CN118205626A - Front engine room assembly and automobile - Google Patents

Abstract

The invention provides a front cabin assembly and an automobile, wherein the front cabin assembly comprises front shock towers which are arranged on the left side and the right side respectively, front cabin longitudinal beams which are connected to the front parts of the front shock towers on all sides, front anti-collision beams which are connected with the front ends of the front cabin longitudinal beams on the two sides, a front auxiliary frame which is connected between the bottoms of the front shock towers on the two sides, auxiliary frame longitudinal beams which are arranged on the left side and the right side and are connected with the front parts of the front auxiliary frame respectively, and auxiliary frame anti-collision beams which are connected with the front ends of the auxiliary frame longitudinal beams on the two sides; the front anti-collision beam, the front cabin longitudinal beams on two sides and the front shock absorption towers on two sides are connected to form an upper force transmission channel which is arranged along the front-rear direction of the whole vehicle, and the auxiliary frame anti-collision beam, the auxiliary frame longitudinal beams on two sides and the front auxiliary frame are connected to form a lower force transmission channel which is arranged along the front-rear direction of the whole vehicle. The front engine room assembly can improve the transmission capability of collision force of the automobile, and is beneficial to improving the collision safety of the whole automobile.

Description

Front engine room assembly and automobile

Technical Field

The invention relates to the technical field of automobile bodies, in particular to a front engine room assembly. The invention also relates to an automobile provided with the front cabin assembly.

Background

The front cabin is a main body structure of the front part of the automobile, which not only serves as a framework of the front part of the automobile body to support the appearance of the front part of the automobile, but also serves as a front suspension and a bearing foundation for a power assembly and the like when the automobile is a front-drive automobile type. In addition, in the event of a collision of the vehicle, in particular a frontal collision, the front cabin serves as a part which comes into contact with the crashing object first, which also plays an important role in the collision process. The existing front cabin structure still has insufficient collision force transmission capability during the frontal collision of the automobile, so that the improvement of the collision safety of the whole automobile is not facilitated.

Disclosure of Invention

In view of the foregoing, the present invention aims to provide a front cabin assembly, so as to improve the transmission capability of collision force to an automobile, and help to improve the collision safety of the whole automobile.

In order to achieve the above purpose, the technical scheme of the invention is realized as follows:

The front cabin assembly comprises front shock towers which are respectively arranged at the left side and the right side, front cabin longitudinal beams which are connected to the front parts of the front shock towers at all sides, front anti-collision beams which are connected with the front ends of the front cabin longitudinal beams at all sides, a front auxiliary frame which is connected between the bottoms of the front shock towers at all sides, auxiliary frame longitudinal beams which are respectively arranged at the left side and the right side and are connected with the front parts of the front auxiliary frames, and auxiliary frame anti-collision beams which are connected with the front ends of the auxiliary frame longitudinal beams at all sides;

The front anti-collision beam, the front cabin longitudinal beams on two sides and the front shock absorption towers on two sides are connected to form an upper force transmission channel which is arranged along the front-rear direction of the whole vehicle, and the auxiliary frame anti-collision beam, the auxiliary frame longitudinal beams on two sides and the front auxiliary frame are connected to form a lower force transmission channel which is arranged along the front-rear direction of the whole vehicle.

Further, each side preceding shock absorber all includes die casting's shock absorber tower body, the shock absorber tower body is the arch that upwards arches out, just the top of shock absorber tower body is equipped with preceding bumper shock absorber mount pad, the rear portion of shock absorber tower body is equipped with the first front wall connecting portion of enclosing before connecting.

Further, the shock absorber body is provided with a front supporting leg, a rear seat body and an upper connecting part for connecting the front supporting leg and the rear seat body;

the front shock absorber mount pad is located the top of back pedestal, the front cabin longeron is connected the front portion of preceding landing leg, first front wall connecting portion is located on the back pedestal, preceding landing leg with the bottom of back pedestal all with preceding sub vehicle frame is connected.

Further, from the top to the bottom of the front supporting leg, the front supporting leg gradually inclines towards the front of the automobile; and/or the number of the groups of groups,

The front end face of the front landing leg is provided with a connecting groove and a longitudinal beam fixing hole positioned on the groove wall of the connecting groove, the longitudinal beam fixing hole penetrates through the front landing leg, and the rear end of the front cabin longitudinal beam is connected in the connecting groove.

Further, the rear part of the rear seat body is provided with a lapping plate extending backwards and a lapping arm connected with the top of the lapping plate, and the lapping plate and the lapping arm are provided with a lapping surface a lapped on the front wall; and/or the number of the groups of groups,

One side of the rear seat body facing the vehicle is provided with a supporting plate extending in a backward inclined manner, the supporting plate and the damping tower body are integrally formed in a die-casting mode, and the rear end of the supporting plate is provided with a second front wall connecting part connected with the front wall.

Furthermore, a beam connecting seat is arranged on one side of the front supporting leg facing the vehicle, and a front cabin beam is connected between the beam connecting seats on two sides; and/or the number of the groups of groups,

The front shock absorber mounting seat is detachably connected to the shock absorber body.

Further, the front auxiliary frame comprises an auxiliary frame body formed by die casting, wherein the auxiliary frame body is plate-shaped and is provided with a front cross beam, a rear cross beam and longitudinal connecting plates which are respectively arranged at the left side and the right side;

Each side the front shock absorber is connected between the front cross beam and the rear cross beam, and the longitudinal connecting plates on two sides are triangular with gradually larger width along the direction pointing to the rear cross beam.

Further, at least one of the front beam and the rear beam is provided with a groove extending along the left-right direction of the whole vehicle, and a first X-shaped reinforcing rib is arranged in the groove; and/or the number of the groups of groups,

The two sides are connected with a reinforcing beam between the longitudinal connecting plates, and second reinforcing ribs which are X-shaped are arranged between the reinforcing beam and the front beam and between the reinforcing beam and the rear beam.

Further, along the direction pointing to the rear cross beam, the distance between the edges of the longitudinal connecting plates at two sides, which are close to one side in the vehicle, is gradually reduced;

the front side end face of the front cross beam is provided with auxiliary frame longitudinal beam connecting seats which are respectively arranged on the left side and the right side, each auxiliary frame longitudinal beam connecting seat is used for connecting auxiliary frame longitudinal beams on the same side, and each auxiliary frame longitudinal beam connecting seat and the front end of the longitudinal connecting plate on the same side are arranged in a right-to-left direction of the whole vehicle.

Furthermore, a plurality of longitudinal connecting plate lightening holes are formed in the longitudinal connecting plates on two sides, and at least part of the longitudinal connecting plate lightening holes on two sides are strip holes parallel to the edge of the longitudinal connecting plate, close to the inner side of the vehicle, on the same side.

Further, the front beam with the both ends of rear beam all are equipped with connection platform, connection platform is higher than in whole car upper and lower direction the setting of indulging the connecting plate, the front beam with the rear beam all through both ends connection platform with preceding shock absorber tower is connected.

Further, in the front-rear direction of the entire vehicle, the front collision avoidance beam and the sub-frame collision avoidance Liang Cuokai are arranged, and the front collision avoidance beam is positioned in front of the sub-frame collision avoidance beam, and a connecting bracket is connected between the front collision avoidance beam and the sub-frame collision avoidance beam.

Compared with the prior art, the invention has the following advantages:

According to the front cabin assembly, the front anti-collision beam, the front cabin longitudinal beams on two sides and the front shock absorption towers on two sides are connected to form an upper force transmission channel arranged along the front-rear direction of the whole vehicle, and meanwhile, the auxiliary frame anti-collision beam, the auxiliary frame longitudinal beams on two sides and the front auxiliary frame are connected to form a lower force transmission channel arranged along the front-rear direction of the whole vehicle. Therefore, the design of the upper and lower double force transmission channels can be utilized, the transmission capacity of the front cabin assembly structure to the automobile front collision force is greatly increased, the transmission dispersion of collisions through the front cabin structure is facilitated, and accordingly the whole automobile collision safety is improved.

In addition, make shock absorber body die casting shaping, can utilize the characteristics of die casting shaping technology, the preparation of preceding shock absorber of being convenient for reduces manufacturing cost to also can utilize die casting structure and the great characteristics of arch structural strength, guarantee the structural strength of preceding shock absorber, promote the torsional rigidity of whole front portion. The shock absorber body comprises preceding landing leg, back pedestal and upper junction portion, can do benefit to the arch structure who realizes the shock absorber body, and the bottom of preceding landing leg and back pedestal all is connected with preceding sub vehicle frame, can guarantee the connection reliability between preceding shock absorber and the preceding sub vehicle frame. The front supporting leg is obliquely arranged, so that the strength of the damping tower body is improved, and meanwhile, the capability of the front damping tower for coping with the frontal collision of the automobile can be improved. Through the spread groove that sets up on the landing leg before to and be located the longeron fixed orifices and the front cabin longeron connection on the spread groove cell wall, not only can be convenient for with the connection between the front cabin longeron, also can improve the connection effect with between the front cabin longeron simultaneously.

Secondly, the setting of overlap plate and overlap arm to make both enclose before through overlap joint face overlap joint on, can increase the area of contact with enclose before, help the dispersion of car collision atress in enclose before department, can improve collision security. Through setting up backward slope extension to enclose the backup pad of being connected before with, can make the car collide the impact force to whole inboard dispersion of car, improve the dispersion transmission effect of impact force, help promoting collision security. The backup pad is integrated with the shock absorber body die casting shaping, the preparation of backup pad of also being convenient for, the reliability of connection between backup pad and the shock absorber body also can be guaranteed simultaneously. And due to the arrangement of the beam connecting seat, the front cabin beam is connected between the front shock absorption towers on two sides, so that the torsional rigidity of the front cabin position is improved, and the stability of the whole vehicle is improved. Front shock absorber mount pad can dismantle the connection, and the design demand of different motorcycle types is satisfied to the front shock absorber mount pad of accessible change, helps realizing the platform of shock absorber body is general, and can reduce design and manufacturing cost.

In addition, the front auxiliary frame is subjected to die casting molding, the characteristics of a die casting molding process can be utilized, the preparation of the front auxiliary frame is facilitated, the preparation cost can be reduced, meanwhile, the characteristic of high strength of a die casting structure can be utilized, the structural strength of the front auxiliary frame is ensured, and the torsional rigidity of the front part of the vehicle body is improved. Make both sides indulge the connecting plate and be along the triangle-shaped that directional rear cross beam's direction width is progressively big, on the one hand can utilize triangle-shaped structural strength big characteristics, further improve preceding sub vehicle frame structural strength, on the other hand also can utilize the width of indulging the connecting plate progressively big for indulge the connecting plate and possess step by step energy-absorbing ability, so can promote the energy-absorbing effect of indulging the connecting plate, help improving preceding sub vehicle frame to the bearing capacity of collision power, promote whole car collision safety.

Simultaneously, set up the recess on front beam and the rear beam, can reduce the weight of front beam and rear beam, do benefit to lightweight design, set up first strengthening rib in the recess, can guarantee the structural strength of front beam and rear beam when realizing subtracting heavy. The setting of entablature to and all set up the second strengthening rib between entablature and front beam and rear beam, can further improve the structural strength of preceding sub vehicle frame, promote the anterior torsional rigidity of automobile body. The distance between the edges of the longitudinal connecting plates at the two sides, which are close to one side in the vehicle, is gradually reduced, so that collision force can be guided to the middle part of the vehicle body, and the rear middle channels and the like can be fully utilized for transmission and dispersion of the collision force.

The arrangement of the auxiliary frame longitudinal beam connecting seat on the front cross beam can facilitate the connection between the front auxiliary frame and the auxiliary frame longitudinal beam, and simultaneously, the auxiliary frame longitudinal beam connecting seats and the longitudinal connecting plates on the same side are opposite to each other, so that the collision force born by the auxiliary frame longitudinal beam is also facilitated to be transmitted to the rear through the longitudinal connecting plates. The weight reducing holes in the longitudinal connecting plates are arranged, so that the weight reduction of the longitudinal connecting plates can be facilitated, at least part of the weight reducing holes are elongated holes parallel to the edge of the longitudinal connecting plates on the same side, which is close to one side in the vehicle, and the weight reduction can be realized, meanwhile, the force transmission continuity of the longitudinal connecting plates is ensured, and the collision force transmission performance of the longitudinal connecting plates is ensured. The front cross beam and the end part of the rear cross beam are provided with a connecting platform higher than the longitudinal connecting plate and are connected with the front auxiliary frame through the connecting platform, so that the connection between the front auxiliary frame and the vehicle body can be facilitated. The front anti-collision beam is positioned in front of the auxiliary frame anti-collision beam, and the connecting bracket is arranged between the front anti-collision beam and the auxiliary frame anti-collision beam, so that the transmission of collision force between the upper and lower force transmission channels can be facilitated, and the dispersion effect of the collision force can be improved.

Another object of the invention is to propose a vehicle in which a front cabin assembly as described above is provided.

The automobile provided by the invention is provided with the front cabin assembly, the design of the upper and lower double force transmission channels can be formed at the front cabin position, and the double force transmission channels can be utilized to increase the transmission capacity of the front cabin assembly structure to the automobile front collision force, so that the transmission dispersion of the collision through the front cabin structure is facilitated, the whole automobile collision safety is improved, and the automobile front cabin assembly structure has good practicability.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:

FIG. 1 is a schematic view of a front nacelle assembly according to an embodiment of the invention in a complete vehicle;

FIG. 2 is a schematic view of a front nacelle assembly according to an embodiment of the invention;

FIG. 3 is a schematic view of the construction of an upper force transfer channel according to an embodiment of the present invention;

FIG. 4 is a schematic view of a front shock tower structure according to an embodiment of the present invention;

FIG. 5 is a schematic view of the inside of the structure of FIG. 4;

FIG. 6 is a schematic view of the structure of FIG. 4 at a rear side view angle;

FIG. 7 is a schematic view of a shock absorber body according to an embodiment of the present invention;

FIG. 8 is a schematic view of the structure of the damping tower body according to the embodiment of the present invention from the bottom view;

FIG. 9 is a schematic view of a front shock absorber mount according to an embodiment of the present invention;

FIG. 10 is a schematic view of the structure of FIG. 9 from another perspective;

FIG. 11 is a schematic view of the lower force transfer channel according to an embodiment of the present invention;

FIG. 12 is a schematic diagram illustrating the connection of a front subframe to a front shock tower according to an embodiment of the present invention;

fig. 13 is a schematic structural view of a front subframe according to an embodiment of the present invention;

FIG. 14 is a schematic view of the structure of FIG. 13 from another perspective;

FIG. 15 is a top view of the structure shown in FIG. 13;

FIG. 16 is a schematic view of a front nacelle assembly from a bottom perspective according to an embodiment of the invention;

reference numerals illustrate:

1. A front shock absorber; 2. a front shock absorber mount; 3. a front cabin rail; 4. a front subframe; 5. a front cabin cross member; 6. a front wall; 7. a front bumper beam; 8. a subframe rail; 9. an auxiliary frame anti-collision beam; 10. a connecting bracket; 11. a front lower cross member; 12. a middle channel; 13. a column A; 14. a threshold beam;

101. a front leg; 102. a rear seat body; 103. an upper connection part; 104. a beam connecting seat; 105. a support plate; 106. a support rib; 102a, a faying surface;

1011. a connecting groove; 1012. a stringer fixing hole; 1013. a first weight-reducing groove; 1014. a first reinforcing rib plate; 1015. a front subframe connection hole; 1021. a lapping plate; 1022. a bridging arm; 1023. a front shock absorber mounting seat connecting hole; 1024. a first front wall connection hole; 1025. a second weight-reducing groove; 1026. a second reinforcing rib plate; 1027. a rear subframe connection hole; 1031. an upper connecting portion lightening hole; 1051. a bar-shaped hole; 1052. a second front wall connecting hole;

201. a main body; 202. a mounting arm; 203. a connecting lug; 204. a body connection hole; 205. a front shock absorber mount lightening hole; 2021. a mounting groove;

4a, a vehicle body connecting hole; 401. a front cross member; 402. a rear cross member; 403. a longitudinal connecting plate; 404. a reinforcing beam; 405. a subframe rail connection seat; 406. a front reinforcing structure; 407. a rear reinforcement structure;

4011. A front cross beam groove; 4012. a front first reinforcing rib; 4013. a front connection platform; 4014. reinforcing ribs; 4021. a rear cross beam groove; 4022. a rear first reinforcing rib; 4023. the rear connecting platform; 4031. a longitudinal connecting plate lightening hole; 4041. a stiffening beam weight reduction groove; 4042. a second reinforcing rib;

L, the edge of one side of the longitudinal connecting plate, which is close to the vehicle interior; k. the longitudinal connecting plates at the two sides are close to the distance between the edges of one side in the vehicle.

Detailed Description

It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.

In the description of the present invention, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, in the description of the present invention, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art in combination with specific cases.

The invention will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The present embodiment relates to a front cabin assembly, which is shown in conjunction with fig. 1 and 2, and includes front shock-absorbing towers 1 provided separately on the left and right sides, front cabin stringers 3 connected to the front portions of the front shock-absorbing towers 1 on each side, front impact beams 7 connected to the front ends of the front cabin stringers 3 on both sides, a front subframe 4 connected between the bottoms of the front shock-absorbing towers 1 on both sides, subframe stringers 8 connected to the front portions of the front subframe 4 provided separately on both the left and right sides, and subframe impact beams 9 connected to the front ends of the subframe stringers 8 on both sides.

Furthermore, the front bumper beam 7, the front cabin stringers 3 on both sides, and the front shock towers 1 on both sides of the present embodiment are connected to form an upper force transmission passage arranged in the front-rear direction of the whole vehicle, and the sub-frame bumper beam 9, the sub-frame stringers 8 on both sides, and the front sub-frame 4 are connected to form a lower force transmission passage arranged in the front-rear direction of the whole vehicle.

At this time, the upper force transmission passage arranged in the front-rear direction of the whole vehicle is formed by connecting the front bumper beam 7, the front cabin stringers 3 on both sides, and the front shock absorber towers 1 on both sides, and at the same time, the sub-frame bumper beam 9, the sub-frame stringers 8 on both sides, and the front sub-frame 4 are connected to form the lower force transmission passage arranged in the front-rear direction of the whole vehicle. The embodiment utilizes the upper and lower double force transmission channels formed by the front cabin position, and can greatly increase the transmission capacity of the front cabin assembly structure to the automobile front collision force, so that the transmission dispersion of collisions through the front cabin structure can be facilitated.

Specifically, the above-mentioned upper force transmission channel may be configured as shown in fig. 3, and in a specific implementation, as a preferred implementation, in combination with fig. 4 to 8, the front shock absorber 1 on each side of the present embodiment includes a shock absorber body formed by die casting, the shock absorber body has an arch shape that arches upward, a front shock absorber mounting seat 2 is provided at the top of the shock absorber body, and the bottom of the shock absorber body is connected to the front subframe 4.

In this embodiment, make preceding shock absorber 1 die casting shaping, and make it be the arch structure, on the one hand also available die casting shaping technology's characteristics, the preparation of preceding shock absorber of being convenient for to reduce manufacturing cost, on the other hand then can utilize die casting structure simultaneously, the arch structure of preceding shock absorber 1, and the characteristics that preceding shock absorber 1 is connected the annular structural strength that forms with preceding sub vehicle frame 4 are big, guarantee the structural strength of preceding shock absorber, thereby also reach the effect that promotes whole front portion torsional rigidity.

While still being shown in fig. 4 to 8, in a specific structure, as a preferred embodiment, the front shock absorber 1 of the present embodiment has a front leg 101, a rear seat 102, and an upper connecting portion 103 connecting the front leg 101 and the rear seat 102. The front support legs 101 and the rear seat body 102 are arranged at intervals along the front-rear direction of the whole vehicle, and the front support legs 101 are close to one side of the vehicle head, and the upper connecting parts 103 are integrally connected between the top parts of the front support legs 101 and the rear seat body 102, so that the front support legs 101, the upper connecting parts 103 and the rear seat body 102 are sequentially connected to form the upper arch front shock absorber tower 1.

At this time, it can be understood that the front shock absorber 1 is made up of the front leg 101, the rear seat 102 and the upper connecting portion 103, which facilitates the realization of the arch structure of the front shock absorber 1, and at the same time, facilitates the connection with the front cabin longitudinal beam 3 and the front wall 6. Furthermore, the bottoms of the front leg 101 and the rear seat 102 are connected to the front subframe 4, which can ensure the connection reliability between the front shock tower 1 and the front subframe 4.

Further, the present embodiment is connected to the front cabin rail 3 at the front of the front leg 101, the bottoms of the front leg 101 and the rear seat 102 are respectively connected to the front subframe 4, and, by the connection between the bottoms of the front leg 101 and the rear seat 102 and the front subframe 4, also as shown in fig. 12, the respective front shock absorber 1 and front subframe 4 are connected to form a ring-shaped structure, whereby the overall rigidity between the front shock absorber 1 and front subframe 4 can be improved. A first front wall connection portion connecting the front wall 6 is provided at the rear portion of the rear seat 102 so that the front shock absorber 1 is connected to the rear wall 6. The front shock absorber mount 2 is specifically located at the top of the rear housing 102.

As a preferred embodiment, the front leg 101 is also arranged to be gradually inclined toward the front of the automobile from the top to the bottom of the front leg 101 in this embodiment. At this time, through the slope setting of preceding landing leg 101, the arch structure of shock tower 1 before the shaping of can being convenient for helps promoting the intensity of shock tower 1 before, and simultaneously, the preceding landing leg 101 of slope arrangement also is favorable to the frontal collision force to the transmission of rear, and then also can improve the ability that the shock tower should the car frontal collision before, promotes whole car collision security.

On the other hand, in the front shock absorber 1 composed of the front leg 101, the rear base 102 and the upper connecting portion 103, as a preferred embodiment, the front leg 101 is provided with a connecting groove 1011 on the front end surface thereof, and a side member fixing hole 1012 provided on the wall of the connecting groove 1011 for connecting the front cabin side member 3. The girder fixing holes 1012 are a plurality of grooves distributed on different sides of the connecting groove 1011, and each girder fixing hole 1012 penetrates the front leg 101.

When the front cabin longitudinal beam 3 is connected, the rear end of the front cabin longitudinal beam 3 is inserted into the connecting groove 1011, and then the fixing bolts are penetrated through the longitudinal beam fixing holes 1012, so that the front cabin longitudinal beam 3 and the front shock absorber 1 are fastened together through the fixing bolts. It can be understood that the front nacelle side frame 3 can be easily connected to the front nacelle side frame 3 by the connecting groove 1011 provided in the front leg 101 and the side frame fixing hole 1012 provided in the wall of the connecting groove 1011, and the connecting effect between the front shock tower and the front nacelle side frame 3 can be improved by fastening the fixing bolts provided in the side frame fixing holes 1012.

Also as a preferred embodiment, in the present embodiment, specifically, a front subframe connection hole 1015 is provided at the bottom of the front leg 101, and a rear subframe connection hole 1027 is provided at the bottom of the rear seat 102. At this time, the front leg 101 and the rear seat 102 are connected to the front subframe 4 through the subframe connection hole, which has the characteristics of simple structure and convenient connection with the front subframe 4. In addition, in the specific implementation, the front subframe connection hole 1015 and the rear subframe connection hole 1027 are arranged in a plurality of spaced arrangement, and may be screw holes.

When the front subframe 4 is assembled, each front subframe connecting hole 1015 corresponds to a vehicle body connecting hole 4a located on a front connecting platform 4013, each rear subframe connecting hole 1027 corresponds to a vehicle body connecting hole 4a located on a rear connecting platform 4023, and the front subframe 4 and the front shock absorber towers 1 on two sides can be fixedly connected together by connecting bolts penetrating through the vehicle body connecting holes 4a and being in threaded connection with each front subframe connecting hole 1015 and each rear subframe connecting hole 1027.

In the present embodiment, as a preferred embodiment, a cross member connection seat 104 for connecting the front cabin cross member 5 is also provided on the vehicle interior facing side of the front leg 101. The beam connecting seat 104 may be integrally formed on the side end surface of the front leg 101 when the front shock absorber 1 is prepared, and the beam connecting seat 104 may be provided in a "U" structure as shown in fig. 5 and 6, for example, while connecting holes are provided on both opposite side walls thereof and a bottom wall located in the middle.

Thus, with reference to fig. 1 and 2, the end of the front cabin cross beam 5 extending in the left-right direction of the whole vehicle is embedded into the cross beam connecting seat 104, and the front cabin cross beam 5 and the cross beam connecting seat 104 can be firmly connected by screws penetrating through the connecting holes on the side walls and the bottom wall. In this embodiment, it can be understood that, by the arrangement of the above beam connection base 104, the front cabin beam 5 is connected between the front shock towers on both sides, which can improve the torsional rigidity of the front cabin position by using the supporting and reinforcing functions of the front cabin beam 5, so as to help to improve the stability of the whole vehicle.

In this embodiment, as a preferred implementation manner, the first front wall connection portion specifically includes a first front wall connection hole 1024 provided on the rear end surface of the rear seat 102. At this time, the first front wall connecting holes 1024 are arranged at intervals, and the first front wall connecting portion adopts the first front wall connecting holes 1024, which also has the advantages of simple structure and convenient connection with the front wall 6. In the specific connection, through the bolts penetrating through the front wall 6 and being screwed into the first front wall connecting holes 1024, reliable connection between the front wall 6 and the front shock absorber can be achieved.

In the present embodiment, a rear portion of the rear seat 102 is also provided with a rear-extending lap plate 1021 and an abutment arm 1022 connected to the top of the lap plate 1021, as a preferred embodiment, on the basis that the rear portion of the front shock absorber is connected to the front wall 6. Moreover, the abutting plate 1021 and the abutting arm 1022 are respectively provided with the abutting surface 102a abutting against the front wall 6, so that the abutting plate 1021 and the abutting arm 1022 are further arranged and are overlapped on the front wall 6 through the abutting surface 102a, the contact area between the rear part of the front shock absorber and the front wall 6 can be increased, the dispersion of the collision stress of the automobile at the front wall 6 is facilitated, the stress deformation at the front wall 6 is reduced, and the collision safety of the whole automobile can be improved.

In this embodiment, it should be noted that, in the implementation, the front shock absorber 1 formed by die casting may be made of cast aluminum, for example, which not only can ensure the structural strength of the front shock absorber 1, but also has a good weight-reducing effect. Moreover, on the basis of the die-casting forming of the front shock absorber 1, as a preferred implementation manner, the embodiment can further provide a tower body weight-reducing hole or a tower body weight-reducing groove and other weight-reducing structures on the front supporting leg 101, the rear seat body 102 and the upper connecting portion 103, and meanwhile, a reinforcing rib plate can be also provided in the tower body weight-reducing hole or the tower body weight-reducing groove, so that the front shock absorber 1 is facilitated to reduce weight, the lightweight design of the front shock absorber is facilitated, and meanwhile, the structural strength of the front shock absorber 1 can be ensured.

In detail, as an exemplary implementation of the weight-reducing structure, for example, the present embodiment may provide a plurality of first weight-reducing grooves 1013 on the front leg 101, and provide a first reinforcing rib 1014 in one of the first weight-reducing grooves 1013, or in a plurality of first weight-reducing grooves 1013. A second weight-reducing groove 1025 may be provided on the rear housing 102, and a second reinforcing rib 1026 may be provided in the second weight-reducing groove 1025. The upper connection portion 103 may be provided with an upper connection portion weight reducing hole 1031.

The first weight-reducing groove 1013, the second weight-reducing groove 1025 and the upper connecting portion weight-reducing hole 1031 may be provided in plural numbers, and the reinforcing rib plate may be optionally provided therein or not, so that the structural strength of the front shock-absorbing tower 1 may be ensured. Meanwhile, in addition to the first weight reduction groove 1013 provided on the front leg 101, the second weight reduction groove 1025 provided on the rear housing 102, and the upper connection portion weight reduction hole 1031 provided in the upper connection portion 103, of course, the weight reduction structure thereon may be arbitrarily selected between the tower weight reduction hole and the tower weight reduction groove according to the structural shapes of the front leg 101, the rear housing 102, and the upper connection portion 103, etc., without limitation thereto.

As a preferred embodiment, the present embodiment is also provided with a support plate 105 extending obliquely rearward on the vehicle-inward facing side of the front shock absorber 1. The support plate 105 is integrally die-cast with the front shock absorber 1, and a second front wall connecting portion connected to the front wall 6 is provided at the rear end of the support plate 105.

At this time, the above-mentioned second front wall connection portion may employ a plurality of second front wall connection holes 1052 provided at the rear end of the support plate 105, and each of the second front wall connection holes 1052 may preferably also be provided as a screw hole to achieve connection between the support plate 105 and the front wall 6 by means of a connection bolt. The supporting plate 105 which is obliquely extended backwards and connected with the front wall 6 can enable the front collision force of the automobile to be dispersed towards the inner side of the whole automobile when the automobile collides, so that the front collision force is transmitted to the middle channel position in the middle of the whole automobile, the collision force dispersing and transmitting effect is improved, and the improvement of the collision safety of the whole automobile is facilitated.

In addition, by making the above-described support plate 105 integrally die-cast with the front shock absorber 1, it is understood that it also facilitates the preparation of the support plate 105, while also ensuring the connection reliability between the support plate 105 and the front shock absorber 1.

On the basis of the provision of the support plate 105, as a preferred embodiment, the present embodiment may further provide strip-shaped holes 1051 arranged in the extending direction of the support plate 105 on the support plate 105. At this time, the strip-shaped holes 1051 may be a plurality of strips arranged at intervals along the height direction of the support plate 105, and by providing the strip-shaped holes 1051 on the support plate 105, it is not only beneficial to weight reduction of the support plate 105, but also can ensure the collision force transmission performance of the support plate 105 by arranging the strip-shaped holes 105 along the extending direction of the support plate 105.

In this embodiment, as a preferred embodiment, in order to secure the installation effect of the support plate 105, a support rib 106 is further connected between the support plate 105 and the front shock absorber 1. The supporting rib 106 is specifically located at the rear of the supporting plate 105, and is formed in an included angle area formed by the supporting plate 105 and the rear seat body 102, and the supporting rib 106 is also formed by integral die casting when the front shock absorber 1 is manufactured.

Through setting up above-mentioned supporting rib 106 between backup pad 105 and preceding shock absorber 1, it can utilize the supporting role of supporting rib 106, improves the stability that backup pad 105 set up, and then can guarantee the power transmission effect of backup pad 105 to promote whole car collision security.

In this embodiment, it should be noted that, for example, when the front shock absorber mounting base 2 is manufactured by the front shock absorber 1, it is integrally formed with the front shock absorber 1, so that the front shock absorber mounting base 2 and the front shock absorber 1 are integrally formed, and the overall structural strength of the front shock absorber can be improved.

However, instead of integrally connecting the front shock absorber mount 2 and the front shock absorber tower 1, as a preferred embodiment, the present embodiment may also be configured such that the front shock absorber mount 2 is specifically detachably connected to the front shock absorber tower 1. Like this, can dismantle the connection through preceding bumper shock absorber mount pad 2, alright satisfy the design demand of different motorcycle types through the preceding bumper shock absorber mount pad 2 of change, and then help when automobile design and manufacturing, realize the platformization general of preceding shock absorber tower 1, can reduce design and manufacturing cost.

On the basis of the detachable arrangement of the front shock absorber installation seat 2, in a specific implementation, for example, a plurality of front shock absorber installation seat connection holes 1023 may be arranged at the top of the front shock absorber 1, each front shock absorber installation seat connection hole 1023 is provided as a threaded hole, and the front shock absorber installation seat 2 can be fixedly connected to the front shock absorber 1 through a connection bolt screwed with each front shock absorber installation seat connection hole 1023.

In addition, in the embodiment, as a preferred embodiment, the front damper mounting base 2 of the present embodiment may be die-cast, and for example, the front damper mounting base 2 may be made of cast aluminum. And through making preceding bumper shock absorber mount pad 2 die casting shaping, it can understand that it also can be convenient for the preparation of preceding bumper shock absorber mount pad 2, also can guarantee the structural strength of preceding bumper shock absorber mount pad 2, simultaneously, when adopting cast aluminum material, also can do benefit to its lightweight design.

It should be noted that the front shock absorber mount 2 according to the present embodiment is die-cast, and an exemplary structure thereof can be shown in fig. 9 and 10, and at this time, the front shock absorber mount 2 specifically includes a main body 201, two mounting arms 202 arranged side by side connected to the top of the main body 201, and a plurality of connection lugs 203 at the bottom of the main body 201.

In view of the die-casting of the front shock absorber mount 2, the front shock absorber mount weight-reducing hole 205 may be provided in the main body 201 to facilitate weight reduction of the front shock absorber mount 2 and further facilitate weight reduction design thereof. A mounting groove 2021 is formed between two mounting arms 202 arranged side by side, and mounting holes are generally provided on the two mounting arms 202, so that the top of the front shock absorber is positioned in the mounting groove 2021, and the front shock absorber is mounted between the two mounting arms 202.

In addition, body connection holes 204 are formed in each connection lug 203, and when the front damper mounting seat 2 is placed on the top of the damper body 1, the body connection holes 204 are arranged in one-to-one correspondence with the front damper mounting seat connection holes 2023 on the top of the front damper 1 and are aligned with each other, so that the front damper mounting seat 2 can be mounted on the front damper 1 by connecting bolts penetrating through the body connection holes 204 and being screwed with the front damper mounting seat connection holes 2023. Of course, when the disassembly is needed, the connecting bolts are screwed down.

In the present embodiment, the front cabin side member 3 and the front impact beam 7 may be of a conventional beam body structure in the existing automobile body, and preferably, the front cabin side member 3 and the front impact beam 7, and the front cabin cross member 5, the sub-frame side member 8, the sub-frame impact beam 9, and the like may be made of extruded aluminum profiles. At this time, the beam body structure is made of extruded aluminum profiles, so that the beam body structure has the advantages of high structural strength and light weight, and meanwhile, the beam body structure can be conveniently prepared, and the preparation cost can be effectively reduced.

The lower force transmission path of the present embodiment is constructed as shown in fig. 11, and with continued reference to fig. 12 to 15, as a preferred embodiment, the front subframe 4 in the lower force transmission path includes a die-cast subframe body having a plate shape and having a front cross member 401, a rear cross member 402, and longitudinal connecting plates 403 provided separately on the left and right sides. Meanwhile, the two ends of the front beam 401 and the rear beam 402 are respectively provided with a connecting structure connected with the front shock absorber 1, and the longitudinal connecting plates 403 on the two sides are respectively triangular with gradually larger width along the direction pointing to the rear beam 402.

At this time, the front auxiliary frame 4 is made to be die-cast and formed, the characteristics of the die-cast forming process can be utilized, the preparation of the front auxiliary frame 4 is facilitated, the preparation cost can be reduced, the characteristic of high die-cast structural strength can be utilized, the structural strength of the front auxiliary frame 4 is ensured, and the torsional rigidity of the front part of the vehicle body can be further improved.

Of course, the longitudinal connecting plates 403 on two sides are in a triangle with gradually larger width along the direction pointing to the rear cross beam, so that on one hand, the characteristic of large structural strength of the triangle can be utilized to further improve the structural strength of the front auxiliary frame 4, and on the other hand, the width of the longitudinal connecting plates 403 can be also utilized to gradually larger the width of the longitudinal connecting plates 403, so that the longitudinal connecting plates 403 have gradual energy absorbing capability, the energy absorbing effect of the longitudinal connecting plates 403 can be improved, and the bearing capability of the front auxiliary frame 4 on collision force can be improved.

Specifically, as a preferred embodiment, grooves extending in the left-right direction of the entire vehicle are provided in both the front beam 401 and the rear beam 402, and first reinforcing ribs in the form of "X" are provided in the grooves. So, through set up the recess on front beam 401 and rear beam 402, can reduce the weight of front beam 401 and rear beam 402, do benefit to lightweight design, set up first strengthening rib in the recess simultaneously, also can guarantee the structural strength of front beam 401 and rear beam 402 when realizing subtracting the heavy.

For convenience of description, the groove on the front beam 401 is referred to as a front beam groove 4011, the first stiffener in the front beam groove 4011 is referred to as a front first stiffener 4012, the groove on the rear beam 402 is referred to as a rear beam groove 4021, and the first stiffener in the rear beam groove 4021 is referred to as a rear first stiffener 4022. The front beam groove 4011 and the rear beam groove 4021, and the front first stiffener 4012 and the rear first stiffener 4022 are all formed by integral die casting when the front subframe 4 is manufactured, and the front first stiffener 4012 and the rear first stiffener 4022 are all arranged in sequence along the length direction of the grooves.

In addition, it should be noted that, instead of providing the above-mentioned grooves on both the front beam 401 and the rear beam 402 and providing the first reinforcing ribs in the grooves, it is of course also possible to provide the above-mentioned grooves on only one of the front beam 401 and the rear beam 402 and correspondingly provide the first reinforcing ribs in the grooves, depending on the specific structural shapes of the front beam 401 and the rear beam 402.

As a preferred embodiment, the reinforcement beam 404 is also connected between the longitudinal webs 403 on both sides, and a second reinforcement bar 4042 likewise in the form of an "X" is arranged between the reinforcement beam 404 and the front beam 401 and between the reinforcement beam 404 and the rear beam 402. Through the arrangement of the reinforcing beam 404 and the arrangement of the second reinforcing ribs 4041 between the reinforcing beam 404 and the front and rear beams 401 and 402, the structural strength of the front subframe 4 can be further improved, and the torsional rigidity of the front part of the vehicle body can be improved.

The reinforcement beam 404 may be integrally die-cast into the front subframe 4 when the front subframe 4 is manufactured, and at the same time, the reinforcement beam 404 may be preferably provided with a reinforcement beam weight-reducing groove 4041 as shown in fig. 13 to 15. The part of the bottom of the stiffening beam weight-reducing groove 4041 can be further designed to be hollowed out, and the stiffening beam weight-reducing groove 4041 is arranged on the stiffening beam 404, so that the weight of the stiffening beam 404 is reduced, and the lightweight design of the stiffening beam is facilitated.

In this embodiment, as a preferred embodiment, the distance k between the side longitudinal webs 403 and the edge L on the vehicle interior side is set smaller in the direction toward the rear cross member 402, that is, from front to rear in the front-rear direction of the vehicle. In this way, it is also possible to incline the edges L of the two-sided longitudinal webs 403 close to the vehicle interior side, and thus to make the two-sided longitudinal webs 403 in particular right-angled triangles. The distance k between the two longitudinal connecting plates 403 near the edge L of one side in the vehicle is gradually reduced, so that the collision force can be guided to the middle part of the vehicle body, the rear middle channel and the like can be fully utilized for transmitting and dispersing the collision force, and the collision safety of the whole vehicle is improved.

In this embodiment, the front end surface of the front cross member 401 is also provided with sub-frame rail connecting seats 405 separately provided on the left and right sides, each sub-frame rail connecting seat 405 may be provided with a "U" structure, for example, and connecting holes are provided on two opposite side walls thereof for connecting the sub-frame rails 8. At the same time, it is preferable that each sub-frame rail connecting seat 405 is also disposed directly opposite to the front end of the ipsilateral side rail connecting plate 403 in the front-rear direction of the vehicle. At this time, through the arrangement of the subframe rail connecting seat 405 on the front cross member 401, connection between the front subframe 4 and the subframe rail 8 can be facilitated, and meanwhile, each subframe rail connecting seat 405 and the longitudinal connecting plate 403 on the same side are opposite to each other, which is also beneficial to transfer of collision force borne by the subframe anti-collision beam 9 and the subframe rail 8 to the rear through the longitudinal connecting plate 403, and transfer dispersion of the collision force of the automobile.

As a preferred implementation manner, in this embodiment, a plurality of longitudinal connecting plate lightening holes 4031 are provided on each of the longitudinal connecting plates 403 on both sides, so as to facilitate the lightening of the longitudinal connecting plates 403 and the lightening design of the whole front subframe 4.

In addition, in this embodiment, on the basis that the longitudinal link plate lightening holes 4031 are provided and the edges L of the longitudinal links 403 near one side of the vehicle are inclined, at least part of the longitudinal link plate lightening holes 4031 in the longitudinal link plate lightening holes 4031 on both sides are elongated holes parallel to the edges L of the longitudinal links 403 on the same side near one side of the vehicle. In this way, at least part of the longitudinal connecting plate lightening holes 4031 on each longitudinal connecting plate 403 are elongated holes parallel to the edge L of the same side longitudinal connecting plate 403, which is close to the inner side of the vehicle, so that the longitudinal connecting plates 403 can lighten weight, and meanwhile, the force transmission continuity of the longitudinal connecting plates 403 is ensured, and the collision force transmission performance of the longitudinal connecting plates 403 is further ensured.

In this embodiment, as a preferred embodiment, the front beam 401 and the rear beam 402 are provided with connection platforms at both ends, and the connection platforms at each end are also provided higher than the vertical connection plate 403 in the vertical direction of the whole vehicle, and at the same time, the connection platforms at both ends of the front beam 401 and the rear beam 402 are also provided with vehicle body connection holes 4a, respectively, and the connection mechanism connected to the front shock absorber 1 is constituted by the vehicle body connection holes 4 a.

At this time, each of the connection platforms is provided higher than the longitudinal connection plate 403, which can facilitate connection between the front subframe 4 and the vehicle body, that is, between the front subframe 4 and the front shock absorber 1 described above. Of course, the front shock absorber 1 is connected through the vehicle body connecting hole 4a, which has the same simple structure and is beneficial to the connection between the front subframe 4 and the front shock absorber 1.

For convenience of description, the present embodiment refers to the connection platforms at both ends of the front cross member 401 as the front connection platform 4013, and refers to the connection platforms at both ends of the rear cross member 401 as the rear connection platform 4023. Moreover, in order to improve the structural strength of each connection platform and to ensure the reliability of the connection between the front subframe 4 and the front shock absorber 1, the present embodiment is provided with reinforcing ribs 4014 on the inner side of each front connection platform 4013, and at the same time, a front reinforcing structure 406 is provided between the longitudinal connection plate 403 and the front connection platform 4013, and a rear reinforcing structure 407 is provided between the longitudinal connection plate 403 and the rear connection platform 4023. The front reinforcing structure 406 and the rear reinforcing structure 407 are integrally formed at the edge of the side of the longitudinal connecting plate 403 near the vehicle exterior.

In the specific preparation, the front subframe 4 of the present embodiment may be formed by, for example, die casting with cast aluminum. In addition, the connection point for the front suspension on the front subframe 4 and the connection point for the power assembly when the front drive form is adopted can be correspondingly arranged on the subframe body according to the installation requirements of the front suspension, the power assembly and the like.

In the front cabin assembly of the present embodiment, when an automobile collides, particularly when a frontal collision occurs, in combination with the illustration in fig. 16, the collision force can be transmitted rearward through the upper and lower force transmission passages, and the collision force can also be transmitted in the left-right direction of the whole vehicle at the front cabin position by the connection of the front subframe 4, the front cabin cross member 5, and the like. A part of the collision force transmitted rearward is transmitted to the a-pillar 13, the rocker 14, and the like through the front wall 6, and further transmitted and dispersed through the a-pillar 13 and the rocker 14, and a part of the collision force is transmitted to the front lower cross member 11 through the front subframe 4, the front wall 6, and particularly the support plate 105 inside each front shock absorber 1, and the middle tunnel 12 located in the middle of the vehicle body, and further transmitted and dispersed rearward through the middle tunnel 12. So, this embodiment can realize the effective transmission dispersion to collision force to reduce the injury that the collision caused, promote whole car collision security.

The front cabin assembly of the embodiment is such that the front anti-collision beam 7, the front cabin longitudinal beams 3 on both sides, and the front shock absorbing towers 1 on both sides are connected to form an upper force transmission channel arranged in the front-rear direction of the whole vehicle, while the sub-frame anti-collision beam 9, the sub-frame longitudinal beams 8 on both sides, and the front sub-frame 4 are connected to form a lower force transmission channel arranged in the front-rear direction of the whole vehicle. The automobile front collision force transmission device can utilize the design of the upper and lower double force transmission channels, greatly increases the transmission capacity of the front cabin assembly structure to the automobile front collision force, is favorable for transmission dispersion of collisions through the front cabin structure, is favorable for improving the collision safety of the whole automobile, and has good practicability.

Example two

The present embodiment relates to an automobile in which a front cabin assembly as described above is provided.

The automobile of this embodiment sets up forecabin assembly, can form the design of upper and lower two biography power passageway in forecabin position to utilize this two biography power passageway, can increase the transmission ability of forecabin assembly structure to the collision power of automobile, be favorable to the collision to pass through the transmission dispersion of forecabin structure, help promoting whole car collision security, and have fine practicality.

The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.

Claims (13)

1. A front nacelle assembly, characterized by:

The front shock absorber comprises front shock absorber towers (1) which are respectively arranged at the left side and the right side, front cabin longitudinal beams (3) which are connected to the front parts of the front shock absorber towers (1) at each side, front anti-collision beams (7) which are connected with the front ends of the front cabin longitudinal beams (3) at both sides, a front auxiliary frame (4) which is connected between the bottoms of the front shock absorber towers (1) at both sides, auxiliary frame longitudinal beams (8) which are respectively arranged at the left side and the right side and are connected with the front parts of the front auxiliary frame (4), and auxiliary frame anti-collision beams (9) which are connected with the front ends of the auxiliary frame longitudinal beams (8) at both sides;

The front anti-collision beam (7), the front cabin longitudinal beams (3) on two sides and the front shock absorption towers (1) on two sides are connected to form an upper force transmission channel which is arranged along the front-back direction of the whole vehicle, the auxiliary frame anti-collision beam (9), the auxiliary frame longitudinal beams (8) on two sides and the front auxiliary frame (4) are connected to form a lower force transmission channel which is arranged along the front-back direction of the whole vehicle.

2. The front nacelle assembly of claim 1, wherein:

Each side preceding shock absorber tower (1) all includes die casting's shock absorber tower body, the shock absorber tower body is the arch that upwards arches out, just the top of shock absorber tower body is equipped with preceding bumper shock absorber mount pad (2), the rear portion of shock absorber tower body is equipped with the first front wall connecting portion of enclose (6) before connecting.

3. The front nacelle assembly of claim 2, wherein:

the damping tower body is provided with a front supporting leg (101), a rear seat body (102) and an upper connecting part (103) for connecting the front supporting leg (101) and the rear seat body (102);

The front shock absorber mounting seat (2) is located at the top of the rear seat body (102), the front cabin longitudinal beam (3) is connected to the front portion of the front supporting leg (101), the first front surrounding connection portion is located on the rear seat body (102), and the bottoms of the front supporting leg (101) and the rear seat body (102) are connected with the front auxiliary frame (4).

4. A front nacelle assembly according to claim 3, wherein:

From the top to the bottom of the front support leg (101), the front support leg (101) gradually inclines towards the front of the automobile; and/or the number of the groups of groups,

The front support leg (101) is provided with a connecting groove (1011) on the front end face and a longitudinal beam fixing hole (1012) positioned on the groove wall of the connecting groove (1011), the longitudinal beam fixing hole (1012) penetrates through the front support leg (101), and the rear end of the front engine room longitudinal beam (3) is connected in the connecting groove (1011).

5. A front nacelle assembly according to claim 3, wherein:

The rear part of the rear seat body (102) is provided with a lapping plate (1021) extending backwards and a lapping arm (1022) connected with the top of the lapping plate (1021), and the lapping plate (1021) and the lapping arm (1022) are provided with a lapping surface (102 a) lapped on the front wall (6); and/or the number of the groups of groups,

One side of the rear seat body (102) facing the vehicle is provided with a supporting plate (105) extending obliquely backwards, the supporting plate (105) is integrally die-cast with the shock absorber body, and the rear end of the supporting plate (105) is provided with a second front wall connecting part connected with the front wall (6).

6. A front nacelle assembly according to claim 3, wherein:

A beam connecting seat (104) is arranged on one side of the front supporting leg (101) facing the vehicle, and a front cabin beam (5) is connected between the beam connecting seats (104) on two sides; and/or the number of the groups of groups,

The front shock absorber mounting seat (2) is detachably connected to the shock absorber body.

7. The front nacelle assembly of claim 1, wherein:

The front auxiliary frame (4) comprises an auxiliary frame body formed by die casting, wherein the auxiliary frame body is plate-shaped and is provided with a front cross beam (401), a rear cross beam (402) and longitudinal connecting plates (403) which are respectively arranged at the left side and the right side;

Each side of the front shock absorption tower (1) is connected between the front beam (401) and the rear beam (402), and the longitudinal connecting plates (403) on both sides are triangular with gradually larger width along the direction pointing to the rear beam (402).

8. The front nacelle assembly of claim 7, wherein:

At least one of the front beam (401) and the rear beam (402) is provided with a groove extending along the left-right direction of the whole vehicle, and a first X-shaped reinforcing rib is arranged in the groove; and/or the number of the groups of groups,

The two sides are connected with a reinforcing beam (404) between the longitudinal connecting plates (403), and second reinforcing ribs (4042) which are in an X shape are arranged between the reinforcing beam (404) and the front beam (401) and between the reinforcing beam (404) and the rear beam (402).

9. The front nacelle assembly of claim 7, wherein:

The distance (k) between the edges (L) of the longitudinal connecting plates (403) on the two sides, which are close to one side in the vehicle, is gradually reduced along the direction of the rear cross beam (402);

Sub-frame longitudinal beam connecting seats (405) which are respectively arranged on the left side and the right side are arranged on the front side end face of the front cross beam (401), each sub-frame longitudinal beam connecting seat (405) is used for connecting sub-frame longitudinal beams (8) on the same side, and each sub-frame longitudinal beam connecting seat (405) and the front end of the longitudinal connecting plate (403) on the same side are arranged in a right-to-left direction of the whole vehicle.

10. The front nacelle assembly of claim 9, wherein:

A plurality of longitudinal connecting plate lightening holes (4031) are formed in the longitudinal connecting plates (403) on the two sides, and at least part of the longitudinal connecting plate lightening holes (4031) on the two sides are long strip holes parallel to the edge (L) of the longitudinal connecting plates (403) on the same side, which is close to one side in the vehicle.

11. The front nacelle assembly of claim 7, wherein:

The front beam (401) and the two ends of the rear beam (402) are respectively provided with a connecting platform, the connecting platforms are higher than the longitudinal connecting plates (403) in the up-down direction of the whole vehicle, and the front beam (401) and the rear beam (402) are respectively connected with the front shock absorber (1) through the connecting platforms at the two ends.

12. The front nacelle assembly of any of claims 1-11, wherein:

In the front-rear direction of the whole vehicle, the front anti-collision beam (7) and the auxiliary frame anti-collision beam (9) are arranged in a staggered mode, the front anti-collision beam (7) is positioned in front of the auxiliary frame anti-collision beam (9), and a connecting bracket (10) is connected between the front anti-collision beam (7) and the auxiliary frame anti-collision beam (9).

13. An automobile, characterized in that:

the automobile having the front cabin assembly of any one of claims 1 to 12 disposed therein.