A front compartment assembly and vehicle having the same

Abstract

The embodiment of the present application discloses a front compartment assembly and a vehicle with the same, the front compartment assembly comprises a front longitudinal beam and a tower seat structure, the front longitudinal beam extends along a first direction, the tower seat structure comprises a tower seat body and a connecting part connected with each other, the tower seat body is used for being connected with a shock absorber, the connecting part is adapted to be connected with the front longitudinal beam, and a side wall of the connecting part is provided with a collapse structure in a second direction, so that the connecting part is adapted to collapse and deform along the first direction, wherein the first direction and the second direction have an included angle. According to the front compartment assembly of the present application, the integrated tower seat structure can better reduce the assembly difficulty of the front compartment assembly, thereby reducing the assembly difficulty of the vehicle, improving the assembly efficiency, and effectively connecting with the front longitudinal beam, and the collapse structure can also be constructed, so that the collapse space of the front compartment assembly can be better increased, and the energy absorption effect of the front compartment assembly in the front collision scene of the vehicle can be improved.

Description

Technical Field

[0001] This application relates to the field of front cabin structure technology, and in particular to a front cabin component and a vehicle having the same. Background Technology

[0002] When a vehicle collides head-on, the entire front engine compartment will crumple and deform. However, the energy absorption effect of the front longitudinal beam is relatively weak, resulting in a weak overall energy absorption effect of the front engine compartment. In related technologies, in order to improve the energy absorption effect of the front engine compartment, structural modifications are often made to the front longitudinal beam, such as setting a crumple structure in the front longitudinal beam to improve its energy absorption effect. However, in order to ensure the structural strength of the front longitudinal beam, the energy absorption effect of the crumple structure on the front longitudinal beam is limited, thus restricting the improvement of the energy absorption effect of the front engine compartment. Utility Model Content

[0003] This application provides a front cabin component and a vehicle, aiming to improve the problem of insufficient energy absorption effect of the front cabin component.

[0004] According to an embodiment of this application, the front cabin assembly includes: a front longitudinal beam extending along a first direction; a tower base structure including a connected tower base body and a connecting portion, the tower base body being connected to a shock absorber, the connecting portion being adapted to be connected to the front longitudinal beam, and in a second direction, the sidewall of the connecting portion being provided with a collapsible structure to adapt the connecting portion to collapse and deform along the first direction, wherein there is an included angle between the first direction and the second direction.

[0005] According to the embodiments of this application, the front compartment component, through the connected tower body and connecting part, enables the integrated tower structure to reduce the assembly difficulty of the front compartment component, thereby reducing the assembly difficulty of the vehicle, improving the assembly efficiency, and also providing better space for the connecting part to arrange the crumple structure. That is, while effectively connecting with the front longitudinal beam, a crumple structure can also be constructed, thereby increasing the crumple space of the front compartment component and improving the energy absorption effect of the front compartment component in the vehicle frontal collision scenario.

[0006] In addition, the front cabin assembly according to this application may also have the following additional technical features: In some embodiments of this application, the tower body includes a tower top and a tower body extending downward from the edge of the tower top. The tower top is connected to the shock absorber, and the lower side of the tower body is connected to the connecting portion. The connecting portion has a downward-opening mounting groove, and at least a portion of the front longitudinal beam is installed in the mounting groove.

[0007] In the above-mentioned technical method, the connection part is designed to wrap around the front longitudinal beam through the assembly groove, which can increase the contact area between the connection part and the front longitudinal beam, improve the connection strength, and thus reduce the risk of loosening between the front longitudinal beam and the connection part. It can also transmit the collision force and load more stably. In addition, it can guide the connection part to collapse along the extension direction (first direction) of the front longitudinal beam during a frontal collision, which can effectively limit the lateral displacement of the connection part. This is conducive to the collapse structure deforming according to the preset deformation path and avoids the decrease in energy absorption efficiency due to the loss of control of the collapse direction.

[0008] In some embodiments of this application, the collapse structure is located on at least one sidewall of the assembly groove and is formed as a hole-like structure penetrating the sidewall.

[0009] Among the above-mentioned technical methods, the through-hole structure can effectively improve the deformability of the collapsible structure and is less likely to interfere with other components. In addition, the through-hole structure is simple and convenient to process, which can effectively reduce processing costs.

[0010] In some embodiments of this application, the perforated structure extends downward to the opening of the mounting groove to divide the sidewall into a first sidewall and a second sidewall in the first direction.

[0011] In the above-mentioned technical method, by extending the perforated structure downward to the opening of the mounting slot, the sidewall can collapse and deform better during a frontal collision of the vehicle, thereby better absorbing the collision energy, and can also better achieve the connection between the mounting slot and the front longitudinal beam.

[0012] In some embodiments of this application, along the first direction, the perforated structure has opposing first and second perforation walls, and in the top-to-bottom direction, the first perforation wall is inclined toward a direction away from the second perforation wall, and / or, the second perforation wall is inclined toward a direction away from the first perforation wall.

[0013] In the above-mentioned technical method, by making the porous structure form an inclined hole wall, the side wall can be gradually folded and deformed when the collision force is applied, which can better prolong the energy release time and thus more smoothly dissipate the impact force of the collision.

[0014] In some embodiments of this application, the perforated structure includes a first perforated segment and a second perforated segment, the second perforated segment being connected to the lower end of the first perforated segment, and the width of the first perforated segment being equal at all points in the top-to-bottom direction, while the width of the second perforated segment gradually increases.

[0015] In the above-mentioned technical method, by setting the perforated structure with a first perforated segment and a second perforated segment, the sidewall can be allowed to collapse in an orderly manner while ensuring the strength of the sidewall structure, thereby improving the stability of the sidewall collapse.

[0016] In some embodiments of this application, the front cabin structural component is an integrally molded part, and the front cabin assembly further includes: a front cabin structural component, the front cabin structural component including: a front bulkhead structural component and the tower base structural component, the tower base structural component including a first tower base structural component and a second tower base structural component, the first tower base structural component and the second tower base structural component being symmetrically connected to both ends of the front bulkhead structural component.

[0017] In the above-mentioned technical methods, the one-piece molded front cabin structural component can improve structural strength, reduce assembly difficulty, and improve assembly efficiency. Furthermore, the symmetrical arrangement of the first and second tower base structural components can make the overall stress of the front cabin structural component more uniform, reduce the asymmetrical impact on the passenger compartment caused by stress imbalance, and better ensure the safety of passengers.

[0018] In some embodiments of this application, the front bulkhead structure includes a lower front bulkhead plate and / or a front bulkhead crossbeam.

[0019] In the above-mentioned technical approach, by integrating the lower front bulkhead and the front bulkhead crossbeam, the overall structural strength of the front cabin structural components can be improved, and the number of parts and assembly processes can be reduced, thus reducing the assembly difficulty and improving the assembly efficiency.

[0020] In some embodiments of this application, the front longitudinal beam has a spaced-apart first and second crumple portions.

[0021] In the above-mentioned technical method, by setting the first and second crumple sections, the crumple energy absorption effect of the front longitudinal beam can be improved.

[0022] This application also proposes a vehicle having a front cabin assembly as described above.

[0023] This application also proposes a vehicle having a front cabin assembly as described above.

[0024] According to the embodiments of this application, by providing the front compartment component of the above embodiments, the energy absorption effect of the front compartment component can be improved in the front collision scenario of the vehicle, thereby improving the energy absorption effect of the vehicle and better protecting the passenger compartment.

[0025] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0026] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the front cabin assembly provided in one embodiment of this application; Figure 2 This is a structural schematic diagram of a front cabin structural component provided in one embodiment of this application; Figure 3 This is a schematic diagram of the front longitudinal beam provided in one embodiment of this application.

[0027] Explanation of reference numerals in the attached figures: 100. Fore-cabin assembly; 1. Fore-longitudinal beam; 11. First crumple zone; 12. Second crumple zone; 2. Fore-cabin structural component; 21. Tower base structural component; 211. Tower base body; 2111. Tower top; 2112. Tower body; 212. Connecting part; 2121. Assembly slot; 201. First sidewall; 202. Second sidewall; 2122. Crumple structure; 22. Fore-cabin structural component; 221. Lower fore-cabin plate; 222. Fore-cabin crossbeam; X, First direction; Y, Second direction. Detailed Implementation

[0028] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0029] In the description of this application, it should be understood that the terms "upper," "lower," "front," "rear," "left," and "right," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. 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 indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0030] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0031] When a vehicle collides head-on, the entire front engine compartment will crumple and deform. However, the energy absorption effect of the front longitudinal beam is relatively weak, resulting in a weak overall energy absorption effect of the front engine compartment. In related technologies, in order to improve the energy absorption effect of the front engine compartment, structural modifications are often made to the front longitudinal beam, such as setting a crumple structure in the front longitudinal beam to improve its energy absorption effect. However, in order to ensure the structural strength of the front longitudinal beam, the energy absorption effect of the crumple structure on the front longitudinal beam is limited, thus restricting the improvement of the energy absorption effect of the front engine compartment.

[0032] like Figures 1-3 As shown, a front cabin assembly 100 provided in this application embodiment includes: a front longitudinal beam 1 and a tower structure 21. The front longitudinal beam 1 extends along a first direction X. The tower structure 21 includes a connected tower body 211 and a connecting portion 212. The tower body 211 is used to connect with a shock absorber. The connecting portion 212 is adapted to connect with the front longitudinal beam 1. In a second direction Y, a collapsible structure 2122 is provided on the side wall of the connecting portion 212 so that the connecting portion 212 is adapted to collapse and deform along the first direction X. There is an included angle between the first direction X and the second direction Y.

[0033] For example, taking the front-back, left-right, and up-down directions of a vehicle as examples, the first direction X can be the front-back direction, and the second direction Y can be the left-right direction. That is, the first direction X and the second direction Y are perpendicular to each other. It can be understood that the second direction Y may not be the left-right direction. For example, the angle between the first direction X and the second direction Y is an acute angle. This application does not limit this. That is, the location of the collapsible structure 2122 can be arranged according to the actual situation.

[0034] The front compartment assembly 100 of this application integrates the tower base body 211 and the connecting part 212 into a tower base structure 21, so that the tower base structure 21 can be connected not only to the shock absorber, but also to the front longitudinal beam 1. For example, the rear end of the front longitudinal beam 1 is connected to the connecting part 212. Thus, the integrated tower base structure 21 can effectively reduce the assembly difficulty of the front compartment assembly 100, thereby reducing the assembly difficulty of the vehicle and improving the assembly efficiency.

[0035] Furthermore, the tower base structure 21 can be a one-piece molded part. For example, the tower base structure 21 can be formed by die casting or 3D printing, etc. This application does not impose any restrictions. The one-piece molded tower base structure 21 can also improve the overall consistency and reduce a series of problems caused by poor connection between parts.

[0036] The front compartment assembly 100 of this application, by constructing a crumple structure 2122 at the connection 212, allows the connection 212 of the tower structure 21 to crumple and deform through the pre-set crumple structure 2122 on the side wall when the collision force is transmitted along the first direction X in a frontal collision scenario. Since the connection 212 is connected to the tower body 211, it can provide better space for the connection 212 to arrange the crumple structure 2122. That is, while effectively connecting with the front longitudinal beam 1, it can also construct the crumple structure 2122, thereby increasing the crumple space of the front compartment assembly 100 and improving the energy absorption effect of the front compartment assembly 100 in a frontal collision scenario.

[0037] According to the embodiments of this application, the front compartment assembly 100, through the connected tower body 211 and connecting part 212, enables the integrated tower structure 21 to effectively reduce the assembly difficulty of the front compartment assembly 100, thereby reducing the assembly difficulty of the vehicle and improving the assembly efficiency. It also provides better space for the connecting part 212 to arrange the crumple structure 2122. That is, while effectively connecting with the front longitudinal beam 1, it can also construct the crumple structure 2122, thereby effectively increasing the crumple space of the front compartment assembly 100 and improving the energy absorption effect of the front compartment assembly 100 in the frontal collision scenario of the vehicle.

[0038] In some embodiments of this application, such as Figures 1-2 As shown, the tower body 211 includes a tower top 2111 and a tower body 2112 extending downward from the edge of the tower top 2111. The tower top 2111 is connected to the shock absorber. A connecting part 212 is connected to the lower side of the tower body 2112. The connecting part 212 has an assembly groove 2121 with an opening facing downward. At least a portion of the front longitudinal beam 1 is installed in the assembly groove 2121.

[0039] In other words, the tower body 211 can be directly connected to the shock absorber through the tower top 2111. The structure of the tower body 2112 extending downward along the edge of the tower top 2111 can transmit the vertical load transmitted by the shock absorber to the connection part 212 more evenly, which can better reduce local stress concentration. The connection part 212 wraps around the front longitudinal beam 1 through the downward-opening assembly groove 2121, which can better increase the contact area with the front longitudinal beam 1, can more stably transmit the collision force and load, and can better reduce the risk of loosening between the front longitudinal beam 1 and the connection part 212.

[0040] In addition, the connection part 212, through the wrapping design of the mounting groove 2121 around the front longitudinal beam 1, can guide the connection part 212 to collapse along the extension direction (first direction X) of the front longitudinal beam 1 during a frontal collision. This can better limit the lateral displacement of the connection part 212, which is conducive to the deformation of the collapse structure 2122 according to the preset deformation path, and avoids the energy absorption efficiency from being reduced due to loss of control of the collapse direction.

[0041] The downward-facing design of the assembly slot 2121 allows the front longitudinal beam 1 to be better connected to the connecting part 212 through the assembly slot 2121, which can effectively reduce assembly difficulty and improve assembly efficiency.

[0042] In the above-mentioned technical method, the connection part 212, through the wrapping design of the assembly groove 2121 around the front longitudinal beam 1, can better increase the contact area between the connection part 212 and the front longitudinal beam 1, improve the connection strength, thereby better reduce the risk of loosening between the front longitudinal beam 1 and the connection part 212, and can also transmit the collision force and load more stably. In addition, it can guide the connection part 212 to collapse along the extension direction (first direction X) of the front longitudinal beam 1 during a frontal collision, which can better limit the lateral displacement of the connection part 212, and facilitate the deformation of the collapse structure 2122 according to the preset deformation path, avoiding the decrease in energy absorption efficiency due to loss of control of the collapse direction.

[0043] In some embodiments of this application, such as Figures 1-2 As shown, the collapse structure 2122 is located on at least one sidewall of the assembly groove 2121 and is formed as a hole-like structure penetrating the sidewall.

[0044] In other words, the through-hole structure can improve the deformability of the collapsible structure 2122, which is beneficial for the connection part 212 to improve the energy absorption efficiency through the collapsible structure 2122. Furthermore, the through-hole structure is directly integrated into the side wall of the assembly groove 2121, which will not cause protrusions on the inside and outside of the side wall, thus not affecting the fit between the front longitudinal beam 1 and the assembly groove 2121, which can better reduce interference with other components.

[0045] In addition, the through-hole structure can be integrally formed by stamping, which is simple and convenient to process and can effectively reduce processing costs.

[0046] In the above-mentioned technical methods, the through-hole structure can improve the deformability of the collapse structure 2122 and is less likely to interfere with other components. In addition, the through-hole structure is simple and convenient to process, which can reduce the processing cost.

[0047] In some embodiments of this application, such as Figures 1-2As shown, the perforated structure extends downward to the opening of the mounting groove 2121 to divide the sidewall into a first sidewall 201 and a second sidewall 202 in the first direction X.

[0048] In other words, by extending the perforated structure downwards to the opening of the mounting groove 2121, the sidewall is divided into a first sidewall 201 and a second sidewall 202, so that the sidewall of the mounting groove 2121 forms a clear "separation boundary". In the event of a frontal collision, the sidewall can collapse and deform well, thereby absorbing the collision energy better. Furthermore, the separated first sidewall 201 and second sidewall 202 can both effectively wrap around the front longitudinal beam 1, which can better ensure the connection strength between the mounting groove 2121 and the front longitudinal beam 1.

[0049] For example, both sidewalls of the assembly groove 2121 have perforated structures and are divided into a first sidewall 201 and a second sidewall 202 by their respective perforated structures.

[0050] For example, in the vertical direction, the lower end of the sidewall extends to the lower edge of the front longitudinal beam 1.

[0051] For example, in the first direction X, the first sidewall 201 is close to the front bulkhead structure 22 and can also be connected to the front bulkhead structure 22. The second sidewall 202 is located on the side of the first sidewall 201 that is away from the front bulkhead structure 22, and in the first direction X, the size of the second sidewall 202 is larger than the size of the first sidewall 201.

[0052] In the above-mentioned technical method, by extending the perforated structure downward to the opening of the mounting groove 2121, the side wall can be better collapsed and deformed during a frontal collision of the vehicle, thereby better absorbing the collision energy, and can also better achieve the connection between the mounting groove 2121 and the front longitudinal beam 1.

[0053] In some embodiments of this application, such as Figures 1-2 As shown, along the first direction X, the pore structure has a first pore wall and a second pore wall opposite each other. In the top-to-bottom direction, the first pore wall is inclined toward a direction away from the second pore wall, and / or the second pore wall is inclined toward a direction away from the first pore wall.

[0054] In other words, the inclined hole wall can make the hole structure form a gradually changing space that is narrow at the top and wide at the bottom. When the collision force is applied, the side wall gradually folds and deforms, which can better prolong the energy release time and thus dissipate the impact force of the collision more smoothly.

[0055] For example, the inclined hole wall can be constructed only in the first hole wall, or only in the second hole wall, or both the first hole wall and the second hole wall can be constructed as inclined hole walls.

[0056] For example, the first hole wall may be located at the first side wall 201 in the above example, and the second hole wall may be located at the second hole wall in the above example. This application does not impose any restrictions.

[0057] In the above-mentioned technical method, by making the porous structure form an inclined hole wall, the side wall can be gradually folded and deformed when the collision force is applied, which can better prolong the energy release time and thus more smoothly dissipate the impact force of the collision.

[0058] In some embodiments of this application, such as Figures 1-2 As shown, the perforated structure includes a first perforated segment and a second perforated segment. The second perforated segment is connected to the lower end of the first perforated segment. In the direction from top to bottom, the width of the first perforated segment is equal at all points, while the width of the second perforated segment gradually increases.

[0059] In other words, the equal width design of the first hole section can provide relatively stable structural strength in the early stage of the collision, preventing the connection part 212 from breaking prematurely due to local weakness. When the collision force continues to increase, the sidewall undergoes continuous deformation. The orderly collapse of the second hole section can better buffer and dissipate the impact force of the collision, thereby improving the stability of the collapse.

[0060] For example, multiple first hole segments and multiple second hole segments can be provided, and the multiple first hole segments and multiple second hole segments are arranged alternately.

[0061] For example, multiple second holes are provided below the first hole segment, and the width of the multiple holes segment can increase at different rates.

[0062] In the above-mentioned technical method, by setting the perforated structure with a first perforated segment and a second perforated segment, the sidewall can be allowed to collapse in an orderly manner while ensuring the strength of the sidewall structure, thereby improving the stability of the sidewall collapse.

[0063] In some embodiments of this application, such as Figures 1-2 As shown, the front cabin assembly 100 also includes: a front cabin structural component 2, which is an integrally molded part. The front cabin structural component 2 includes: a front bulkhead structural component 22 and a tower base structural component 21. The tower base structural component 21 includes a first tower base structural component and a second tower base structural component. The first tower base structural component and the second tower base structural component are symmetrically connected at both ends of the front bulkhead structural component 22.

[0064] In other words, the symmetrical arrangement of the first and second tower base structural components can form a symmetrical load transfer path. When the vehicle collides head-on, the first and second tower base structural components can absorb energy well through the collapse structure 2122 of the connection part 212, which helps to make the overall force of the front compartment structural component 2 more uniform, reduce the asymmetrical impact on the passenger compartment caused by the imbalance of force, and better ensure the safety of the passengers.

[0065] Furthermore, the one-piece molded front cabin structure 2 can effectively eliminate the splicing gap between the front bulkhead structure 22 and the tower base structure 21 on both sides, and can avoid the stress concentration at the splicing point from becoming a weak point in the structure. This allows the front cabin structure 2 to withstand collision forces and daily loads more stably, and can also reduce the risk of component breakage, which is beneficial to improving the rigidity of the front cabin structure 2.

[0066] Furthermore, the one-piece molded front cabin structure 2 can reduce the number of parts and assembly steps, which can reduce the assembly difficulty and thus improve the assembly efficiency.

[0067] In the above-mentioned technical methods, the one-piece molded front cabin structural component 2 can improve structural strength, reduce assembly difficulty, and improve assembly efficiency. Furthermore, the symmetrical arrangement of the first tower base structural component and the second tower base structural component can make the overall stress of the front cabin structural component 2 more uniform, reduce the asymmetrical impact on the passenger compartment caused by the imbalance of forces, and better ensure the safety of passengers.

[0068] In some embodiments of this application, such as Figures 1-2 As shown, the front cabin structural component 2 includes a lower front bulkhead plate 221 and / or a front bulkhead crossbeam 222.

[0069] For example, the front cabin structure 2 may consist only of the lower front bulkhead 221, that is, the lower front bulkhead 221 and the tower structure 21 are integrated into one unit.

[0070] For example, the front cabin structure 2 may consist only of the front bulkhead beam 222, that is, the front bulkhead beam 222 and the tower structure 21 are integrated into one unit.

[0071] In the above example, by integrating the lower front panel 221 and the front crossbeam 222, the overall structural strength of the front cabin structural component 2 can be improved, and the number of parts and assembly steps can be reduced, thus reducing the assembly difficulty and improving the assembly efficiency.

[0072] In some embodiments of this application, such as Figure 1 , Figure 3 As shown, the front longitudinal beam 1 has a first collapsible portion 11 and a second collapsible portion 12 spaced apart.

[0073] For example, the first collapsible portion 11 and the second collapsible portion 12 can be formed in the groove of the beam wall of the front longitudinal beam 1, and the groove can be formed by stamping.

[0074] In the above-mentioned technical method, by setting the first collapsible part 11 and the second collapsible part 12, the collapsible energy absorption effect of the front longitudinal beam 1 can be improved.

[0075] This application also proposes a vehicle having the front cabin assembly 100 of the above embodiments.

[0076] According to the vehicle of this application, by providing the front compartment component 100 of the above embodiments, the energy absorption effect of the front compartment component 100 can be improved in the front collision scenario of the vehicle, thereby improving the energy absorption effect of the vehicle and better protecting the passenger compartment.

[0077] The front cabin assembly 100 and other components and operations of the vehicle according to the embodiments of this application are known to those skilled in the art and will not be described in detail here.

[0078] In the description of this specification, references to terms such as "some embodiments," "optionally," "furthermore," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0079] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A front cabin assembly (100), characterized in that, include: A front longitudinal beam (1) extends along a first direction (X); The tower base structure (21) includes a connected tower base body (211) and a connecting part (212). The tower base body (211) is used to connect with a shock absorber, and the connecting part (212) is adapted to connect with the front longitudinal beam (1). In the second direction (Y), the side wall of the connecting part (212) is provided with a collapsible structure (2122) so that the connecting part (212) is adapted to collapse and deform along the first direction (X), wherein there is an included angle between the first direction (X) and the second direction (Y).

2. The front cabin assembly (100) according to claim 1, characterized in that, The tower body (211) includes a tower top (2111) and a tower body (2112) extending downward from the edge of the tower top (2111). The tower top (2111) is connected to the shock absorber. The lower side of the tower body (2112) is connected to the connecting part (212). The connecting part (212) has a downward-opening mounting groove (2121). At least a portion of the front longitudinal beam (1) is installed in the mounting groove (2121).

3. The front cabin assembly (100) according to claim 2, characterized in that, The collapse structure (2122) is located on at least one sidewall of the assembly groove (2121) and is formed as a hole-like structure penetrating the sidewall.

4. The front cabin assembly (100) according to claim 3, characterized in that, The perforated structure extends downward to the opening of the mounting groove (2121) to divide the sidewall into a first sidewall (201) and a second sidewall (202) in the first direction (X).

5. The front cabin assembly (100) according to claim 3, characterized in that, Along the first direction (X), the perforated structure has opposing first and second perforation walls, wherein, in the top-to-bottom direction, the first perforation wall is inclined toward a direction away from the second perforation wall, and / or, the second perforation wall is inclined toward a direction away from the first perforation wall.

6. The front cabin assembly (100) according to claim 3, characterized in that, The perforated structure includes a first perforated segment and a second perforated segment. The second perforated segment is connected to the lower end of the first perforated segment. In the direction from top to bottom, the width of the first perforated segment is equal at all points, while the width of the second perforated segment gradually increases.

7. The front cabin assembly (100) according to claim 1, characterized in that, Also includes: The front cabin structural component (2) is an integrally formed component. The front cabin structural component (2) includes: a front bulkhead structural component (22) and a tower base structural component (21). The tower base structural component (21) includes a first tower base structural component and a second tower base structural component. The first tower base structural component and the second tower base structural component are symmetrically connected to both ends of the front bulkhead structural component (22).

8. The front cabin assembly (100) according to claim 7, characterized in that, The front bulkhead structural member (22) includes a lower front bulkhead plate (221) and / or a front bulkhead crossbeam (222).

9. The front cabin assembly (100) according to claim 7, characterized in that, The front longitudinal beam (1) has a first collapsible portion (11) and a second collapsible portion (12) spaced apart.

10. A vehicle, characterized in that, Includes the front cabin assembly (100) according to any one of claims 1-9.

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