Front cabin connecting structure and vehicle

Abstract

The utility model provides a front cabin connecting structure and a vehicle. The front cabin connecting structure comprises a front longitudinal beam, a front wheel cover side reinforcing beam assembly, a front anti-collision beam assembly and an upper cross beam. And the front longitudinal beam is connected with one side of the front anti-collision beam assembly. The front wheel cover side reinforcing beam assembly comprises a side reinforcing beam and a connecting cavity. The side reinforcing beams are located above the front longitudinal beams and connected with the front longitudinal beams through the connecting cavities. And the side reinforcing beam is connected with one side of the upper cross beam. The side reinforcing beam is connected with the upper cross beam and is connected with the front longitudinal beam through the connecting cavity, so that the force transmission efficiency is improved, the structure is simple, all parts of the vehicle body are uniformly stressed, and the overall torsional rigidity of the vehicle body is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular to a front cabin connection structure and a vehicle. Background Art

[0002] As living standards improve, consumers' demands for automotive quality are becoming increasingly stringent. The front engine compartment connection structure, as a component that indirectly contacts the driver and passengers, is gaining increasing attention for its safety and quietness. Furthermore, as a crucial component of the overall vehicle body structure, the high-efficiency and superior structure not only provides high rigidity, enhancing durability, NVH, VD, and crash safety performance, but also improves the vehicle's bending and torsional stiffness, modal properties, and NTF / VTF (Noise Transfer Function / Vibration Transfer Function).

[0003] The existing front engine compartment connection structure typically consists of the left front wheelhouse side reinforcement beam outer panel, the front section of the left front wheelhouse side reinforcement beam outer panel, the front wheelhouse front connecting plate, the left front wheelhouse side reinforcement beam outer panel, the middle fender fixing bracket, and the front fender lining mounting bracket. These components form a large bullhorn-shaped frame. The front section of the left front wheelhouse side reinforcement beam outer panel extends downward to connect with the root of the front anti-collision beam assembly, transmitting the head-on collision force to the A-pillar area and distributing it throughout the vehicle body. The transmission channel is smooth, but the positive force received by the left front wheelhouse side reinforcement beam cannot be fully utilized. At the same time, the front engine compartment assembly has poor rigidity, lacks a stable force transmission channel, and the upper and lower connections are not stable, which affects the torsional performance of the entire vehicle. In addition, the number of parts is large and the structure is complex.

[0004] To meet performance and layout requirements such as vehicle body torsional stiffness, NVH (non-vibrant, harsh road noise), durability, safety, and installation point dynamic stiffness, the front cabin connection structure is generally designed with a large cavity and complex reinforcement structure. CAE topology optimization analysis shows that the larger the cavity area, the more effective the force transmission path. However, if multiple objectives are not considered comprehensively, a lot of layout space will be wasted, the cavity joints will be discontinuous, and the existing structural space can only be continuously patched and reinforced. The energy transfer efficiency and force transmission efficiency are low, the manufacturing is complex and the cost is high, and the performance of various aspects is poor.

[0005] Therefore, it is necessary to provide an improved front cabin connection structure and vehicle to solve the above problems. Utility Model Content

[0006] The present application provides a front cabin connection structure and a vehicle that have a simple structure and can improve force transmission efficiency and torsional stiffness.

[0007] An embodiment of the present application provides a front cabin connection structure, including a front longitudinal beam, a front wheel cover side reinforcement beam assembly, a front anti-collision beam assembly and an upper cross beam, wherein the front longitudinal beam is connected to one side of the front anti-collision beam assembly; the front wheel cover side reinforcement beam assembly includes a side reinforcement beam and a connecting cavity; the side reinforcement beam is located above the front longitudinal beam and is connected to the front longitudinal beam through the connecting cavity; the side reinforcement beam is connected to one side of the upper cross beam.

[0008] Furthermore, the connecting cavity includes a front reinforcement cavity and a rear reinforcement cavity; the front reinforcement cavity and the rear reinforcement cavity are both connected to the front longitudinal beam and the side reinforcement beam; the front reinforcement cavity is arranged at the front end of the front longitudinal beam and the side reinforcement beam, and the rear reinforcement cavity is arranged behind the front reinforcement cavity.

[0009] Furthermore, the front longitudinal beam, the side reinforcement beam, the front reinforcement cavity and the rear reinforcement cavity together form a frame structure.

[0010] Furthermore, the lower part of the front reinforcement cavity is connected to the top wall and the inner wall of the front longitudinal beam; the upper part of the front reinforcement cavity is connected to the inner wall and the bottom wall of the side reinforcement beam; the lower part of the rear reinforcement cavity is connected to the outer wall of the front longitudinal beam; and the upper part of the rear reinforcement cavity is connected to the inner wall and the bottom wall of the side reinforcement beam.

[0011] Furthermore, the upper cross beam includes a main body portion connected to the front longitudinal beam and a connecting portion arranged obliquely relative to the main body portion; the connecting portion is connected to the front portion of the side reinforcement beam.

[0012] Furthermore, it also includes a shock absorber seat and a shock absorber seat connecting crossbeam, the shock absorber seat includes a front wheel cover and a shock absorber mounting plate; the rear part of the front longitudinal beam is connected to the inner side of the front wheel cover; the side reinforcement beam is connected to the outer side of the front wheel cover; the two ends of the shock absorber seat connecting crossbeam are respectively connected to the shock absorber seat; the rear part of the connecting cavity is connected to the front side of the front wheel cover.

[0013] Furthermore, the side reinforcement beam includes a side reinforcement beam outer plate, a front section of the side reinforcement beam outer plate, and a side reinforcement beam inner plate; the front section of the side reinforcement beam outer plate is arranged on the front side of the side reinforcement beam outer plate, and the side reinforcement beam inner plate is arranged on the inner side of the side reinforcement beam outer plate and the front section of the side reinforcement beam outer plate; a cavity is formed in the side reinforcement beam.

[0014] Furthermore, the side reinforcement beam outer plate and the front section of the side reinforcement beam outer plate both include a top wall and an outer wall bent downward relative to the top wall, and the top wall and the outer wall respectively have an upper flange and a lower flange; the side reinforcement beam inner plate includes a bottom wall and an inner wall bent upward relative to the bottom wall, and the inner wall and the bottom wall respectively have an upper flange and a lower flange; the top wall and the bottom wall are arranged opposite to each other, and the outer wall and the inner wall are arranged opposite to each other; the upper flange and the lower flange of the top wall and the outer wall are respectively connected to the upper flange and the lower flange of the inner wall and the bottom wall.

[0015] Furthermore, the upper flange of the top wall and the upper flange of the inner wall are arranged on the inner side of the side reinforcement beam; the lower flange of the outer wall and the lower flange of the bottom wall are arranged on the outer side of the side reinforcement beam.

[0016] Furthermore, the side reinforcement beam outer plate, the front section of the side reinforcement beam outer plate and the side reinforcement beam inner plate together form the front section of the cavity; the side reinforcement beam outer plate and the shock absorber seat form the middle section of the cavity; the side reinforcement beam outer plate and the engine hood hinge mounting plate form the rear section of the cavity.

[0017] Furthermore, the cavity is a multi-section structure, and the cross-section of the cavity gradually increases from front to back; the strength of the side reinforcement beam outer plate is less than the strength of the front section of the side reinforcement beam outer plate.

[0018] Furthermore, the outer panel of the side reinforcement beam is provided with a fender front mounting bracket, a horn mounting bracket, an engine front buffer block mounting bracket, a ventilation cover mounting bracket and a water trough connecting bracket in sequence from front to back.

[0019] Furthermore, the front anti-collision beam assembly includes a front anti-collision beam body and energy absorption boxes arranged on both sides of the anti-collision beam body; the rear part of the energy absorption box protrudes into the front longitudinal beam, and the energy absorption box and the front longitudinal beam are fixed by bolts.

[0020] The present application also provides a vehicle comprising the above-mentioned front cabin connection structure.

[0021] The side reinforcement beams of the present application are connected to the upper cross beam to form a ring-shaped frame structure, and the force transmission path is significantly efficient; the side reinforcement beams are connected to the front longitudinal beams through a connecting cavity, which can effectively disperse the force in all directions and improve the torsional stiffness of the cabin assembly and the vehicle body; the NVH road noise and vibration suppression effect is obvious; the overall structure is compact and simple, which can save a lot of layout space. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 2 is a perspective view of a front cabin connection structure according to an exemplary embodiment of the present application.

[0023] Figure 2 yes Figure 1A perspective view of the front cabin connection structure from another perspective is shown.

[0024] Figure 3 It is a partial three-dimensional view of the front cabin connection structure.

[0025] Figure 4 yes Figure 1 A top view of the front cabin connection structure is shown.

[0026] Figure 5 This is a three-dimensional view of the assembled side reinforcement beam and shock absorber seat.

[0027] Figure 6 yes Figure 5 A perspective view from another angle of view of the side reinforcement beam and shock absorber seat after assembly.

[0028] Figure 7 yes Figure 5 A perspective view of the side reinforcement beam is shown.

[0029] Figure 8 yes Figure 7 A cross-section of the side reinforcement beam along line AA is shown.

[0030] Figure 9 yes Figure 7 The cross-section of the side reinforcement beam along line BB is shown.

[0031] Figure 10 yes Figure 7 A cross-sectional view of the side reinforcement beam along line CC is shown.

[0032] Description of Figure Numbers:

[0033] 10. Front longitudinal beam; 11. Top wall; 12. Inner side wall; 13. Outer side wall; 20. Front wheel arch side reinforcement beam assembly; 21. Side reinforcement beam; 211. Side reinforcement beam outer plate; 2111. Top wall; 2112. Outer wall; 2113. Upper flange; 2114. Lower flange; 212. Side reinforcement beam outer plate front section; 2121. Top wall; 2122. Outer wall; 2123. Upper flange; 2124. Lower flange; 213. Side reinforcement beam inner plate; 2131. Bottom wall; 2132. Inner wall; 2133. Upper flange; 2134. Lower flange; 214. Cavity; 215. Fender front mounting bracket; 216. Speaker mounting bracket; 217 , engine front buffer block mounting bracket; 218, ventilation cover mounting bracket; 219, water trough connecting bracket; 22, front reinforcement cavity; 23, rear reinforcement cavity; 30, front anti-collision beam assembly; 31, front anti-collision beam body; 32, energy absorption box; 321, bolt; 40, upper crossbeam; 41, main body; 42, connecting part; 50, frame structure; 60, shock absorber seat; 61, front wheel cover; 611, bottom wall; 612, inner wall; 613, upper flange; 614, lower flange; 62, shock absorber mounting plate; 70, shock absorber seat connecting crossbeam; 80, engine hood hinge mounting plate; 81, bottom wall; 82, inner wall; 83, lower flange. DETAILED DESCRIPTION

[0034] Here, the technical solutions in the embodiments (or "implementations") of the present application will be clearly and completely described in conjunction with the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0035] If there are terms related to directional indications or positional relationships in the embodiments of this application (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationship, movement, etc. between the components in a specific posture (as shown in the accompanying drawings); if the specific posture changes, the directional indication or positional relationship will also change accordingly. In addition, the terms "first" and "second" in the embodiments of this application are only used for the purpose of convenience of description and should not be understood as indicating or implying relative importance.

[0036] See also Figures 1 to 4As shown, the present application provides a front cabin connection structure, including a front longitudinal beam 10, a front wheelhouse side reinforcement beam assembly 20, a front anti-collision beam assembly 30, and an upper crossbeam 40. The front longitudinal beam 10 is connected to one side of the front anti-collision beam assembly 30. The front wheelhouse side reinforcement beam assembly 20 includes a side reinforcement beam 21 and a connection cavity. The side reinforcement beam 21 is located above the front longitudinal beam 10 and is connected to the front longitudinal beam 10 through the connection cavity. The side reinforcement beam 21 is connected to one side of the upper crossbeam 40.

[0037] The side reinforcement beam 21 is located above the front longitudinal beam 10 and is connected to the front longitudinal beam 10 in the Z direction through the connecting cavity, which can effectively disperse the force on the front anti-collision beam after transmission, improve fatigue endurance life, and meet the performance requirements of the vehicle under various extreme working conditions. At the same time, the upper cross beam 40 and the two side reinforcement beams 21 on both sides can form an annular force transmission structure (such as Figure 1 The system disperses the force in all directions, improves the torsional rigidity of the vehicle body as a whole, and effectively solves the problems of NVH, durability and other performance issues.

[0038] The connecting cavity includes a front reinforcement cavity 22 and a rear reinforcement cavity 23. Both the front reinforcement cavity 22 and the rear reinforcement cavity 23 are connected to the front longitudinal beam 10 and the side reinforcement beam 21; the front reinforcement cavity 22 is set at the front end of the front longitudinal beam 10 and the side reinforcement beam 21, and the rear reinforcement cavity 23 is set behind the front reinforcement cavity 22.

[0039] The front longitudinal beams 10, side reinforcement beams 21, front reinforcement cavity 22, and rear reinforcement cavity 23 together form a frame structure 50. This simple and efficient frame structure 50 effectively absorbs and disperses impact energy, reducing direct impacts on the front longitudinal beams 10 and side reinforcement beams 21. It effectively disperses external forces and enhances the strength and deformation resistance of the entire front nacelle connection structure.

[0040] According to different embodiments of the present application, the structures of the front longitudinal beams 10 on both sides of the front anti-collision beam assembly 30 and the upper cross beam 40 and the front wheel cover side reinforcement beam assembly 20 may be the same or different, or only one side of the front wheel cover side reinforcement beam assembly 20 may be provided with a connecting cavity structure.

[0041] The front longitudinal beam 10 includes a top wall 11, an inner side wall 12, and an outer side wall 13 fixed together. The lower portion of the front reinforcing cavity 22 is connected to the top wall 11 and the inner side wall 12 of the front longitudinal beam 10. The upper portion of the front reinforcing cavity 22 is connected to the inner side wall and the bottom wall of the side reinforcing beam 21. The lower portion of the rear reinforcing cavity 23 is connected to the outer side wall 13 of the front longitudinal beam 10. The upper portion of the rear reinforcing cavity 23 is connected to the inner side wall and the bottom wall of the side reinforcing beam 21. The structure has a simple process to implement. Compared with similar structures, this structure only requires welding the front longitudinal beam 10 to the front reinforcing cavity 22 and the rear reinforcing cavity 23. There is no need to increase workstations and working hours for final assembly, and the cost is low.

[0042] According to the embodiments of the present application, the side reinforcement beams 21 are offset outward and rearward relative to the front longitudinal beams 10. This offset arrangement allows the side reinforcement beams 21 to better absorb side impact forces, dissipate collision energy, and further enhance vehicle safety during a collision. Furthermore, the side surfaces of the side reinforcement beams 21 are straight, positioned flush with the upper cross member 40, facilitating the placement of the vehicle's headlights and hood latch.

[0043] See also Figures 5 to 7 As shown, the side reinforcement beam 21 includes a side reinforcement beam outer plate 211, a side reinforcement beam outer plate front section 212, and a side reinforcement beam inner plate 213. The side reinforcement beam outer plate front section 212 is located in front of the side reinforcement beam outer plate 211, while the side reinforcement beam inner plate 213 is located inboard of the side reinforcement beam outer plate 211 and the side reinforcement beam outer plate front section 212. The side reinforcement beam 21 has a simple structural design, achieves excellent lightweighting, and reduces mold development costs.

[0044] A cavity 214 is formed within the side reinforcement beam 21. The side reinforcement beam outer plate 211, the side reinforcement beam outer plate front section 212, and the side reinforcement beam inner plate 213 collectively form the front section of cavity 214. The side reinforcement beam outer plate 211 and the front wheel housing 61 of the shock absorber mount 60 form the middle section of cavity 214. The side reinforcement beam outer plate 211 and the engine hood hinge mounting plate 80 form the rear section of cavity 214.

[0045] The side reinforcement beam outer panel 211 is equipped, from front to back, with a fender front mounting bracket 215, a speaker mounting bracket 216, an engine front bumper mounting bracket 217, a vent cover mounting bracket 218, and a water trough connection bracket 219. By placing multiple brackets on the side reinforcement beam outer panel 211, the number of components can be reduced, resulting in a simpler design, lower overall weight, and improved material utilization. Furthermore, the integrated bracket design facilitates the installation of various components, reducing assembly time and complexity and improving production efficiency.

[0046] See also Figures 8 to 10 As shown, Figure 7 The side reinforcement beam outer plate 211 includes a top wall 2111 and an outer wall 2112 that bends downward relative to the top wall 2111. The top wall 2111 and the outer wall 2112 each have an upper flange 2113 and a lower flange 2114. The side reinforcement beam outer plate front section 212 includes a top wall 2121 and an outer wall 2122 that bends downward relative to the top wall 2121. The top wall 2121 and the outer wall 2122 each have an upper flange 2123 and a lower flange 2124.

[0047] The side reinforcement beam inner plate 213 includes a bottom wall 2131 and an inner wall 2132 that bends upward relative to the bottom wall 2131. The inner wall 2132 and the bottom wall 2131 respectively have an upper flange 2133 and a lower flange 2134. The inner wall 2132 and the bottom wall 2131 of the side reinforcement beam inner plate 213 respectively form the inner side wall and the bottom wall of the side reinforcement beam 21.

[0048] In the front section of the cavity 214, the top wall 2111 of the side reinforcement beam outer panel 211 is positioned opposite the bottom wall 2131 of the side reinforcement beam inner panel 213, while the outer wall 2112 is positioned opposite the inner wall 2132. The upper flange 2113 of the top wall 2111 and the lower flange 2114 of the outer wall 2112 are connected to the upper flange 2133 of the inner wall 2132 and the lower flange 2134 of the bottom wall 2131, respectively. The top wall 2121 of the front section of the side reinforcement beam outer panel 212 is positioned opposite the bottom wall 2131 of the side reinforcement beam inner panel 213, while the outer wall 2122 is positioned opposite the inner wall 2132. The upper flange 2123 of the top wall 2121 and the lower flange 2124 of the outer wall 2122 are connected to the upper flange 2133 of the inner wall 2132 and the lower flange 2134 of the bottom wall 2131, respectively.

[0049] The upper flange 2113 of the side reinforcing beam outer plate 211 and the upper flange 2133 of the side reinforcing beam inner plate 213 are located on the inner side of the side reinforcing beam 21. The lower flange 2114 of the side reinforcing beam outer plate front section 212 and the lower flange 2134 of the side reinforcing beam inner plate 213 are located on the outer side of the side reinforcing beam 21. The upper flange 2123 of the side reinforcing beam outer plate front section 212 and the upper flange 2133 of the side reinforcing beam inner plate 213 are located on the inner side of the side reinforcing beam 21. The lower flange 2124 of the side reinforcing beam outer plate front section 212 and the lower flange 2134 of the side reinforcing beam inner plate 213 are located on the outer side of the side reinforcing beam 21.

[0050] Please refer to Figure 9 In the middle section of cavity 214, front wheel housing 61 includes a bottom wall 611, an inner wall 612, an upper flange 613, and a lower flange 614. Upper flange 613 bends inward from the top of inner wall 612, while lower flange 614 bends from bottom wall 611 and further protrudes outward. Bottom wall 611 opposes top wall 2111, while inner wall 612 opposes outer wall 2112. Upper flange 2113 connects to upper flange 613, while lower flange 614 connects to lower flange 2114.

[0051] Please refer to Figure 10 At the rear end of cavity 214, the hood hinge mounting plate 80 includes a bottom wall 81, an inner wall 82, and a lower flange 83. The lower flange 83 bends from the bottom wall 81 and further protrudes outward. The bottom wall 81 is positioned opposite the top wall 2111, while the inner wall 82 is positioned opposite the outer wall 2112. The upper edge of the inner wall 82 is connected to the upper flange 613, and the lower flange 83 is connected to the lower flange 2114.

[0052] In the illustrated embodiment, the cross-section of the front section of the cavity 214 corresponding to the front section 212 of the side reinforcement beam outer plate is the same as a whole, and the middle and rear sections of the cavity 214 corresponding to the side reinforcement beam outer plate 21 gradually increase from front to back.

[0053] The X-section of the side reinforcement beam 21 is a crucial component of the vehicle's frame. Its lightweighting and NVH performance directly determine the overall vehicle's lightweighting and NVH performance. According to the formula for calculating the vehicle's lightweight coefficient, higher torsional stiffness indicates a higher level of lightweighting. Cavity 214 is a multi-segmented structure, forming multiple force-transmitting loops. The cross-section of cavity 214 gradually increases from front to back, forming a large loop within a smaller loop.

[0054] The design of cavity 214 not only effectively improves the torsional rigidity of the vehicle body, but also ensures performance stability through X-axis energy absorption through a segmented structure. Cavity 214 is located on a critical force transmission path, and its cross-sectional size is related to the magnitude of the force applied and the efficiency of force transmission. Multi-objective topology optimization can be used to determine the critical dimensions and area. Increasing this dimension results in minimal efficiency change, while decreasing this dimension results in a linear decrease. This not only meets performance requirements but also balances lightweighting and cost requirements.

[0055] According to one embodiment of the present application, the side reinforcement beam 21 is constructed of high-strength steel, with the side reinforcement beam outer plate 211 being stronger than the front section 212. By using stronger material for the front section 212 and weaker material for the side reinforcement beam outer plate 211, this material selection, based on CAE topology optimization analysis and tailored to the cavity size of different cross-sections, not only ensures safety in various collision scenarios but also reduces cost and performance losses.

[0056] The lap joint structure of the side reinforcement beams 21 helps enhance overall rigidity, provide better load-bearing capacity, effectively disperse external forces and impacts, and improve structural safety. The joints between the sections are simple and continuous, with no interruptions in force transmission. The lap joints are well-designed and welded, making them easy to manufacture.

[0057] The side reinforcement beam 21 is structurally complete, with a uniform cavity 214 area, ensuring a highly efficient force transmission path. The overlap between the side reinforcement beam outer plate 211, the front section 212, and the inner plate 213 is optimal. This effectively transmits energy, disperses force, and enhances the performance of the rear wheel arch assembly, significantly suppressing NVH (non-vibration and road noise) and significantly improving safety and structural durability.

[0058] No additional patching, increased material thickness, or structural adhesive is required at the 21st side reinforcement beam to address structural durability issues. The front engine compartment connection structure is well-structured, and the rear wheel arch has a good overall modal structure with no resonance issues. It also contributes significantly to the vehicle's torsional stiffness, meeting the vehicle's torsional stiffness targets. The front engine compartment connection structure exhibits good overall stiffness, eliminating issues such as abnormal noise, weld cracking, or sheet metal fatigue cracking caused by torsional stiffness issues under extreme operating conditions.

[0059] See also Figure 3 and Figure 4 As shown, the front anti-collision beam assembly 30 includes a front anti-collision beam body 31 and energy absorption boxes 32 disposed on both sides of the anti-collision beam body 31. The energy absorption boxes 32 can effectively absorb and disperse impact energy in the event of a collision, thereby reducing damage to the vehicle body and occupants and improving overall safety performance. The rear portion of the energy absorption box 32 protrudes into the front longitudinal beam 10, and the energy absorption box 32 and the front longitudinal beam 10 are fixed by bolts 321. The connection between the energy absorption box 32 and the front longitudinal beam 10 increases the rigidity and stability of the overall structure, making it less likely to deform during impact and maintaining the structural integrity of the vehicle body.

[0060] In some embodiments, the energy absorption box 32 and the front longitudinal beam 10 may be fixed by welding, riveting, or the like.

[0061] See also Figure 1 and Figure 4 As shown, the upper cross beam 40 includes a main body portion 41 connected to the front longitudinal beam 10 and a connecting portion 42 arranged obliquely relative to the main body portion 41. The connecting portion 42 is connected to the front portion of the side reinforcement beam 21, and the front portion of the side reinforcement beam 21 abuts against the main body portion 41. The main body portion 41 can be arranged perpendicular to the front longitudinal beam 10. The main body portion 41, the connecting portion 42 and the side reinforcement beam 21 are flush in height, and the main body portion 41 is located above the rear portion of the energy absorption box 32. Specifically, the upper cross beam 40 can be a radiator upper cross beam. The upper cross beam 40 and the side reinforcement beam 21 form an annular frame structure, thereby forming a structural force transmission ring, which transmits energy, disperses force and improves the torsional / nodal stiffness performance of the cabin assembly through the moment of inertia and cross-sectional area of ​​the cavity 214. The force transmission path is very effective, contributes greatly to the suppression of NVH road noise and vibration, and can improve safety and durability.

[0062] The front cabin connection structure also includes a shock absorber mount 60 and a shock absorber mount connecting crossbeam 70. The ends of the shock absorber mount connecting crossbeam 70 are respectively fixed to the two shock absorber mounts 60. The shock absorber mount 60 includes a front wheelhouse 61 and a shock absorber mounting plate 62. The rear portion of the front longitudinal beam 10 is connected to the inner side of the front wheelhouse 61. The side reinforcement beam 21 is connected to the outer side of the front wheelhouse 61. The ends of the shock absorber mount connecting crossbeam 70 are respectively connected to the shock absorber mount 60. The rear portion of the rear reinforcement cavity 23 is connected to the front side of the front wheelhouse 61.

[0063] The upper cross member 40 and the side reinforcement beams 21 on both sides thereof, the shock absorber seat connecting cross member 70 and the shock absorber seats 60 on both sides thereof together form a closed annular frame structure. At the same time, the front longitudinal member 10 is connected to the inner side of the front wheel housing 61, the side reinforcement beam 21 is connected to the outer side of the front wheel housing 61, and the front longitudinal member 10 and the side reinforcement beam 21 establish a Y-direction force transmission path through the front wheel housing 61 (such as Figure 4 The front cabin structure is more solid and stable, which improves the rigidity and safety of the vehicle body during movement.

[0064] The side reinforcement beam 21 is directly connected to the upper cross beam 40, which effectively improves the force transmission efficiency. It is also connected to the front longitudinal beam 10 through the Z-direction connecting cavity, and the entire wheel arch is designed as an integrated structure, which can effectively disperse the force transmitted in all directions and improve the overall torsional stiffness of the vehicle body.

[0065] The present application also provides a vehicle comprising the above-mentioned front cabin connection structure.

[0066] It should be noted that the technical solutions or technical features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this application shall be included in the scope of protection of this application.

Claims

1. A front cabin connection structure, characterized in that: It includes a front longitudinal beam, a front wheel cover side reinforcement beam assembly, a front anti-collision beam assembly and an upper cross beam, the front longitudinal beam is connected to one side of the front anti-collision beam assembly; the front wheel cover side reinforcement beam assembly includes a side reinforcement beam and a connecting cavity; the side reinforcement beam is located above the front longitudinal beam and is connected to the front longitudinal beam through the connecting cavity; the side reinforcement beam is connected to one side of the upper cross beam.

2. The front cabin connection structure according to claim 1, characterized in that: The connecting cavity includes a front reinforcement cavity and a rear reinforcement cavity; the front reinforcement cavity and the rear reinforcement cavity are both connected to the front longitudinal beam and the side reinforcement beam; the front reinforcement cavity is arranged at the front end of the front longitudinal beam and the side reinforcement beam, and the rear reinforcement cavity is arranged behind the front reinforcement cavity.

3. The front cabin connection structure according to claim 2, characterized in that: The front longitudinal beam, the side reinforcement beam, the front reinforcement cavity and the rear reinforcement cavity together form a frame structure.

4. The front cabin connection structure according to claim 2, characterized in that: The lower part of the front reinforcement cavity is connected to the top wall and inner wall of the front longitudinal beam; the upper part of the front reinforcement cavity is connected to the inner wall and bottom wall of the side reinforcement beam; the lower part of the rear reinforcement cavity is connected to the outer wall of the front longitudinal beam; the upper part of the rear reinforcement cavity is connected to the inner wall and bottom wall of the side reinforcement beam.

5. The front cabin connection structure according to claim 1, characterized in that: The upper cross beam includes a main body portion connected to the front longitudinal beam and a connecting portion arranged obliquely relative to the main body portion; the connecting portion is connected to the front portion of the side reinforcement beam.

6. The front cabin connection structure according to claim 1, characterized in that: It also includes a shock absorber seat and a shock absorber seat connecting crossbeam, the shock absorber seat includes a front wheel cover and a shock absorber mounting plate; the rear part of the front longitudinal beam is connected to the inner side of the front wheel cover; the side reinforcement beam is connected to the outer side of the front wheel cover; the two ends of the shock absorber seat connecting crossbeam are respectively connected to the shock absorber seat; the rear part of the connecting cavity is connected to the front side of the front wheel cover.

7. The front cabin connection structure according to claim 1, characterized in that: The side reinforcement beam includes a side reinforcement beam outer plate, a front section of the side reinforcement beam outer plate, and a side reinforcement beam inner plate; the front section of the side reinforcement beam outer plate is arranged on the front side of the side reinforcement beam outer plate, and the side reinforcement beam inner plate is arranged on the inner side of the side reinforcement beam outer plate and the front section of the side reinforcement beam outer plate; a cavity is formed in the side reinforcement beam.

8. The front cabin connection structure according to claim 7, characterized in that: The side reinforcement beam outer plate and the front section of the side reinforcement beam outer plate both include a top wall and an outer wall bent downward relative to the top wall, and the top wall and the outer wall respectively have an upper flange and a lower flange; the side reinforcement beam inner plate includes a bottom wall and an inner wall bent upward relative to the bottom wall, and the inner wall and the bottom wall respectively have an upper flange and a lower flange; the top wall and the bottom wall are arranged opposite to each other, and the outer wall and the inner wall are arranged opposite to each other; the upper flange and the lower flange of the top wall and the outer wall are connected to the upper flange and the lower flange of the inner wall and the bottom wall respectively.

9. The front cabin connection structure according to claim 8, characterized in that: The upper flange of the top wall and the upper flange of the inner wall are arranged on the inner side of the side reinforcement beam; the lower flange of the outer wall and the lower flange of the bottom wall are arranged on the outer side of the side reinforcement beam.

10. The front cabin connection structure according to claim 7, characterized in that: The side reinforcement beam outer plate, the front section of the side reinforcement beam outer plate and the side reinforcement beam inner plate together form the front section of the cavity; the side reinforcement beam outer plate and the shock absorber seat form the middle section of the cavity; the side reinforcement beam outer plate and the engine hood hinge mounting plate form the rear section of the cavity.

11. The front cabin connection structure according to claim 7, characterized in that: The cavity is a multi-section structure, and the cross-section of the cavity gradually increases from front to back; the strength of the side reinforcement beam outer plate is less than the strength of the front section of the side reinforcement beam outer plate.

12. The front cabin connection structure according to claim 7, characterized in that: The outer plate of the side reinforcement beam is provided with a fender front mounting bracket, a horn mounting bracket, an engine front buffer block mounting bracket, a ventilation cover mounting bracket and a water trough connecting bracket in sequence from front to back.

13. The front cabin connection structure according to claim 1, characterized in that: The front anti-collision beam assembly includes a front anti-collision beam body and energy absorption boxes arranged on both sides of the anti-collision beam body; the rear portion of the energy absorption box protrudes into the front longitudinal beam, and the energy absorption box and the front longitudinal beam are fixed by bolts.

14. A vehicle, characterized in that: The method comprises the front cabin connection structure according to any one of claims 1 to 13.

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