CN118405204A - Front engine room structure and vehicle - Google Patents

Abstract

The application relates to the technical field of vehicle parts and discloses a front cabin structure and a vehicle. The front nacelle structure includes a front wall panel assembly, a shock tower assembly, an overhead stabilizer assembly, and a first stiffener. Wherein the vibration damping tower assembly is connected with the front wall plate assembly; the tower top balance rod assembly is connected between the front wall plate assembly and the vibration damping tower assembly; the first reinforcement is arranged in a first empty area formed between the front wall plate assembly and the tower top balance rod assembly, the first reinforcement is used for filling the first empty area, one end of the first reinforcement is connected with the tower top balance rod assembly, and the other end of the first reinforcement is connected with the front wall plate assembly. The front cabin structure provided by the application has the advantages of higher torsional rigidity of the whole vehicle, better running performance and stronger anti-collision capability.

Description

Front engine room structure and vehicle

Technical Field

The embodiment of the application relates to the technical field of vehicle parts, in particular to a front engine room structure and a vehicle.

Background

With the development of vehicle manufacturing technology, the requirements of users on the running performance, the driving comfort and the collision safety of automobiles are also increasing, and the rationality of the vehicle body structure is required to be enhanced in a limited vehicle body space.

The front cabin structure serves as an important part for separating the passenger cabin from the engine cabin, provides bearing and installation for chassis systems such as a power system, a front suspension system and a front auxiliary frame, is an important component of bending rigidity and torsional rigidity of the whole vehicle, and provides the functions of energy absorption and energy transmission in the collision process of the vehicle, so that the rigidity design of the front cabin structure is very important.

In the related art, the front panel assembly is often in a vacant state toward the front area of the vehicle body, for example, the space below the tower top balance bar assembly and the front panel assembly lacks a reinforcing structure design, so that the torsional rigidity of the whole vehicle is poor, and the running performance of the whole vehicle is poor and the anti-collision capability is insufficient.

Disclosure of Invention

In view of the above, the embodiment of the application provides a front cabin structure and a vehicle, which have the advantages of higher torsional rigidity of the whole vehicle, better running performance and stronger anti-collision capability.

In order to achieve the above object, the technical solution of the embodiment of the present application is as follows:

In a first aspect, an embodiment of the present application provides a front nacelle structure including a front wall panel assembly, a shock tower assembly, an overhead stabilizer assembly, and a first stiffener. Wherein the vibration damping tower assembly is connected with the front wall plate assembly; the tower top balance rod assembly is connected between the front wall plate assembly and the vibration damping tower assembly; the first reinforcement is filled in a first empty area formed between the front wall plate assembly and the tower top balance bar assembly, one end of the first reinforcement is connected with the tower top balance bar assembly, and the other end of the first reinforcement is connected with the front wall plate assembly.

In the front cabin structure provided by the embodiment of the application, the first reinforcement connected with the front wall plate assembly and the tower top balance bar assembly is filled in the first empty area formed between the front wall plate assembly and the tower top balance bar assembly, and meanwhile, the empty space of the front wall plate assembly and the tower top balance bar assembly can be fully utilized (namely, the first reinforcement is not required to be additionally arranged in the new structural space, and the first reinforcement can be arranged in the empty space of the original front wall plate assembly and the tower top balance bar assembly), so that the front wall plate assembly and the tower top balance bar assembly which are not strong in connection reliability are connected into a three-dimensional integral structure by introducing the first reinforcement, the connection reliability is higher, the torsional rigidity of the whole automobile is improved, and the running performance of the whole automobile body and the anti-collision performance of the front part of the automobile are comprehensively improved.

In one possible implementation manner of the present application, the first reinforcement member includes a first connection panel and a second connection panel, and a preset included angle is formed between a plane of the first connection panel and a plane of the second connection panel.

In one possible implementation manner of the application, the tower top balance bar assembly comprises a cross bar, a first inclined bar and a second inclined bar which are arranged at intervals, and two ends of the cross bar are respectively connected with a left vibration damping tower assembly and a right vibration damping tower assembly of the vibration damping tower assembly; one end of the first diagonal rod is connected to the front wall plate assembly, the other end of the first diagonal rod is connected to one end of the cross rod, one end of the second diagonal rod is connected to the front wall plate assembly, and the other end of the second diagonal rod is connected to the other end of the cross rod; wherein, in the height direction along the car body, the first connecting panel and the first diagonal rod are arranged at intervals; the second connecting panel and the second inclined rod are arranged at intervals along the height direction of the vehicle body, and an included angle is formed between the extending direction of the second inclined rod and the plane where the second connecting panel is located.

In one possible implementation manner of the application, along the length direction of the vehicle body, one end, close to the front wall plate assembly, of the first connecting panel is provided with a first flanging, and one end, close to the tower top balance rod assembly, of the first connecting panel is provided with a first boss; the plane of the first flanging is perpendicular to the length direction of the vehicle body, the first flanging is attached to the front wall plate assembly, a first connecting hole is formed in the first flanging, the axis direction of the first connecting hole is parallel to the length direction of the vehicle body, a first mounting hole is formed in the position, opposite to the first connecting hole, of the front wall plate assembly, and the first flanging and the front wall plate assembly are fastened and connected after sequentially penetrating through the first mounting hole and the first connecting hole through a first fastener; the first boss is provided with a second connecting hole, the axial direction of the second connecting hole is parallel to the height direction of the car body, a second mounting hole is formed in the position, opposite to the second connecting hole, of the tower top balance rod assembly, and the second boss and the tower top balance rod assembly are fastened and connected after sequentially penetrating through the second mounting hole and the second connecting hole through a second fastening piece.

In one possible implementation manner of the application, the front cabin structure further comprises a tower top balance bar bracket, wherein the tower top balance bar bracket is plate-shaped, the plane of the tower top balance bar bracket is perpendicular to the length direction of the vehicle body, a third mounting hole is formed in the tower top balance bar bracket, and a tower top balance bar bracket mounting hole is formed in the tower top balance bar assembly; the second flange is attached to the tower top balance bar support, and sequentially passes through the third connecting hole, the third mounting hole and the tower top balance bar support mounting hole along the length direction of the vehicle body through a third fastener to fixedly connect the second connecting panel with the tower top balance bar support; the second connecting panel is close to one end of the front wall plate assembly and is provided with a third flanging, a connecting part is arranged on the third flanging, the connecting part is attached to the side wall of the front wall plate assembly, which faces the tower top balance bar support, the connecting part is provided with a fourth connecting hole, a fourth mounting hole is formed in the position, opposite to the fourth connecting hole, of the front wall plate assembly, and the connecting part and the front wall plate assembly are fastened and connected after sequentially penetrating through the fourth mounting hole and the fourth connecting hole through a fourth fastening piece.

In one possible implementation manner of the present application, the front cabin structure further includes a second reinforcement, the second reinforcement is disposed in a second empty area formed by surrounding the front wall plate assembly, the vibration damping tower assembly and the cabin side beam, and the body of the second reinforcement is used for filling the second empty area; the front wall plate assembly, the damping tower assembly, the cabin boundary beam and the second reinforcing piece are connected into a whole.

In one possible implementation manner of the present application, in a longitudinal direction of the vehicle body, an end, close to the front wall panel assembly, of the second reinforcement member is provided with a first extension plate, an extension direction of the first extension plate is parallel to the longitudinal direction of the vehicle body, an end, facing the first extension plate, of the front wall panel assembly is provided with a first mounting portion, the first extension plate is arranged in a fitting manner with the first mounting portion, and the first extension plate is connected with the first mounting portion; the second reinforcement is close to the one end of shock absorber assembly and has the kink, and the direction of buckling of kink is on a parallel with the direction of height of automobile body, and the kink pastes and locates on the lateral wall of shock absorber assembly and links to each other with it.

In one possible implementation of the application, in the width direction of the vehicle body, one end of the second reinforcement, which is close to the cabin boundary beam, is provided with a protruding part protruding in the height direction of the vehicle body, the protruding part is provided with a second extension plate, and the extension direction of the second extension plate is parallel to the width direction of the vehicle body; the second extension plate is attached to the side wall of the cabin boundary beam and connected with the cabin boundary beam.

In one possible implementation of the application, the second reinforcement comprises a left-side reinforcement and a right-side reinforcement; the damping tower assembly comprises a left damping tower assembly and a right damping tower assembly; the cabin boundary beam comprises a left cabin boundary beam and a right cabin boundary beam; the second empty area comprises a left empty area and a right empty area, and the left empty area is formed by surrounding a front wall plate assembly, a left vibration reduction tower assembly and a left cabin boundary beam; the right side empty area is formed by surrounding a front wall plate assembly, a right vibration reduction tower assembly and a right cabin boundary beam; the front wall plate assembly, the left vibration reduction tower assembly, the left cabin edge beam and the left reinforcing piece are connected into a whole, and the front wall plate assembly, the right vibration reduction tower assembly, the right cabin edge beam and the right reinforcing piece are connected into a whole.

In a second aspect, an embodiment of the present application provides a vehicle comprising a body skeleton comprising the front cabin structure provided in any one of the first aspects.

The vehicle provided by the embodiment of the application comprises the front cabin structure provided by the first aspect, so that the vehicle has the same technical effects of higher torsional rigidity, better running performance and stronger anti-collision capability.

Drawings

FIG. 1 is a schematic view of the overall structure of a front panel assembly without reinforcement in the front void area at a first viewing angle according to an embodiment of the present application;

FIG. 2 is a schematic view of the overall structure of the front wall panel assembly without reinforcement in the front void area at a second view angle according to an embodiment of the present application;

FIG. 3 is a schematic view of the overall structure of the front panel assembly with the first reinforcement and the second reinforcement disposed in the front void area of the front panel assembly according to the embodiment of the present application;

FIG. 4 is a schematic view of the overall structure of the front wall panel assembly with the first reinforcement member and the second reinforcement member disposed in the front void area under the second view angle according to the embodiment of the present application;

FIG. 5 is a schematic illustration of a lap joint structure of a left reinforcement member of a second reinforcement member according to an embodiment of the present application;

FIG. 6 is a schematic view of the cross-sectional structure A-A in FIG. 5 according to an embodiment of the present application;

FIG. 7 is a schematic illustration of a lap joint structure of a right-side reinforcement member of a second reinforcement member according to an embodiment of the present application;

FIG. 8 is a schematic diagram of a bridging explosion structure of a first connecting panel and a second connecting panel in a first reinforcement member according to an embodiment of the present application;

FIG. 9 is a schematic view of the cross-sectional structure B-B in FIG. 8 according to an embodiment of the present application;

FIG. 10 is a schematic diagram of related components such as a tower top balance bar assembly and a tower top balance bar bracket according to an embodiment of the present application;

FIG. 11 is a schematic side view of a second connecting panel of a first stiffener according to an embodiment of the present disclosure;

FIG. 12 is a schematic structural view of a second reinforcing member according to an embodiment of the present application;

FIG. 13 is a schematic view of a first connecting panel of a first stiffener according to an embodiment of the present application;

fig. 14 is a schematic structural view of a second connection panel in the first reinforcement member according to an embodiment of the present application.

Reference numerals:

1-a front wall panel assembly; 11-a first mounting hole; 12-fourth mounting holes; 2-a vibration damping tower assembly; 21-a left vibration reduction tower assembly; 22-right vibration damping tower assembly; 3-a tower top balance bar assembly; 31-a first diagonal; 32-a second diagonal; 33-a cross bar; 34-a second mounting hole; 35-tower top balance bar bracket mounting holes; 4-a first stiffener; 41-a first connection panel; 42-a second connection panel; 411-a first flanging; 4111-first connection hole; 412-a first boss; 4121-a second connection hole; 421-second flanging; 4211-a third connection hole; 422-third flanging; 4221-a connection; 4221 a-fourth connecting holes; 423-through holes; 5-cabin side beams; 51-left cabin side beams; 52-right cabin side beams; 6-a second reinforcement; 6 a-left side stiffener; 6 b-right side stiffener; 61-a first extension plate; 62-a projection; 63-a bend; 621-a second extension plate; 7-a tower top balance bar bracket; 71-a third mounting hole; 81-a third fastener; 82-a nut; d1—a first empty region; d2—a second empty region; d2 a-left empty region; d2 b-right empty region; l1-a first connection region; l2-a second linking region; l3-third linking region.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present application more apparent, the specific technical solutions of the present application will be described in further detail below with reference to the accompanying drawings in the embodiments of the present application. The following examples are illustrative of the application and are not intended to limit the scope of the application.

In embodiments of the present application, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the embodiments of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.

Furthermore, in the embodiments of the present application, the terms "upper," "lower," "left," and "right," etc., are defined with respect to the orientation in which the components in the drawings are schematically disposed, and it should be understood that these directional terms are relative terms, which are used for descriptive and clarity with respect to each other, and which may vary accordingly with respect to the orientation in which the components in the drawings are disposed.

In embodiments of the present application, unless explicitly specified and limited otherwise, the term "coupled" is to be construed broadly, and for example, "coupled" may be either fixedly coupled, detachably coupled, or integrally formed; can be directly connected or indirectly connected through an intermediate medium.

In embodiments of the present application, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

In embodiments of the application, words such as "exemplary" or "such as" are used to mean serving as an example, instance, or illustration. Any embodiment or design described herein as "exemplary" or "e.g." in an embodiment of the present application is not to be taken as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion.

The embodiment of the application provides a vehicle, and the vehicle in the application can refer to a large-sized vehicle, a small-sized vehicle, a special-purpose vehicle, a tram, a trolley bus or a battery car, and the like, and the embodiment of the application is not limited to the vehicle. The vehicle of the present application may be, for example, a sedan type, an off-road type, a Multi-Purpose Vehicles (MPV) type, or other types, depending on the type of the vehicle.

For vehicles, a vehicle body frame is generally included, which is divided in terms of functions, and may be divided into a door, a cabin, a passenger compartment, an engine compartment, a front wall panel for partitioning the cabin from the engine compartment, and the like. The body frame is divided in the front-rear direction with respect to the vehicle, and may be divided into a front body, a middle body, and a rear body. The front body mainly includes a front cabin structure for use as a main frame structure in the event of a frontal collision.

With the development of vehicle manufacturing technology, consumer demands for the rationality of the structure of the vehicle body and the stability of the connection are increasing. The front cabin structure of the vehicle body plays a very large role in collision performance of the vehicle body, for example, when the vehicle collides, if the overall rigidity of the front cabin is insufficient, the front cabin structure can easily squeeze the passenger cabin, so that the passenger cabin is deformed, and a driver in the passenger cabin is injured, so that the safety performance of the vehicle is insufficient. Because the vehicle space is limited, the vehicle body structure is always required to be continuously reinforced in the limited vehicle body space, so that new structural space is required to be continuously explored, a reasonable assembly scheme is searched, and the performance of the whole vehicle is further reinforced.

Therefore, the front engine room structure provided by the embodiment of the application has the advantages of higher torsional rigidity, better running performance and stronger anti-collision capability. Referring to fig. 1, 2, and 3 to 4, a front nacelle structure provided by an embodiment of the application includes a front wall panel assembly 1, a damper tower assembly 2, a tower top stabilizer bar assembly 3, and a first stiffener 4. Wherein, the damping tower assembly 2 is connected with the front wall plate assembly 1; the tower top balance bar assembly 3 is connected between the front wall plate assembly 1 and the damping tower assembly 2; the first reinforcement 4 is filled in a first empty area D1 formed between the front wall plate assembly 1 and the overhead stabilizer bar assembly 3, and one end of the first reinforcement 4 is connected to the overhead stabilizer bar assembly 3 and the other end is connected to the front wall plate assembly 1.

In the embodiment of the application, the specific structure and material of the front wall plate assembly 1 are not limited, and the front wall plate assembly 1 can be made of rigid materials or steel-aluminum mixed materials so as to have better rigidity and good crumple energy absorption effect on the basis of meeting the light weight requirement of a vehicle. For example, the front wall panel assembly 1 may be an aluminum alloy section produced by an extrusion process and formed with different cross-sectional shapes, or the front wall panel assembly 1 may be fabricated using a splicing technique, wherein the front wall panel assembly 1 may further have a plurality of other components thereon, such as a front wall panel center sill, a front wall panel left reinforcement plate, a front wall panel right reinforcement plate, a mounting bracket for mounting a vehicle controller, a fan heater plenum plate, etc., and the components on the front wall panel assembly 1 may be made of rigid materials to provide the front wall panel assembly 1 with better rigidity and strength.

In the embodiment of the application, the specific structural form of the vibration damping tower assembly 2 is not limited either. The damping tower assembly 2 comprises a left damping tower assembly 21 assembly and a right damping tower assembly 22 assembly which are symmetrically arranged along the width direction of the vehicle body, and are respectively positioned above a left wheel and a right wheel and used for buffering and damping the vehicle so as to enable the vehicle to stably drive. The vibration-damping tower assembly 2 may be connected to the cabin side beam 5 of the vehicle through a connection structure or the vibration-damping tower assembly 2 and the cabin side beam 5 are integrally formed by adopting aluminum alloy high-pressure casting, and for the overall structural shape of the vibration-damping tower assembly 2, referring to fig. 1, an example may be a hollow structure which is approximately in a bucket shape.

In the embodiment of the present application, the specific structure of the tower top balance bar assembly 3 is not limited, for example, the tower top balance bar assembly 3 may be formed by at least one plate-shaped member and a supporting member, and the supporting member may be welded or integrally formed at one end of the plate-shaped member. Wherein, along the opposite ends in the width direction of the vehicle body, the plate-like members are respectively extended to be connected with the left and right damper assemblies 21 and 22. The support rods can be a plurality of support rods, and the support rods are connected to the side of the plate-shaped piece facing the front wall plate assembly 1. For the connection of the overhead stabilizer bar assembly 3 and the front wall panel assembly 1, a bolt connection, a welded connection, or the like may be used.

In the embodiment of the present application, the specific structural form of the first reinforcement member 4 is not limited, and the first reinforcement member 4 may be a plate-like structure, a frame structure, a block-like structure, or the like. In the embodiment of the present application, the shape of the main body structure of the first reinforcement 4 is not limited, and the shape of the first reinforcement 4 may be a regular square plate structure, or may be an irregular plate structure, or the cross section of the first reinforcement 4 along the direction perpendicular to the height of the vehicle body may be a variable cross section, or the cross section along the direction perpendicular to the length of the vehicle body may be a variable cross section, that is, the main body structure of the first reinforcement 4 is a special-shaped structural main body. The outer shape and the size of the first reinforcement 4 may be such that the first reinforcement 4 can be filled in the first empty area D1. The body of the first reinforcement 4 may also be provided with a plurality of lightening holes to reduce weight of the first reinforcement 4 reasonably. The material of the first reinforcement 4 is not limited, and may be a steel material, an aluminum alloy material, a cast iron material, a carbon fiber material, or the like. The number of the first reinforcement members 4 is not limited, and for example, the first reinforcement members 4 may be formed by fixedly welding a plurality of parts, or the first reinforcement members 4 may be integrally molded as a cast member, and the plurality of first reinforcement members 4 may be fixedly connected to and filled between the front wall plate assembly 1 and the overhead counter balance bar assembly 3, respectively.

In the embodiment of the present application, the specific connection form of the first reinforcement member 4 and the overhead stabilizer bar assembly 3 with the front wall plate assembly 1 is not limited. For example, the first reinforcement member 4 and the front wall panel assembly 1 may be joined together by welding, riveting, screwing; the first reinforcement member 4 and the overhead balance beam assembly 3 may be welded, riveted, or screwed together. In addition, the first empty region D1 may be understood as a region in which a space region of the front wall plate assembly 1 toward the side of the overhead stabilizer bar assembly 3 intersects a space region directly below the overhead stabilizer bar assembly 3, or a region in which the overhead stabilizer bar assembly 3 is not connected to a lower region of the front wall plate assembly 1. Here, the first empty region D1 may be a continuous space region or may be formed by a plurality of space regions which are not continuous. The first empty area D1 may be a space area below the overhead stabilizer bar assembly 3, or may be a space area where a portion of the side wall of the body of the front wall panel assembly 1 below the height of the overhead stabilizer bar assembly 3 lacks a reinforcing connection with the overhead stabilizer bar assembly 3.

In the front cabin structure provided by the embodiment of the application, the first reinforcement 4 connected with the front wall plate assembly 1 and the tower top balance bar assembly 3 is filled in the first empty area D1 formed between the front wall plate assembly 1 and the tower top balance bar assembly 3, so that the empty space of the front wall plate assembly 1 and the tower top balance bar assembly 3 can be fully utilized (namely, the first reinforcement 4 can be arranged in the empty space of the original front wall plate assembly 1 and the tower top balance bar assembly 3 without adding a new structural space), and the front wall plate assembly 1 and the tower top balance bar assembly 3 are connected into a three-dimensional integral structure by introducing the first reinforcement 4, so that the connection reliability is stronger, the integral torsional rigidity is higher, and the running performance of the whole vehicle body is comprehensively improved; and meanwhile, a force transmission path of the vehicle to the front collision is increased, so that the collision performance of the front part of the vehicle is improved.

For a vehicle, the relative positions of the components of the vehicle may be described in terms of the longitudinal direction of the vehicle body, the width direction of the vehicle body, and the height direction of the vehicle body. In fig. 1 to 11, the longitudinal direction of the vehicle body is indicated by the X direction, the width direction of the vehicle body is indicated by the Y direction, and the height direction of the vehicle body is indicated by the Z direction.

In some embodiments, referring to fig. 3, 4 and 8, the first stiffener 4 includes a first connecting panel 41 and a second connecting panel 42, and a predetermined angle is formed between a plane of the first connecting panel 41 and a plane of the second connecting panel 42. Here, the preset included angle may be greater than 0 degrees and less than or equal to 90 degrees, for example, 30 degrees, 45 degrees, 80 degrees, and the like. For example, the plane of the first connection panel 41 and the plane of the second connection panel 42 satisfy a vertical relationship, that is, the preset angle is 90 degrees, where the plane of the first connection panel 41 may be perpendicular to the height direction of the vehicle body, where when the plane of the first connection panel 41 is perpendicular to the height direction of the vehicle body, the plane of the second connection panel 42 is perpendicular to the width direction of the vehicle body. Considering that if the planes of the first connection panel 41 and the second connection panel 42 are arranged to be perpendicular to the height direction of the vehicle body, that is, when both the first connection panel 41 and the second connection panel 42 are parallel to the vehicle running surface, then the first connection panel 41 and the second connection panel 42 only increase the rigidity and strength of the front cabin structure in the direction parallel to the vehicle running surface more. In the embodiment of the present application, the arrangement mode in which the plane in which the first connection panel 41 is located and the plane in which the second connection panel 42 is located satisfy the vertical relationship is preferably equivalent to that in which the stiffness and strength of the front cabin structure in the direction parallel to the running surface of the vehicle and the height direction of the vehicle are both improved in the first vacant area D1, so that the mechanical properties of the whole vehicle are improved.

Here, the running surface of the vehicle refers specifically to a plane on which a part of the tread of the tire of the vehicle directly contacts the road surface during normal running, or may be understood as a plane on which the floor of the vehicle is located at the current running position of the vehicle, that is, the running surface of the vehicle changes with the movement of the vehicle, and is not always parallel to the horizontal plane, for example, the corresponding running surface of the vehicle must have a certain angle with the horizontal plane when the vehicle is running uphill, and the running surface of the vehicle is uniquely determined at a certain moment.

In addition, in the embodiment of the present application, the perpendicular relationship between the plane of the first connection panel 41 and the plane of the second connection panel 42 is not a complete perpendicular relationship in a mathematical sense, and may also mean that the plane of the first connection panel 41 and the plane of the second connection panel 42 substantially satisfy a perpendicular relationship. That is, the angle between the plane of the first connecting panel 41 and the plane of the second connecting panel 42 may be 90 degrees, or may be close to 90 degrees, for example, the angle may be between 80 degrees and 90 degrees.

Furthermore, the first connection panel 41 and the second connection panel 42 disposed in the first empty area D1 may be an integral piece that is fixedly connected together, or the first connection panel 41 and the second connection panel 42 may be two separate pieces, that is, the first empty area D1 may be two pieces, which are respectively used as the accommodating spaces of the first connection panel 41 and the second connection panel 42. In addition, in the embodiment of the present application, the shapes of the first connection panel 41 and the second connection panel 42 are not limited, and the first connection panel 41 and the second connection panel 42 may be planar or curved; the first connection panel 41 and the second connection panel 42 may have the same shape or different sizes; the first connection panel 41 and the second connection panel 42 may be at different heights or the same height with respect to the vehicle running surface in the height direction of the vehicle body.

In some embodiments, referring to fig. 3, 8 and 10, the tower top balance bar assembly 3 includes a cross bar 33, a first diagonal bar 31 and a second diagonal bar 32 disposed at intervals, and both ends of the cross bar 33 are respectively connected to the left and right vibration damping tower assemblies 21 and 22 of the vibration damping tower assembly 2; one end of the first diagonal member 31 is connected to the front wall panel assembly 1, the other end is connected to one end of the cross bar 33, one end of the second diagonal member 32 is connected to the front wall panel assembly 1, and the other end is connected to the other end of the cross bar 33; wherein the first connection panel 41 is disposed at a distance from the first diagonal member 31 in the height direction of the vehicle body; the second connecting panel 42 is spaced from the second diagonal member 32 along the height direction of the vehicle body, and the extending direction of the second diagonal member 32 forms an angle with the plane of the second connecting panel 42. As for the first connection panel 41 being disposed at a distance from the first diagonal member 31 in the height direction of the vehicle body, specifically, the first connection panel 41 may be located above or below the first diagonal member 31, for example, with the first connection panel 41 located directly below the first diagonal member 31, that is, even if the vertical projection of the first diagonal member 31 onto the first connection panel 41 falls on the first connection panel 41. For the second connection panel 42 to be disposed at a distance from the second diagonal member 32 in the height direction of the vehicle body, specifically, the second connection panel 42 may be located above or below the second diagonal member 32, such as having the second connection panel 42 located directly below the second diagonal member 31, that is, the vertical projection of the second diagonal member 31 onto the second connection panel 42. Here, the extending direction of the cross bar 33 may be parallel to the width direction of the vehicle body and extend to overlap with the left and right shock tower assemblies 21 and 22, respectively, so that the cross bar 33 is welded, riveted or screwed to the shock tower assembly 2.

The design above is equivalent to that on the basis that the first diagonal member 31 bears the rigidity and strength of part of the front cabin structure, the first connecting panel 41 further strengthens the connection strength between the front wall plate assembly 1 and the tower top balance bar assembly 3 while increasing the force transmission path of the vehicle to the front collision, and connects the front wall plate assembly 1 and the tower top balance bar assembly 3 into a whole vehicle structure to form an integral three-dimensional frame structure, thereby improving the running performance and the anti-collision capability of the front part of the vehicle body. Here, the addition of the first connection panel 41 may also be understood as that the first connection panel 41 may replace the action effect of the first diagonal rod 31 to play a role of increasing the force transmission path when the first diagonal rod 31 is subject to collision instability.

In addition, the extending direction of the second diagonal member 32 and the plane of the second connecting panel 42 have an included angle, where the included angle may be 90 degrees, 45 degrees, or 60 degrees, that is, the extending direction of the second connecting panel 42 is not parallel to the extending direction of the second diagonal member 32. In the height direction of the vehicle body, the second connecting panel 42 and the second diagonal rod 32 are in a crossed design, so that the second connecting panel 42 and the second diagonal rod 32 are combined to form a three-dimensional frame connection between the tower top balance rod assembly 3 and the front wall plate assembly 1, thereby being capable of improving the three-dimensional all-dimensional connection of the front wall plate assembly 1 and the tower top balance rod assembly 3 in the height direction of the vehicle body, the width direction of the vehicle body and the length direction of the vehicle body, and further improving the integral connection strength of the front wall plate assembly 1 and the tower top balance rod assembly 3 in the first empty area D1; at the same time, the second connecting panel 42 increases the collision force transmission path to the front cabin structure, thereby improving the front collision resistance of the vehicle.

In some embodiments, referring to fig. 4, 8 and 13, along the length direction of the vehicle body, the end of the first connecting panel 41 near the front wall panel assembly 1 has a first flange 411, and the end of the first connecting panel 41 near the overhead balance bar assembly 3 has a first boss 412; the plane of the first flange 411 is perpendicular to the length direction of the vehicle body, the first flange 411 is attached to the front wall plate assembly 1, a first connecting hole 4111 is formed in the first flange 411, the axial direction of the first connecting hole 4111 is parallel to the length direction of the vehicle body, a first mounting hole 11 is formed in the position, opposite to the first connecting hole 4111, of the front wall plate assembly 1, and the first flange 411 and the front wall plate assembly 1 are fastened and connected through a first fastener after penetrating through the first mounting hole 11 and the first connecting hole 4111 in sequence; the first boss 412 is provided with a second connecting hole 4121, the axial direction of the second connecting hole 4121 is parallel to the height direction of the vehicle body, the tower top balance bar assembly 3 is provided with a second mounting hole 34 at a position opposite to the second connecting hole 4121, and the second mounting hole 34 and the second connecting hole 4121 are sequentially penetrated by a second fastener to fasten and connect the first boss 412 with the tower top balance bar assembly 3.

The specific shape of the first flange 411 is not limited, and referring to fig. 8 and 13, the first flange 411 may be designed into a plate structure, where the first flange 411 may have a larger fitting area with a portion of a side wall on the front wall panel assembly 1, and an axial direction of the first connection hole 4111 on the first flange 411 is parallel to a length direction of the vehicle body, so that the first flange 411 and the front wall panel assembly 1 may be fastened and connected in the length direction of the vehicle body by sequentially passing the first fastener through the first mounting hole 11 and the first connection hole 4111 along the length direction (X direction) of the vehicle body. Here, the first fastening member may be a rivet, a bolt, or the like, for example, the first mounting hole 11 and the first connecting hole 4111 are two, and the corresponding first fastening member may be a bolt, and two connection points of the first connecting panel 41 and the front wall panel assembly 1 may be formed in the length direction of the vehicle body to promote frame performance in the length direction of the vehicle body. Here, the first bosses 412 specifically refer to protruding portions protruding from a plane on which the first connection panel 41 is located, and as an example, referring to fig. 8, four first bosses 412 are protruding portions protruding from one side of the first connection panel 41, four first bosses 412 are disposed at intervals, each of the four first bosses 412 has a second connection hole 4121 thereon, and an axial direction of the second connection hole 4121 is parallel to a height direction of the vehicle body. The four first bosses 412 are overlapped with the tower top balance bar assembly 3, the positions of the tower top balance bar assembly 3 corresponding to the four first bosses 412 are provided with second mounting holes 34 corresponding to the second connecting holes 4121, and the second mounting holes 34 and the second connecting holes 4121 are sequentially penetrated through by second fasteners along the height direction (Z direction) of the vehicle body so as to form fastening connection between the first bosses 412 and the tower top balance bar assembly 3 in the height direction of the vehicle body, thereby improving the connection strength and the overall frame performance of the vehicle body in the height direction.

Referring to fig. 9, the Z-direction connection point in fig. 9 specifically refers to a Z-direction connection point formed by fastening the second connection hole 4121 on the first boss 412 on the first connection panel 41 and the second mounting hole 34 on the overhead balance beam assembly 3 by the second fastener; the X-direction connection point is an X-direction connection point formed by connecting the first mounting hole 11 on the first flange 411 on the first connection panel 41 and the first mounting hole 11 on the front wall plate assembly 1 through the first fastener. The number of Z-direction connection points and the number of X-direction connection points are not limited, for example, the number of Z-direction connection points may be four, and each of the Z-direction connection points may be formed by correspondingly connecting four second fasteners, four second connection holes 4121, and four second mounting holes 34, and the number of X-direction connection points may be one.

Continuing, referring to fig. 8, 10 and 11, the front nacelle structure further includes a tower-top stabilizer bar bracket 7, the tower-top stabilizer bar bracket 7 is plate-shaped, the plane of the tower-top stabilizer bar bracket 7 is perpendicular to the length direction of the vehicle body, a third mounting hole 71 is formed in the tower-top stabilizer bar bracket 7, and a tower-top stabilizer bar bracket mounting hole 35 is formed in the tower-top stabilizer bar assembly 3; the second connection panel 42 is close to one end of the tower top balance bar support 7 and is provided with a second flanging 421, a third connection hole 4211 is formed in the second flanging 421, the plane where the second flanging 421 is located is perpendicular to the length direction of the vehicle body, the second flanging 421 is attached to the tower top balance bar support 7, and the second connection panel 42 is fastened and connected with the tower top balance bar support 7 through a third fastening piece 81 sequentially penetrating through the third connection hole 4211, the third mounting hole 71 and the tower top balance bar support mounting hole 35 along the length direction of the vehicle body. The second connecting panel 42 has the third turn-ups 422 near the one end of the front wall board assembly 1, is equipped with connecting portion 4221 on the third turn-ups 422, connecting portion 4221 is laminated towards the lateral wall of the overhead balance bar support 7 with the front wall board assembly 1, has fourth connecting hole 4221a on the connecting portion 4221, is equipped with the fourth mounting hole 12 on the front wall board assembly 1 with the relative position department of fourth connecting hole 4221a, pass fourth mounting hole 12, fourth connecting hole 4221a after in order through the fourth fastener in order with connecting portion 4221 and front wall board assembly 1 fastening connection.

For example, referring to fig. 10, the tower top balance bar bracket 7 may be in a substantially triangular shape, the tower top balance bar bracket 7 may be in an aluminum or steel plate-shaped structure, the third mounting holes 71 on the tower top balance bar bracket 7 may be three, the axis direction of the third mounting holes 71 may be along the length direction of the vehicle body, correspondingly, the tower top balance bar bracket mounting holes 35 on the tower top balance bar assembly 3 are correspondingly three, the third connecting holes 4211 on the second flange 421 are three, the axis directions of the tower top balance bar bracket mounting holes 35 and the third connecting holes 4211 are all parallel to the length direction of the vehicle body, and the plane of the tower top balance bar bracket 7 in the plate-shaped structure is perpendicular to the length direction of the vehicle body. The second flange 421 may be a plate structure, and the plane of the second flange 421 is perpendicular to the length direction of the vehicle body, so that the second flange 421 is attached to the tower top balance bar bracket 7, the third fastener 81 may be a connecting bolt, the third mounting hole 71 may be a threaded hole adapted to the connecting bolt in a threaded manner, and the third fastener 81 sequentially passes through the third connecting hole 4211, the third mounting hole 71 and the tower top balance bar bracket mounting hole 35 along the length direction of the vehicle body and then is screwed by the nut 82, so that the second connecting panel 42 and the tower top balance bar bracket mounting hole 35 are fastened and connected in the length direction of the vehicle body. Here, the third fastening member 81 takes the form of a plurality of coupling bolts, which can serve to position the second coupling panel 42 and increase coupling strength. In addition, here, the third fastener 81 is used to connect the connection panel to the tower-top stabilizer bar bracket 7 in the longitudinal direction of the vehicle body, and the problem of poor manual operability due to too small operation space when connecting in the height direction of the vehicle body can be solved as compared to the case of bolting in the height direction of the vehicle body.

Referring to fig. 8 and 14, in the embodiment of the present application, for the connection portion 4221 on the third flange 422 of the second connection panel 42, the connection portion 4221 may be formed by a portion of a sidewall on the third flange 422, or the connection portion 4221 may be fixedly connected to the third flange 422. The number of the connection portions 4221 is not limited, for example, two connection portions 4221 may be provided, two connection portions 4221 may be formed by a portion of the side wall of the third flange 422, and the two connection portions 4221 are respectively attached to a side wall of the front wall plate assembly 1 facing the tower top balance bar bracket 7, the axial direction of a fourth connection hole 4221a formed in the connection portion 4221 is parallel to the length direction of the vehicle body, the fourth fastening member may be a connection bolt, and the fourth fastening member sequentially passes through the fourth mounting hole 12 and the fourth connection hole 4221a to fasten the connection portion 4221 and the front wall plate assembly 1 along the length direction of the vehicle body.

It should be noted that, the specific shape of the second connection panel 42 is not limited, and referring to fig. 11 and 14, the second connection panel 42 has a generally trapezoidal plate-like structure, and the second flange 421 and the third flange are both oriented to the same side of the body of the second connection panel 42. In addition, the second connection panel 42 is further provided with a plurality of through holes 423 for reducing the weight of the second connection panel 42, so as to improve the lightweight design of the whole front cabin structure.

In some embodiments, referring to fig. 4,5,6 and 7, the front nacelle structure further includes a second reinforcement 6, where the second reinforcement 6 is disposed in a second empty area D2 formed by surrounding the front wall panel assembly 1, the vibration damping tower assembly 2 and the nacelle boundary beam 5, and a body of the second reinforcement 6 is used to fill the second empty area D2; the front wall plate assembly 1, the vibration damping tower assembly 2, the cabin side beam 5 and the second reinforcement 6 are connected as a whole. The arrangement can connect and integrate the cabin boundary beam 5, the front wall plate assembly 1 and the vibration reduction tower assembly 2 into an integral frame structure through the second reinforcing piece 6, so that the overall performance of the whole vehicle is comprehensively improved; meanwhile, a force transmission path of the automobile to the front collision is increased, so that the front collision performance of the automobile can be improved.

The specific structural form of the second reinforcement 6 is not limited, and the second reinforcement 6 may be a plate-like structure, a frame structure, a block-like structure, or the like. In the embodiment of the present application, the shape of the main body structure of the second reinforcement member 6 is not limited, and the shape of the second reinforcement member 6 may be a regular square plate structure, or may be an irregular plate structure, or the cross-sectional shape of the second reinforcement member 6 along the height direction perpendicular to the vehicle body may be a variable cross-section, or the cross-section along the length direction perpendicular to the vehicle body may be a variable cross-section, that is, the main body structure of the second reinforcement member 6 may be a main body of a special-shaped structure, and the shape and size of the second reinforcement member 6 may be such that the second reinforcement member 6 may be filled in the second empty area D2. The body of the second reinforcement 6 may also be provided with a plurality of lightening holes to reduce weight of the second reinforcement 6 reasonably. The material of the second reinforcement 6 is not limited, and may be a steel material, an aluminum alloy material, a cast iron material, a carbon fiber material, or the like. The number of the second reinforcing members 6 is not limited, and for example, the second reinforcing members 6 may be formed by fixedly welding a plurality of parts, or the second reinforcing members 6 may be integrally molded as a cast member, and the plurality of second reinforcing members 6 may be fixedly connected to and filled in the second empty areas D2 surrounded by the front wall panel assembly 1, the damper tower assembly 2, and the nacelle roof rail 5.

By way of example, referring to fig. 4, 5 and 7, the number of second reinforcing members 6 is two, and the two second reinforcing members 6 are a left reinforcing member 6a and a right reinforcing member 6b, respectively, and the structural shapes and sizes of the left reinforcing member 6a and the right reinforcing member 6b may be identical; the damping tower assembly 2 comprises a left damping tower assembly 21 and a right damping tower assembly 22; the cabin side beam 5 includes a left cabin side beam 51 and a right cabin side beam 52; the second empty area D2 includes a left empty area D2a and a right empty area D2b, and the left empty area D2a is formed by surrounding the front wall plate assembly 1, the left vibration damping tower assembly 21, and the left cabin side beam 51; the right side void area D2b is defined by the front wall panel assembly 1, the right shock absorber assembly 22, and the right cabin side rail 52. The front wall panel assembly 1, the left shock tower assembly 21, the left cabin side rail 51, and the left side stiffener 6a are connected together, and the front wall panel assembly 1, the right shock tower assembly 22, the right cabin side rail 52, and the right side stiffener 6b are connected together.

In the embodiment of the present application, the connection manner of the second reinforcement 6 and the front wall plate assembly 1, the vibration damping tower assembly 2, and the cabin side beam 5 is not limited, and any one or more combination connection manners of riveting, bolting, and welding may be used. It should be noted that, the body of the second reinforcement 6 is used for filling the second empty area D2, and may be that the body of the second reinforcement 6 is completely filled in the second empty area D2, that is, gaps do not exist between the peripheral edge of the body of the second reinforcement 6 and the front wall plate assembly 1, the vibration-damping tower assembly 2, and the cabin boundary beam 5 assembly; alternatively, it is understood that the body of the second reinforcement 6 fills most of the space of the second empty region D2.

Referring to fig. 12, in the longitudinal direction of the vehicle body, the second reinforcement 6 has a first extension plate 61 at an end near the front wall panel assembly 1, the extension direction of the first extension plate 61 is parallel to the longitudinal direction of the vehicle body, a first mounting portion (not shown) is provided at an end of the front wall panel assembly 1 facing the first extension plate 61, the first extension plate 61 is fitted to the first mounting portion, and the first extension plate 61 is connected to the first mounting portion. Here, the first extension plate 61 and the first mounting portion may be riveted, bolted, welded, or the like, and for example, the first extension plate 61 and the first mounting portion may be welded with good integrity and reliability; the second reinforcing member 6 has a bending portion 63 at one end thereof adjacent to the vibration damping tower assembly 2, the bending direction of the bending portion 63 is parallel to the height direction of the vehicle body, and the bending portion 63 is attached to and connected to the side wall of the vibration damping tower assembly 2, for example, the bending portion 63 may be riveted to a side wall of the vibration damping tower assembly 2 by a rivet.

Specifically, referring to fig. 4 to 7, the first extension plate 61 may be used to form a lap joint of the first connection area L1 with the first installation portion of the front wall panel assembly 1, for example, the first extension plate 61 may be lapped with the first installation portion in a fitting manner, and the first extension plate 61 may be welded to the first installation portion at the first connection area L1, so as to improve the connection strength of the vehicle body in the length direction, and further improve the frame performance of the vehicle body in the length direction. Here, the first connection region L1 may be understood as an X-direction connection region or a connection region in the longitudinal direction of the vehicle body. The second reinforcement 6 has a bending portion 63 near one end of the vibration damping tower assembly 2, where the bending portion 63 may be a flange structure integrally formed at an upper edge of the second reinforcement 6, or may be a connection plate fixedly welded or bolted to the second reinforcement 6, which is not limited specifically, and the bending portion 63 may be attached to a side wall of the vibration damping tower assembly 2, where a side wall of the vibration damping tower assembly 2 may have a boss structure for being attached to the bending portion 63. Referring to fig. 12, the bent portion 63 is attached to a boss structure on the vibration damping tower assembly 2 to form a second connection region L2, where the second connection region L2 may be understood as a Z-direction connection region or a connection region in the height direction of the vehicle body. For the mutually attached part of the bending part 63 and the boss structure of the vibration damping tower, namely, the riveting mode in the second connection area L2, a hot melting rotary tapping riveting (Flow DRILL SCREW, FDS) process can be adopted, and the FDS process has the advantages of being capable of connecting structural members of different materials and being capable of being connected on one side, and can improve production efficiency and process precision.

The first connection area L1, the second connection area L2, and the third connection area L3 corresponding to the second reinforcement member 6 are welded or riveted, so that the connection and fixation can be performed during the welding process (the assembly of the arrangement member is not performed), the corresponding connection areas of the first reinforcement member 4 can be all bolted, that is, the assembly process is performed, and the installation and reinforcement of the second reinforcement member 6 are performed after the assembly of the arrangement member is completed, so that the assembly process is not affected, and the performance of the whole vehicle can be enhanced.

Further, referring to fig. 12, in the width direction of the vehicle body, one end of the second reinforcement 6 near the cabin side rail 5 has a protruding portion 62 protruding in the vehicle body height direction, the protruding portion 62 has a second extending plate 621, and the extending direction of the second extending plate 621 is parallel to the width direction of the vehicle body; the second extension plate 621 is attached to and connected with the side wall of the cabin edge beam 5. The connection between the second extension plate 621 and the cabin edge beam 5 is not limited, and may be a bolt connection, a welding connection, or a rivet connection. The second extending plate 621 may be attached to one side wall of the cabin edge beam 5 to increase the area of the overlapping area, which may be that the second extending plate 621 is welded to one side wall of the cabin edge beam 5, where the attaching area of the second extending plate 621 and one side wall of the cabin edge beam 5 is used to form a third connecting area L3, and in the third connecting area L3, the connecting strength in the width direction of the vehicle body may be increased by welding the second extending plate 621 and one side wall of the cabin edge beam 5, so as to further increase the frame performance in the width direction of the vehicle body.

The design is that the second reinforcement piece 6 and the cabin boundary beam 5 are welded and connected in the third connecting area L3 (Y-direction connecting area) so as to improve the Y-direction frame performance; the second reinforcement 6 is connected with rivets in a second connecting area L2 (Z-direction connecting area) of the vibration damping tower assembly 2so as to improve the Z-direction frame performance, and the second reinforcement 6 is connected with the first connecting area L1 (X-direction connecting area) of the front wall plate assembly 1 in a welding way so as to improve the X-direction frame performance, namely, the second reinforcement 6 is subjected to the X-direction, Y-direction and Z-direction all-direction reinforcement connection to form an all-direction three-dimensional frame structure, and the left side empty area D2a and the right side empty area D2b at the front part of the front wall plate assembly 1 are fully filled, namely, the cabin side beam 5, the vibration damping tower assembly 2 and the front wall plate assembly 1 are connected through the second reinforcement 6 to form an integral frame structure, so that the whole vehicle performance is comprehensively improved; and meanwhile, a force transmission path of the vehicle to the front collision is increased, so that the collision performance of the front part of the vehicle is improved.

In summary, through the front empty region of the front wall panel assembly 1, here, the front empty region includes the first empty region D1 (the middle empty region) and the second empty region D2 (the left empty region D2a and the right empty region D2 b), two first reinforcements 4 (the middle reinforcement) and the second reinforcements 6 (the left reinforcement 6a and the right reinforcement 6 b) are additionally designed, and fully fill in the front empty region of the front wall panel assembly 1, thereby fully reinforcing the whole vehicle structure, and improving the running performance and the collision performance of the whole vehicle.

The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments. The foregoing description is only of the preferred embodiments of the present application, and is not intended to limit the scope of the application, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.

Claims (10)

1. A front nacelle structure, comprising:

a front wall panel assembly (1);

a vibration damping tower assembly (2) connected with the front wall plate assembly (1);

The tower top balance rod assembly (3) is connected between the front wall plate assembly (1) and the vibration damping tower assembly (2);

and a first reinforcement member (4) filled in a first empty area (D1) formed between the front wall plate assembly (1) and the tower top balance bar assembly (3), wherein one end of the first reinforcement member (4) is connected with the tower top balance bar assembly (3), and the other end is connected with the front wall plate assembly (1).

2. Front nacelle structure according to claim 1, wherein the first reinforcement (4) comprises a first connection panel (41) and a second connection panel (42), the plane of the first connection panel (41) and the plane of the second connection panel (42) being arranged at a predetermined angle.

3. Front nacelle structure according to claim 2, wherein the tower top balancing bar assembly (3) comprises a cross bar (33), a first diagonal bar (31) and a second diagonal bar (32) arranged at intervals, both ends of the cross bar (33) being connected with a left vibration damping tower assembly (21) and a right vibration damping tower assembly (22) of the vibration damping tower assembly (2), respectively;

One end of the first diagonal rod (31) is connected to the front wall plate assembly (1), the other end is connected to one end of the cross rod (33), one end of the second diagonal rod (32) is connected to the front wall plate assembly (1), and the other end is connected to the other end of the cross rod (33);

wherein the first connecting panel (41) is arranged at intervals from the first diagonal bar (31) in the height direction of the vehicle body;

In the height direction along the car body, the second connecting panel (42) and the second diagonal rod (32) are arranged at intervals, and an included angle is formed between the extending direction of the second diagonal rod (32) and the plane where the second connecting panel (42) is located.

4. Front nacelle structure according to claim 2, wherein the first connection panel (41) has a first flange (411) at an end thereof adjacent to the front wall panel assembly (1) in the length direction of the vehicle body, and the first connection panel (41) has a first boss (412) at an end thereof adjacent to the tower top stabilizer bar assembly (3);

The plane of the first flanging (411) is perpendicular to the length direction of the vehicle body, the first flanging (411) is attached to the front wall plate assembly (1), a first connecting hole (4111) is formed in the first flanging (411), the axis direction of the first connecting hole (4111) is parallel to the length direction of the vehicle body, a first mounting hole (11) is formed in the position, opposite to the first connecting hole (4111), of the front wall plate assembly (1), and the first flanging (411) and the front wall plate assembly (1) are fastened and connected after the first flanging (411) sequentially penetrates through the first mounting hole (11) and the first connecting hole (4111) through a first fastening piece;

The first boss (412) is provided with a second connecting hole (4121), the axial direction of the second connecting hole (4121) is parallel to the height direction of the car body, a second mounting hole (34) is formed in the position, opposite to the second connecting hole (4121), of the tower top balance bar assembly (3), and the second boss (412) and the tower top balance bar assembly (3) are fastened and connected through a second fastener after sequentially penetrating through the second mounting hole (34) and the second connecting hole (4121).

5. Front nacelle structure according to claim 2, further comprising a tower top balancing bar bracket (7), wherein the tower top balancing bar bracket (7) is plate-shaped, the plane of the tower top balancing bar bracket (7) is perpendicular to the length direction of the car body, a third mounting hole (71) is formed in the tower top balancing bar bracket (7), and a tower top balancing bar bracket mounting hole (35) is formed in the tower top balancing bar assembly (3);

The second connecting panel (42) is provided with a second flanging (421) at one end close to the tower top balance bar bracket (7), the second flanging (421) is provided with a third connecting hole (4211), the plane of the second flanging (421) is perpendicular to the length direction of the vehicle body, the second flanging (421) is attached to the tower top balance bar bracket (7), and the second connecting panel (42) is fixedly connected with the tower top balance bar bracket (7) after sequentially penetrating through the third connecting hole (4211), the third mounting hole (71) and the tower top balance bar bracket mounting hole (35) along the length direction of the vehicle body through a third fastening piece (81);

The second connecting panel (42) is close to one end of the front wall plate assembly (1) and is provided with a third flanging (422), the third flanging (422) is provided with a connecting part (4221), the connecting part (4221) is attached to the side wall of the front wall plate assembly (1) facing the tower top balance bar bracket (7), the connecting part (4221) is provided with a fourth connecting hole (4221 a), a fourth mounting hole (12) is formed in the position, opposite to the fourth connecting hole (4221 a), of the front wall plate assembly (1), and the connecting part (4221) is fixedly connected with the front wall plate assembly (1) by sequentially penetrating through the fourth mounting hole (12) through a fourth fastening piece.

6. Front nacelle structure according to claim 1, further comprising a second reinforcement (6), said second reinforcement (6) being arranged in a second empty area (D2) defined by the front wall plate assembly (1), the vibration-damping tower assembly (2) and a nacelle boundary beam (5) of the vehicle, the body of said second reinforcement (6) being intended to fill said second empty area (D2);

the front wall plate assembly (1), the vibration reduction tower assembly (2), the cabin boundary beam (5) and the second reinforcing piece (6) are connected into a whole.

7. Front nacelle structure according to claim 6, wherein the second reinforcement (6) has a first extension plate (61) at an end along the length of the vehicle body near the front wall plate assembly (1), the extension direction of the first extension plate (61) is parallel to the length of the vehicle body, a first mounting portion is provided at an end of the front wall plate assembly (1) facing the first extension plate (61), the first extension plate (61) is fitted to the first mounting portion, and the first extension plate (61) is connected to the first mounting portion;

the second reinforcement (6) is close to one end of the vibration reduction tower assembly (2) and is provided with a bending part (63), the bending direction of the bending part (63) is parallel to the height direction of the vehicle body, and the bending part (63) is attached to the side wall of the vibration reduction tower assembly (2) and is connected with the side wall of the vibration reduction tower assembly.

8. The front cabin structure according to claim 6, wherein in the width direction of the vehicle body, an end of the second reinforcement (6) near the cabin edge beam (5) has a protruding portion (62) protruding in the vehicle body height direction, the protruding portion (62) has a second extending plate (621), and the extending direction of the second extending plate (621) is parallel to the width direction of the vehicle body;

the second extension plate (621) is attached to the side wall of the cabin edge beam (5) and connected with the side wall.

9. The front nacelle structure according to claim 6, wherein the second reinforcement (6) comprises a left side reinforcement (6 a) and a right side reinforcement (6 b);

The damping tower assembly (2) comprises a left damping tower assembly (21) and a right damping tower assembly (22); the cabin edge beam (5) comprises a left cabin edge beam (51) and a right cabin edge beam (52); the second empty region (D2) comprises a left empty region (D2 a) and a right empty region (D2 b), and the left empty region (D2 a) is formed by surrounding the front wall plate assembly (1), the left vibration reduction tower assembly (21) and the left cabin boundary beam (51); the right side empty area (D2 b) is formed by surrounding the front wall plate assembly (1), the right vibration reduction tower assembly (22) and the right cabin boundary beam (52);

The front wall plate assembly (1), the left vibration reduction tower assembly (21), the left cabin side beam (51) and the left side reinforcing piece (6 a) are connected into a whole, and the front wall plate assembly (1), the right vibration reduction tower assembly (22), the right cabin side beam (52) and the right side reinforcing piece (6 b) are connected into a whole.

10. A vehicle, characterized by comprising:

a vehicle body skeleton comprising the front cabin structure of any one of claims 1 to 9.