Front end assembly and vehicle

Abstract

The application provides a front engine compartment assembly and a vehicle. The front engine compartment assembly comprises a wheel cover structure, a front longitudinal beam, a front bulkhead and an annular frame structure. The wheel cover structure and the front longitudinal beam are located on both sides of the vehicle body. The annular frame structure is arranged between the opposite wheel cover structures and connected with the front bulkhead. The two ends of the annular frame structure respectively extend downward along the inner walls of the corresponding wheel cover structures until connected with the front longitudinal beam. The front engine compartment assembly can improve the stress resistance and force transmission efficiency of the front engine compartment assembly, thereby improving the driving comfort of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a front engine compartment assembly and a vehicle. Background Technology

[0002] The front engine compartment assembly is one of the core components of a vehicle, and its design and structure directly affect the vehicle's safety and comfort.

[0003] The existing front engine compartment assembly includes wheel arch sections. The two wheel arch sections are connected by a wheel arch crossbeam. However, the structural strength of the wheel arch crossbeam is limited, and it cannot quickly disperse the force. The wheel arch sections and wheel arch crossbeam have insufficient resistance to force, resulting in greater vibration intensity when the vehicle is turning, which reduces driving comfort. Utility Model Content

[0004] The purpose of this application is to solve the aforementioned technical problems by providing a front engine compartment assembly and a vehicle, thereby improving the load-bearing capacity and force transmission efficiency of the front engine compartment assembly, and ultimately enhancing the vehicle's driving comfort. To achieve the above objective, the technical solution of this application is as follows:

[0005] In a first aspect, this application provides a front engine compartment assembly, including a wheel arch structure, a front longitudinal beam, a front bulkhead, and an annular frame structure. The wheel arch structure and the front longitudinal beam are located on both sides of the vehicle body. The annular frame structure is disposed between the opposing wheel arch structures and is connected to the front bulkhead. The two ends of the annular frame structure extend downward along the inner wall of the corresponding wheel arch structure until they are connected to the front longitudinal beam.

[0006] In one possible implementation, the ring frame structure includes an upper reinforcing beam, a connecting beam, and a lower reinforcing beam; the two ends of the upper reinforcing beam are connected to the lower reinforcing beam via connecting beams, and both the connecting beam and the lower reinforcing beam are connected to the wheel cover structure, with the bottom of the lower reinforcing beam connected to the front longitudinal beam.

[0007] In one possible implementation, the front bulkhead includes a front bulkhead body and an extension, which are connected to form a water channel, with both ends of the water channel extending to the wheel arch structure.

[0008] In one possible implementation, the extension is disposed at the top of the upper reinforcing beam, and the extension is connected to the upper reinforcing beam to form an upper reinforcing cavity. The distance from the ground of the middle part of the upper reinforcing cavity is greater than the distance from the ground of the end of the upper reinforcing cavity.

[0009] In one possible implementation, the ring frame structure further includes a fixing part, which is installed on the top of the wheel cover structure and connected to the upper reinforcing beam and the front bulkhead, respectively.

[0010] In one possible implementation, the connecting beam extends in an arc shape to the lower reinforcing beam, and the top of the connecting beam is connected to the fixing part and the water channel respectively.

[0011] In one possible implementation, the front nacelle assembly also includes a front longitudinal beam reinforcement plate, which is connected to the inner periphery of the front longitudinal beam.

[0012] In one possible implementation, the front nacelle assembly further includes an endplate assembly, an energy-absorbing box, an energy-absorbing box reinforcement plate, and a crash beam; the energy-absorbing box reinforcement plate covers the crash beam, the endplate assembly is located at the end of the front longitudinal beam, one end of the energy-absorbing box is connected to the energy-absorbing box reinforcement plate, and the other end of the energy-absorbing box is connected to the endplate assembly.

[0013] In one possible implementation, the front engine compartment assembly also includes a side beam, which is located on top of the wheel arch structure and extends to the end plate assembly. The energy-absorbing box includes a first energy-absorbing box and a second energy-absorbing box arranged at intervals. The first energy-absorbing box corresponds to the front longitudinal beam along the length of the vehicle body, and the second energy-absorbing box corresponds to the side beam along the length of the vehicle body.

[0014] Secondly, this application provides a vehicle including the aforementioned front engine compartment assembly.

[0015] Compared with existing technologies, the beneficial effects of this application on the front engine compartment assembly and the vehicle are mainly reflected in:

[0016] The ring frame structure forms an effective force transmission path between the front bulkhead, wheel arch structure, and front longitudinal beam. The ring frame structure has good structural strength and can distribute the force to various parts of the vehicle body. The force distribution is uniform, which improves the force transmission efficiency of the front engine compartment assembly, reduces the intensity of vehicle vibration, and improves the driving comfort of the vehicle. Attached Figure Description

[0017] Figure 1 A structural schematic diagram of a front engine compartment assembly provided for an embodiment of this application;

[0018] Figure 2 for Figure 1 The diagram shown is a top view of one embodiment of the front nacelle assembly;

[0019] Figure 3 for Figure 1 The circular frame structure shown is a structural schematic diagram of one embodiment;

[0020] Figure 4 for Figure 3 The diagram shows a cross-sectional view of the annular frame structure along the AA direction in one embodiment.

[0021] Figure 5 for Figure 1 The ring-shaped frame structure shown is illustrated in the second structural schematic diagram of one embodiment;

[0022] Figure 6 for Figure 3 The diagram shows a cross-sectional view of the annular frame structure in the BB direction of one embodiment.

[0023] Figure 7 for Figure 5 The diagram shown is a structural schematic of the upper reinforcing beam in one embodiment.

[0024] Figure 8 for Figure 5 The diagram shown is a structural schematic of the connecting beam in one embodiment.

[0025] Figure 9 for Figure 3 The shown fixing part is a structural schematic diagram of one embodiment;

[0026] Figure 10 for Figure 1 The diagram shown is a structural schematic of one embodiment of the anti-collision beam;

[0027] Figure 11 for Figure 10 The diagram shown is a structural schematic of one embodiment of the front longitudinal beam;

[0028] Figure 12 for Figure 10 The diagram shown is a structural schematic of one embodiment of the energy-absorbing box.

[0029] Figure 13 for Figure 10 The diagram shows a cross-sectional view of the energy-absorbing box in the CC direction according to one embodiment.

[0030] Figure label:

[0031] Wheel cover structure 1;

[0032] Front longitudinal beam 2, front longitudinal beam reinforcing plate 21, first reinforcing part 22, second reinforcing part 23;

[0033] Front bulkhead 3, water channel 31, front bulkhead main body 32, extension 33;

[0034] 4. Ring frame structure, 41. Upper reinforcing beam, 42. Connecting beam, 43. Lower reinforcing beam, 44. Arc-shaped part, 45. Connecting flange, 46. Upper reinforcing inner cavity, 47. Lower reinforcing inner cavity, 48. Fixing part;

[0035] End plate assembly 51, energy-absorbing box 52, energy-absorbing box reinforcing plate 53, anti-collision beam 54, anti-collision inner cavity 55, first box body 56, second box body 57, shrinkage rib 58;

[0036] First end plate 61, second end plate 62, first energy-absorbing box 63, second energy-absorbing box 64, abutting part 65, end plate flange 66;

[0037] Side beam 7. Detailed Implementation

[0038] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0039] Example 1

[0040] This embodiment provides a front engine compartment assembly. Because existing front engine compartment assemblies lack a continuous force transmission structure between the wheel arch structures 1, when the vehicle body is subjected to external forces, the force transmission efficiency of the front engine compartment assembly is low, failing to quickly and evenly disperse the force, resulting in insufficient force resistance and affecting the safety of the front engine compartment assembly; it also affects the vehicle's driving comfort. Therefore, this embodiment improves the front engine compartment assembly, forming a continuous force transmission structure between the opposing wheel arch structures 1, effectively dispersing the force. A detailed description follows. In the accompanying drawings, the X-axis direction is defined as the length direction of the vehicle body, and the Y-axis direction is defined as the width direction of the vehicle body.

[0041] like Figures 1-3 , Figure 5 As shown, a front engine compartment assembly includes a wheel arch structure 1, a front longitudinal beam 2, a front bulkhead 3, and an annular frame structure 4. The wheel arch structure 1 and the front longitudinal beam 2 are located on both sides of the vehicle body. The annular frame structure 4 is positioned between the opposing wheel arch structures 1 and connected to the front bulkhead 3. Both ends of the annular frame structure 4 extend downwards along the inner walls of their respective wheel arch structures 1 until they connect with the front longitudinal beam 2. The inner walls of the wheel arch structures 1 refer to the side walls of the wheel arch structures 1 facing the interior space of the vehicle body.

[0042] The ring frame structure 4 forms an effective force transmission path between the front bulkhead 3, the wheel arch structure 1, and the front longitudinal beam 2. The ring frame structure 4 has good structural strength and can distribute the force to various parts of the vehicle body. The force distribution is uniform, which improves the force transmission efficiency of the front engine compartment assembly, reduces the intensity of vehicle vibration, and improves the driving comfort of the vehicle.

[0043] When the vehicle is in motion, the annular frame structure 4 is positioned between the opposing wheel arch structures 1, effectively increasing the vehicle's resistance in the height direction. When the vehicle is turning, the annular frame structure 4 is connected to the inner wall of the wheel arch structure 1, effectively enhancing rotational resistance, reducing vibration, and improving vehicle comfort during cornering. It also strengthens the structural strength of the wheel arch structure 1, preventing deformation. When a side pole collision occurs, the annular frame structure 4 and the front longitudinal beam 2 form a closed loop, effectively preventing deformation of the front engine compartment assembly and providing effective support for the internal space of the front engine compartment assembly.

[0044] In one embodiment, the ring frame structure 4 includes an upper reinforcing beam 41, a connecting beam 42, and a lower reinforcing beam 43; the two ends of the upper reinforcing beam 41 are connected to the lower reinforcing beam 43 through the connecting beam 42, and both the connecting beam 42 and the lower reinforcing beam 43 are connected to the wheel cover structure 1, and the bottom of the lower reinforcing beam 43 is connected to the front longitudinal beam 2.

[0045] For example, such as Figure 3 , Figure 5 As shown, both the wheel arch structure 1 and the front longitudinal beam 2 are connected to the lower part of the front bulkhead 3. The upper reinforcing beam 41 is arranged along the width direction of the vehicle body and is connected to the upper part of the front bulkhead 3. When the upper reinforcing beam 41 is subjected to force, most of the force can be directly transferred to the front bulkhead 3 and the front longitudinal beam 2. The force transmission path of the ring frame structure 4 is clear, and it has good structural strength.

[0046] In one embodiment, the front bulkhead 3 includes a front bulkhead body 32 and an extension 33. The front bulkhead body 32 and the extension 33 are connected to form a water channel 31. The extension 33 overlaps with the upper reinforcing beam 41 to enhance the structural strength of the upper reinforcing beam 41 and prevent the upper reinforcing beam 41 from deforming under stress. The two ends of the water channel 31 extend to the wheel arch structure 1.

[0047] For example, the upper reinforcing beam 41 can have a generally V-shaped structure, the extension 33 is disposed on the top of the upper reinforcing beam 41, the front bulkhead 3 has a water channel 31, the water channel 31 is arranged along the width direction of the vehicle body and in the same direction as the upper reinforcing beam 41, the water channel 31 is adjacent to the upper reinforcing beam 41, the edge of the upper reinforcing beam 41 extends to the bottom of the water channel 31, and the upper reinforcing beam 41 is connected to the extension 33 and the water channel 31 respectively, and the connection method can be welding, screwing or riveting.

[0048] In one embodiment, the extension 33 is connected to the upper reinforcing beam 41 to form an upper reinforcing cavity 46, and the distance from the ground of the middle part of the upper reinforcing cavity 46 is greater than the distance from the ground of the end of the upper reinforcing cavity 46.

[0049] For example, such as Figure 4As shown, the cross-sectional area of ​​the middle part of the upper reinforcing inner cavity 46 is smaller than the cross-sectional area of ​​the ends of the upper reinforcing inner cavity 46. At the same time, the ground clearance of the middle part of the upper reinforcing inner cavity 46 is greater than the ground clearance of the ends of the upper reinforcing inner cavity 46. The upper reinforcing beam 41 exhibits a trend of being higher in the middle and lower at both ends, which is conducive to diverting the regional forces on the wheel arch structure 1, reducing the vibration intensity during vehicle travel, and improving the comfort of vehicle driving.

[0050] The distance from the ground at the middle of the upper reinforcing inner cavity 46 is greater than the distance from the ground at the ends of the upper reinforcing inner cavity 46. Since the drainage channel 31 is adjacent to the upper reinforcing beam 41, the drainage channel 31 also has a greater distance from the ground at the middle than at the ends, which can meet the drainage requirements of the drainage channel 31. The upper reinforcing beam 41 extends downward in an arc shape from the middle to both ends. The greater the distance from the ground at the middle of the upper reinforcing inner cavity 46 compared to the distance from the ground at the ends of the upper reinforcing inner cavity 46, the higher the efficiency of drainage guidance of the drainage channel 31, avoiding the problem of water accumulation in the drainage channel 31.

[0051] In one embodiment, the annular frame structure 4 further includes a fixing part 48, which is installed on the top of the wheel cover structure 1 and connected to the upper reinforcing beam 41 and the front bulkhead 3 respectively.

[0052] For example, such as Figure 3 , Figure 9 As shown, the fixing part 48 is connected to the wheel cover structure 1 by means of screwing, welding, or riveting. The fixing part 48 overlaps with the end of the upper reinforcing beam 41, and also overlaps with the extension part 33. The annular frame structure 4 can effectively transmit and distribute the force to the wheel cover structure 1 through the fixing part 48, avoiding force concentration on the wheel cover structure 1. The fixing part 48 greatly improves the rotational resistance of the top of the wheel cover structure 1, further reducing the risk of deformation of the wheel cover structure 1.

[0053] In one embodiment, the connecting beam 42 extends in an arc shape to the lower reinforcing beam 43, and the top of the connecting beam 42 is connected to the bottom of the fixing part 48 and the bottom of the water channel 31, respectively.

[0054] For example, such as Figure 8 As shown, the connecting beam 42 includes an arc-shaped portion 44 and a connecting flange 45 disposed on the edge of the arc-shaped portion 44. The arc-shaped portion 44 is connected to the end of the upper reinforcing beam 41. The arc-shaped portion 44 extends downward along the arc-shaped trend of the end of the upper reinforcing beam 41, reducing the risk of deformation of the connecting beam 42 and making the force transmission path smoother. The connecting flange 45 located at the top of the arc-shaped portion 44 is connected to the bottom of the fixing portion 48 and the bottom of the water channel 31, respectively. The connecting flange 45 located on the side of the arc-shaped portion 44 is connected to the inner wall of the wheel cover structure 1. The connection method of the connecting beam 42, the fixing portion 48, the water channel 31 and the wheel cover structure 1 can be screwed, welded or riveted.

[0055] For example, such as Figure 6 As shown, both the connecting beam 42 and the lower reinforcing beam 43 are connected to the wheel arch structure 1 to form a lower reinforcing cavity 47. The cross-sectional area of ​​the middle part of the lower reinforcing cavity 47 is less than or equal to the cross-sectional area of ​​the end part of the lower reinforcing cavity 47. The lower reinforcing cavity 47 can communicate with the upper reinforcing cavity 46. Both the lower reinforcing cavity 47 and the upper reinforcing cavity 46 have good energy absorption effects, improving the safety performance of the forward nacelle assembly.

[0056] In one embodiment, the front nacelle assembly also includes a front longitudinal beam reinforcement plate 21, which is connected to the inner periphery of the front longitudinal beam 2.

[0057] like Figure 10 , Figure 11 As shown, the front longitudinal beam reinforcing plate 21 includes a first reinforcing part 22 and a second reinforcing part 23. The first reinforcing part 22 is arranged along the inner periphery of the front longitudinal beam 2, and the second reinforcing part 23 extends circumferentially from the inner wall of the front longitudinal beam 2 along the first reinforcing part 22. The second reinforcing part 23 can be connected to the end plate assembly 51, thereby improving the deformation resistance of the end of the front longitudinal beam 2.

[0058] In one embodiment, the front nacelle assembly further includes an endplate assembly 51, an energy-absorbing box 52, an energy-absorbing box reinforcing plate 53, and a crash beam 54; the energy-absorbing box reinforcing plate 53 covers the crash beam 54, the endplate assembly 51 is disposed at the end of the front longitudinal beam 2, one end of the energy-absorbing box 52 is connected to the energy-absorbing box reinforcing plate 53, and the other end of the energy-absorbing box 52 is connected to the endplate assembly 51.

[0059] For example, such as Figure 10 , Figure 12 , Figure 13 As shown, the cross-section of the energy-absorbing box reinforcement plate 53 is approximately C-shaped. The energy-absorbing box reinforcement plate 53 is snapped into the end face of the anti-collision beam 54. Specifically, the top of the energy-absorbing box reinforcement plate 53 abuts against the top of the anti-collision beam 54, the bottom of the energy-absorbing box 52 abuts against the bottom of the anti-collision beam 54, and the side wall of the energy-absorbing box reinforcement plate 53 abuts against the rear end of the anti-collision beam 54. The energy-absorbing box reinforcement plate 53 can effectively disperse the concentrated stress of the energy-absorbing box 52 and the anti-collision beam 54, so that the energy-absorbing box 52 will collapse and deform earlier than the anti-collision beam 54. The energy-absorbing box 52 fully absorbs energy and has stable collision collapse, reducing the degree of collision damage to the anti-collision beam 54.

[0060] For example, such as Figure 10As shown, the end plate assembly 51 includes a first end plate 61 and a second end plate 62. The first end plate 61 and the second end plate 62 are correspondingly arranged. Both the first end plate 61 and the second end plate 62 are provided with corresponding abutment portions 65. The first end plate 61 and the second end plate 62 are connected through the abutment portions 65, which reduces the connection area between the first end plate 61 and the second end plate 62, thereby reducing the risk of collision failure caused by long-term corrosion due to large-area contact.

[0061] The first end plate 61 is disposed at the end of the front longitudinal beam 2, specifically the first end plate 61 is connected to the second reinforcing part 23 of the front longitudinal beam reinforcing plate 21; the second end plate 62 is disposed at the end of the energy-absorbing box 52, and the second end plate 62 and the energy-absorbing box 52 can be fixed by welding.

[0062] For example, the first end plate 61 and / or the second end plate 62 are provided with end plate flanges 66 in the circumferential direction to improve the structural strength of the end plate assembly 51 and prevent the end plate assembly 51 from cracking during a collision.

[0063] For example, such as Figure 12 As shown, the energy-absorbing box 52 includes a first box body 56 and a second box body 57. The first box body 56 and the second box body 57 are connected to form the energy-absorbing box 52. Both the first box body 56 and the second box body 57 have a roughly U-shaped structure. The outer wall of the first box body 56 is connected to the inner wall of the second box body 57, or the inner wall of the first box body 56 is connected to the outer wall of the second box body 57. The energy-absorbing box 52 is provided with collapse ribs 58. There can be multiple collapse ribs 58. The collapse ribs 58 can be provided on the side wall of the energy-absorbing box 52. The collapse ribs 58 effectively guide the force flow, so that the energy-absorbing box 52 can effectively collapse and deform, thereby improving the collapse efficiency of the energy-absorbing box 52.

[0064] For example, the anti-collision beam 54 has a generally arc-shaped structure. The greater the arc of the anti-collision beam 54, the better its resistance to deformation and the better its collision safety performance. The cross-section of the anti-collision beam 54 has a generally H-shaped structure. The anti-collision beam 54 has anti-collision cavities 55 arranged at intervals along its height direction. The anti-collision beam 54 has good structural strength. The anti-collision beam 54 is connected to the energy-absorbing box reinforcing plate 53, which can effectively promote the collapse of the energy-absorbing box 52. The energy-absorbing box 52 collapses and deforms preferentially, reducing the risk of deformation of the anti-collision beam 54.

[0065] In one embodiment, the front engine compartment assembly also includes a side beam 7, which is disposed on the top of the wheel arch structure 1 and extends to the end plate assembly 51. The energy absorption box 52 includes a first energy absorption box 63 and a second energy absorption box 64 arranged at intervals. The first energy absorption box 63 corresponds to the front longitudinal beam 2 along the length direction of the vehicle body, and the second energy absorption box 64 corresponds to the side beam 7 along the length direction of the vehicle body.

[0066] like Figure 10As shown, specifically, the side beam 7 extends to the first end plate 61 of the end plate assembly 51, and the side beam 7 is located on the outer side of the front longitudinal beam 2. The outer side of the front longitudinal beam 2 refers to the direction of the front longitudinal beam 2 towards the external space of the vehicle body. Energy-absorbing boxes 52 are respectively provided at both ends of the anti-collision beam 54. When the anti-collision beam 54 is subjected to a frontal collision force, the first energy-absorbing box 63 and the second energy-absorbing box 64 located at one end of the anti-collision beam 54 can each share one-quarter of the collision force and can quickly transfer the collision force to the front longitudinal beam 2 and the side beam 7, effectively improving the collision energy absorption effect.

[0067] Example 2

[0068] This embodiment provides a vehicle including the front engine compartment assembly described in the above embodiment. The beneficial effects of the vehicle having the front engine compartment assembly will not be elaborated here.

[0069] In the description of this application, unless otherwise stated, directional terms such as "up" and "down" generally refer to the relative "up" and "down" in the direction of gravity when the corresponding parts are in use. "Inner" and "outer" refer to the "inner" and "outer" relative to the outline of the corresponding parts themselves. In addition, "front" and "rear" are defined based on the vehicle, with the front of the vehicle being "front" and the rear of the vehicle being "rear".

[0070] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. In this application, unless otherwise explicitly specified and limited, the terms "installed," "connected," "joined," "fixed," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, a direct connection, or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0071] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0072] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A forward engine compartment assembly, characterized in that: The vehicle includes a wheel arch structure (1), a front longitudinal beam (2), a front bulkhead (3), and an annular frame structure (4). The wheel arch structure (1) and the front longitudinal beam (2) are located on both sides of the vehicle body. The annular frame structure (4) is disposed between the opposite wheel arch structures (1) and is connected to the front bulkhead (3). The two ends of the annular frame structure (4) extend downward along the inner wall of the corresponding wheel arch structure (1) until they are connected to the front longitudinal beam (2).

2. The forward engine compartment assembly according to claim 1, characterized in that: The ring frame structure (4) includes an upper reinforcing beam (41), a connecting beam (42), and a lower reinforcing beam (43); the two ends of the upper reinforcing beam (41) are connected to the lower reinforcing beam (43) through the connecting beam (42), and both the connecting beam (42) and the lower reinforcing beam (43) are connected to the wheel cover structure (1), and the bottom of the lower reinforcing beam (43) is connected to the front longitudinal beam (2).

3. The forward engine compartment assembly according to claim 2, characterized in that: The front panel (3) includes a front body (32) and an extension (33). The front body (32) and the extension (33) are connected to form a water channel (31). The two ends of the water channel (31) extend to the wheel cover structure (1).

4. The forward engine compartment assembly according to claim 3, characterized in that: The extension (33) is disposed on the top of the upper reinforcing beam (41), and the extension (33) is connected to the upper reinforcing beam (41) to form an upper reinforcing cavity (46). The distance from the ground of the middle part of the upper reinforcing cavity (46) is greater than the distance from the ground of the end of the upper reinforcing cavity (46).

5. The forward engine compartment assembly according to claim 3, characterized in that: The annular frame structure (4) also includes a fixing part (48), which is installed on the top of the wheel cover structure (1) and is connected to the upper reinforcing beam (41) and the front panel (3) respectively.

6. The forward nacelle assembly according to claim 5, characterized in that: The connecting beam (42) extends in an arc shape to the lower reinforcing beam (43), and the top of the connecting beam (42) is connected to the fixing part (48) and the water channel (31) respectively.

7. The forward engine compartment assembly according to claim 1, characterized in that: The forward nacelle assembly also includes a forward longitudinal beam reinforcement plate (21), which is connected to the inner periphery of the forward longitudinal beam (2).

8. The forward engine compartment assembly according to claim 1, characterized in that: The front nacelle assembly also includes an endplate assembly (51), an energy-absorbing box (52), an energy-absorbing box reinforcement plate (53), and a crash beam (54); The energy-absorbing box reinforcing plate (53) covers the anti-collision beam (54), the end plate assembly (51) is disposed at the end of the front longitudinal beam (2), one end of the energy-absorbing box (52) is connected to the energy-absorbing box reinforcing plate (53), and the other end of the energy-absorbing box (52) is connected to the end plate assembly (51).

9. The forward engine compartment assembly according to claim 8, characterized in that: The front nacelle assembly also includes a side beam (7), which is located on top of the wheel arch structure (1) and extends to the end plate assembly (51). The energy-absorbing box (52) includes a first energy-absorbing box (63) and a second energy-absorbing box (64) arranged at intervals. The first energy-absorbing box (63) corresponds to the front longitudinal beam (2) along the length of the vehicle body, and the second energy-absorbing box (64) corresponds to the side beam (7) along the length of the vehicle body.

10. A vehicle, characterized in that: Includes the forward nacelle assembly as described in any one of claims 1-9.

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