intervals in the width direction of the front panel 1. One of the first reinforcing beams 41 is located between the air conditioning fresh air outlet 10 and the air conditioning expansion valve installation hole 11 on the front panel 1. In addition, a second reinforcing beam 42 is provided on the rear side of the front panel 1. In the front-to-back direction of the vehicle, the projection of the second reinforcing beam 42 at least partially overlaps one of the two first reinforcing beams 41. Preferably, the second reinforcing beam 42 is also provided between the air conditioning fresh air outlet 10 and the air conditioning expansion valve installation hole 11, and is arranged opposite to the first reinforcing beam 41 which is also located between the air conditioning fresh air outlet 10 and the air conditioning expansion valve installation hole 11.

[0046] The structure of the second reinforcing beam 42 can of course be designed with reference to the first reinforcing beam 41, or other structural forms can be adopted. Figure 5 As shown, the flange portion 44 of the second reinforcing beam 42 also includes a second top flange 443 located at the top of the second reinforcing beam 42, the second top flange 443 is integrally connected with the side flange 440 of the second reinforcing beam 42, and the second top flange 443 is connected to the front panel 1. The second top flange 443 of the second reinforcing beam 42 is integrally connected with the side flange 440 to form a continuous overlap surface, and overlapped on the surface of the front panel 1, so that the contact area between the second reinforcing beam 42 and the front panel 1 can be greatly increased, thereby ensuring the reliable fixed connection between the second reinforcing beam 42 and the front panel 1. In addition, the connection between the second top flange 443 and the side flange 440 can make the top of the second cavity 402 formed between the second reinforcing beam 42 and the front panel 1 closed, which can not only avoid water accumulation in the first cavity 401, but also make the top structure of the second reinforcing beam 42 more stable.

[0047] The specific location of the reinforcement beam 4 on the front wall panel 1 can be flexibly selected. Generally speaking, the reinforcement beam 4 should be arranged at the weak position of the front wall panel 1. Figure 6 Combined with Figure 7 As shown, the middle of the dash panel 1 is provided with an air conditioning expansion valve installation hole 11, the side of the dash panel 1 is provided with an air conditioning fresh air vent 10, and the reinforcing beam 4 is provided between the air conditioning fresh air vent 10 and the air conditioning expansion valve installation hole 11. The reinforcing beam 4 is provided for the structurally weak part of the dash panel 1, and while avoiding the air conditioning fresh air vent 10 and the air conditioning expansion valve installation hole 11, the structural strength of the middle and side parts of the dash panel 1 can be effectively enhanced, which is adapted to the situation that the middle and side parts of the dash panel 1 are easily subjected to strong impacts; and the risk of the dash panel 1 being deformed by impact and invading the cab can be further reduced.

[0048] By arranging the first reinforcing beam 41 and the second reinforcing beam 42 on the front and rear sides of the front panel 1, since both reinforcing beams 4 have an arched portion 43, an overall cavity can be formed between the first reinforcing beam 41 and the second reinforcing beam 42, and the cavity is divided into the first cavity 401 and the second cavity 402 by the middle front panel 1; in this way, it is equivalent to forming a three-chamber reinforcement structure at the location where the reinforcing beam 4 is arranged on the front panel 1; this has a very obvious effect on improving the structural performance of the arrangement area. During the specific assembly, it is preferred to fix the first reinforcing beam 41 with the front panel 1, the lower cross beam 2 of the front windshield, and the lower reinforcing beam 3 of the front panel by welding; the second reinforcing beam 42 is fixedly connected to the front panel 1 by welding.

[0049] To sum up, the automobile front panel reinforcement structure of the present embodiment can greatly improve the structural strength of the front panel 1 by arranging two reinforcement beams 4 on the front and rear sides of the front panel 1 and providing a cavity structure between the reinforcement beams 4 and the front panel 1. When subjected to impact from the front, the reinforcement beams 4 can play an effective supporting role and the cavity structure can form an effective buffer, thereby reducing the risk of the front panel 1 intruding into the cab when the front of the vehicle is hit.

[0050] Embodiment 2

[0051] This embodiment relates to a vehicle, and the vehicle adopts the automobile front wall reinforcement structure provided by the first embodiment.

[0052] By adopting the automobile dash reinforcement structure of the utility model, a three-cavity reinforcement structure can be formed at the position where the reinforcement beam 4 is set on the dash panel 1. The first reinforcement beam 41, the second reinforcement beam 42 and the dash panel 1 together form three cavities, and the reinforcement effect is very obvious. While improving the overall structural stability of the dash panel 1, the overall structure also has a good effect on improving the NVH (Noise, Vibration, Harshness) performance of the dash panel assembly, thereby improving the driving experience in the cab. By enhancing the overall structural strength of the dash panel 1, the amount of intrusion of the dash panel 1 into the cab due to deformation during a safety collision can be effectively reduced to protect the safety of the occupants, and it also has a significant effect on improving the torsional stiffness of the entire vehicle.

[0053] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An automotive front panel reinforcement structure, characterized in that: It includes a front panel (1) and a reinforcing beam (4) provided on the front panel (1); The reinforcing beam (4) includes a first reinforcing beam (41) provided on the front side of the front panel (1) and a second reinforcing beam (42) provided on the rear side of the front panel (1). Cavities are formed between the first reinforcing beam (41) and the front panel (1), and between the second reinforcing beam (42) and the front panel (1).

2. The automotive front panel reinforcement structure according to claim 1, characterized in that: The cross-section of the reinforcing beam (4) is in a "U" shape. The reinforcing beam (4) includes a raised portion (43) formed in the middle and flanging portions (44) located around the raised portion (43). The raised portion (43) extends in the length direction of the reinforcing beam (4); The flanging portions (44) include side flanges (440) located on both sides of the reinforcing beam (4). The reinforcing beam (4) is connected to the front panel (1) through the side flanges (440).

3. The automotive front panel reinforcement structure according to claim 2, characterized in that: Two of the first reinforcing beams (41) are spaced apart in the width direction of the front panel (1); at least a part of the projection of the second reinforcing beam (42) in the front-rear direction of the vehicle coincides with one of the first reinforcing beams (41).

4. The automotive front panel reinforcement structure according to claim 2, characterized in that: A plurality of first reinforcing protrusions (411) are spaced apart on the side flanges (440) of the first reinforcing beam (41), and / or, an installation platform (413) for installing peripheral components is provided on the top of the raised portion (43) of the first reinforcing beam (41), and / or, second reinforcing protrusions (412) are formed on the side of the raised portion (43) of the first reinforcing beam (41).

5. The automotive front panel reinforcement structure according to claim 2, characterized in that: The top of the reinforcing beam (4) is connected to the front windshield lower crossbeam (2) at the top of the front panel (1), and the bottom of the reinforcing beam (4) is connected to the front panel lower reinforcing beam (3) at the bottom of the front panel (1); the cavity between the reinforcing beam (4) and the front panel (1) is connected to the cavity in the front windshield lower crossbeam (2) and the cavity in the front panel lower reinforcing beam (3).

6. The automotive front panel reinforcement structure according to claim 5, characterized in that: The flanging portion (44) of the first reinforcing beam (41) further includes a bottom flange (442) located at the bottom of the first reinforcing beam (41). The automotive front panel reinforcement structure further includes a connecting plate (30) provided on the front panel lower reinforcing beam (3); The connecting plate (30) extends upward toward the front panel lower reinforcing beam (3), and the bottom flange (442) overlaps on the connecting plate (30).

7. The automotive front panel reinforcement structure according to claim 6, characterized in that: The flange portion (44) of the first reinforcing beam (41) further comprises a first top flange (441) located at the top of the first reinforcing beam (41); the first top flange (441) is bent toward the front of the front panel (1) and overlaps the bottom of the front windshield lower cross beam (2).

8. The automobile front wall reinforcement structure according to claim 2, characterized in that: The flange portion (44) of the second reinforcing beam (42) further comprises a second top flange (443) located at the top of the second reinforcing beam (42), the second top flange (443) being integrally connected to the side flange (440) of the second reinforcing beam (42), and the second top flange (443) being connected to the front panel (1).

9. The automobile front wall reinforcement structure according to any one of claims 1 to 8, characterized in that: An air conditioning expansion valve installation hole (11) is provided in the middle of the front panel (1), an air conditioning fresh air inlet (10) is provided in the side of the front panel (1), and the first reinforcing beam (41) and the second reinforcing beam (42) are provided between the air conditioning fresh air inlet (10) and the air conditioning expansion valve installation hole (11).

10. A vehicle, characterized in that: The vehicle adopts the automobile front wall reinforcement structure according to any one of claims 1 to 9.

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