CN219728345U - Front cabin structure and vehicle provided with same - Google Patents

Abstract

The utility model provides a front cabin structure and a vehicle provided with the same, wherein the front cabin structure comprises front cabin longitudinal beams which are respectively arranged at the left side and the right side, front shock absorption towers connected to the front cabin longitudinal beams at all sides, and front wheel cover side beams connected with the front shock absorption towers at all sides; the shock absorber tower all is equipped with preceding stiffening beam in the side that is close to the locomotive before the both sides, and stiffening beam all extends along whole car direction of height before the both sides, and the top of stiffening beam links to each other through the shock absorber tower connection crossbeam before the both sides, and the left and right sides both ends and the both sides front wheel cover boundary beam of shock absorber tower connection crossbeam link to each other. According to the front cabin structure, the supporting rigidity of the front shock absorber can be increased through the arrangement of the front stiffening beams, the front stiffening beams on two sides and the front wheel cover side beams on two sides are connected through the connecting cross beams of the shock absorber, and the connecting rigidity and the transverse supporting rigidity between the front shock absorber on two sides and the front wheel cover side beams can be increased, so that the overall rigidity of the front cabin is improved, and the whole vehicle collision safety is improved.

Description

Front cabin structure and vehicle provided with same

Technical Field

The utility model relates to the technical field of vehicle body structures, in particular to a front cabin structure. The utility model also relates to a vehicle provided with the front cabin structure.

Background

The front cabin structure is an important component of the lower vehicle body frame of the vehicle, and plays roles of absorbing energy, transmitting energy, providing enough rigidity for the vehicle body frame and the like in collision while bearing parts in various fields in the front cabin.

Along with the gradual pace of automobile design into high-end, more and more motorcycle types begin to use cast aluminum shock absorber to replace traditional panel beating shock absorber to promote whole car lightweight. However, in the prior art, there is no good solution for the improvement of the lateral rigidity of the left and right shock-absorbing tower connection structures and the nacelle.

Disclosure of Invention

In view of the above, the present utility model aims to provide a front nacelle structure capable of improving the support rigidity and the connection rigidity of a front shock tower.

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

the front cabin structure comprises front cabin longitudinal beams which are respectively arranged at the left side and the right side, front shock absorption towers which are connected to the front cabin longitudinal beams at each side, and front wheel cover side beams which are connected with the front shock absorption towers at each side;

the both sides preceding shock tower is close to one side of locomotive all is equipped with preceding stiffening beam, both sides preceding stiffening beam all extends along whole car direction of height, and both sides the top of preceding stiffening beam links to each other through the shock tower connection crossbeam, the left and right sides both ends and the both sides of shock tower connection crossbeam preceding wheel casing boundary beam links to each other.

Further, the shock absorption tower connecting cross beam is connected with the front shock absorption towers at two sides; each side the front shock absorber, the shock absorber connecting beam and the front wheel cover side beam are connected to form a first annular structure, and each side the front shock absorber, the front stiffening beam, the shock absorber connecting beam and the front wheel cover side beam are connected to form a second annular structure.

Further, the bottoms of the front stiffening girders on each side are all connected to the front cabin longitudinal girders on the same side, and the front ends of the front wheel cover side girders on each side are connected with the front ends of the front cabin longitudinal girders on the same side; and the shock absorption tower connecting cross beams, the front wheel cover side beams, the front engine room longitudinal beams and the front reinforcement beams on all sides are connected to form a third annular structure.

Further, the front ends of the front cabin longitudinal beams on each side are respectively connected with extension beams, and each extension beam is connected to one side, facing the outside of the vehicle, of the front cabin longitudinal beam on the same side in the left-right direction of the whole vehicle; the front part of the front wheel cover side beam on each side is bent towards one side in the left-right direction of the whole vehicle, and is connected with the front cabin longitudinal beam on the same side through the extension beam.

Further, a front motor cross beam is connected between the front cabin longitudinal beams at two sides, and the left end and the right end of the front motor cross beam are connected with the bottoms of the front stiffening beams at two sides.

Further, the front motor beam comprises a front motor beam upper plate and a front motor beam lower plate which are connected in a buckled mode; the front motor beam upper plate and the front motor beam lower plate are formed into a cavity in an enclosing mode, the left end and the right end of the front motor beam lower plate are connected with the front cabin longitudinal beams, and the left end and the right end of the front motor beam upper plate are connected with the front stiffening beams.

Further, the front stiffening beams on each side are buckled and connected to the side parts of the front shock towers on the same side, and a cavity is formed between the front stiffening beams and the front shock towers on the same side in an enclosing manner; and/or, the shock absorber connecting beam comprises a connecting beam upper plate and a connecting beam lower plate which are connected in a buckled manner, a cavity is formed between the connecting beam upper plate and the connecting beam lower plate in an enclosing manner, the connecting beam lower plate is connected between the front stiffening beams at two sides, and the left end and the right end of the connecting beam upper plate are connected with the front wheel cover side beams at two sides.

Further, shock absorption tower pull rods are connected to the front shock absorption towers on both sides; the front ends of the shock absorption tower pull rods at all sides are connected to the front shock absorption towers at the same side, and the rear ends of the shock absorption tower pull rods at all sides are connected to the front windshield lower cross beam.

Further, the front ends of the shock absorption tower pull rods at each side are connected to the top of the front shock absorption tower at the same side and are arranged close to the front wheel cover side beam at the same side; and/or the distance between the shock absorption tower pull rods at the two sides is gradually reduced from front to back along the front and back directions of the whole vehicle.

Compared with the prior art, the utility model has the following advantages:

according to the front cabin structure, the supporting rigidity of the front shock absorber can be increased through the arrangement of the front stiffening beams, the front stiffening beams on two sides and the front wheel cover side beams on two sides are connected through the connecting cross beams of the shock absorber, and the connecting rigidity and the transverse supporting rigidity between the front shock absorber on two sides and the front wheel cover side beams can be increased, so that the overall rigidity of the front cabin is improved, and the collision safety of a whole vehicle is improved.

In addition, shock tower connecting beam all is connected with the shock tower before both sides to through forming first loop configuration and second loop configuration, the setting effect of multiplicable shock tower connecting beam also can utilize the great characteristics of loop configuration intensity simultaneously, promotes the rigidity of cabin position before the better. The bottom and the front cabin longeron of preceding stiffening beam are connected, and front wheel casing boundary beam front end is connected with the front cabin longeron to through forming third annular structure, the rigidity of cabin position before can further promoting.

Secondly, through setting up the extension beam, can be convenient for realize the connection between front wheel casing boundary beam and the front cabin longeron, also can reduce the cost of preparation of front cabin longeron simultaneously. The arrangement of the front motor cross beam can further increase the Y-direction supporting rigidity of the front cabin, and the front motor cross beam is connected with the front stiffening beam, so that the structural rigidity of the front damping tower can be improved. The front motor cross beam is composed of a front motor cross beam upper plate and a front motor cross beam lower plate which are formed into a cavity in a surrounding mode, the structural strength of the front motor cross beam can be guaranteed, and meanwhile connection with the front engine room longitudinal beam, the front stiffening beam and the like is facilitated.

Furthermore, enclose between preceding stiffening beam and the preceding shock tower and construct the cavity, help promoting the stiffening effect of preceding stiffening beam. The shock absorber connecting beam comprises a connecting beam upper plate and a connecting beam lower plate which are formed into a cavity in a surrounding mode, so that the structural strength of the shock absorber connecting beam can be guaranteed, and meanwhile, the shock absorber connecting beam is beneficial to connecting with a front stiffening beam, a front wheel cover side beam and the like.

In addition, through setting up shock absorber pull rod, can provide the support in preceding shock absorber rear side, be favorable to promoting the rigidity of preceding shock absorber, the setting of shock absorber pull rod simultaneously also can form the biography power passageway between preceding shock absorber and preceding wind window bottom end rail, helps the transmission dispersion of collision force to the preceding wind window bottom end rail of rear. The shock absorber pull rod is connected at the top of the front shock absorber and is arranged close to the front wheel cover side beam, so that the shock absorber pull rod and the front shock absorber can be conveniently connected, and the collision force is conducted to the shock absorber pull rod. Moreover, the distance between the shock-absorbing tower pull rods at two sides is gradually reduced from front to back, and the shock-absorbing tower pull rods at two sides can be utilized to be splayed, so that the setting effect of the shock-absorbing tower pull rods at two sides is improved.

Another object of the utility model is to propose a vehicle in which a front nacelle structure as described above is provided.

According to the vehicle, the front cabin structure is adopted, so that the overall rigidity of the front cabin can be improved, and the collision safety of the whole vehicle can be improved.

Drawings

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

FIG. 1 is a schematic view of a front nacelle structure according to an embodiment of the utility model from a first perspective;

FIG. 2 is a schematic view of a front nacelle structure according to an embodiment of the utility model from a second perspective;

FIG. 3 is a schematic view of a third perspective of a forward nacelle structure according to an embodiment of the utility model;

FIG. 4 is a schematic structural view of a connecting beam and a front motor beam of a shock absorber according to an embodiment of the present utility model;

FIG. 5 is a view in cross section A-A of FIG. 4;

FIG. 6 is a view in cross section taken from B-B in FIG. 4;

FIG. 7 is a partial end view of a front reinforcement beam according to an embodiment of the present utility model in an assembled state;

reference numerals illustrate:

1. a front cabin rail; 2. a front shock absorber; 3. front wheel cover side beams; 4. a front reinforcement beam; 5. the damping tower is connected with the cross beam; 6. an extension beam; 7. a front motor cross beam; 8. a shock-absorbing tower pull rod; 9. a front windshield lower cross member;

501. the upper plate of the cross beam is connected; 502. a lower plate of the connecting beam; 701. a front motor cross beam upper plate; 702. a front motor cross beam lower plate;

10. a first annular structure; 20. a second annular structure; 30. a third annular structure; 100. a first cavity; 200. a second cavity; 300. and a third cavity.

Detailed Description

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

In the description of the present utility model, 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 utility model 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 utility model. 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.

In addition, in the description of the present utility model, unless otherwise specifically defined, the mating components may be connected using conventional connection structures in the art. Moreover, the terms "mounted," "connected," and "connected" are to be construed broadly. 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 utility model can be understood by those of ordinary skill in the art in combination with specific cases.

In the present embodiment, the term "up, down, left, right, front, and rear" is defined with reference to the up-down direction, the left-right direction, and the front-rear direction of the vehicle. In particular, as shown in the drawings, the X direction is the front-rear direction of the vehicle, wherein the side pointed by the arrow is the "front", and vice versa. The Y direction is the left-right direction of the vehicle, wherein the side pointed by the arrow is "left", and vice versa. The Z direction is the up-down direction of the vehicle, wherein the side pointed by the arrow is "up", and vice versa. The "inside and outside" are defined with reference to the contour of the corresponding component, for example, the inside and outside of the vehicle are defined with reference to the contour of the vehicle, and the side near the middle of the vehicle is the "inside", and vice versa.

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

Example 1

The embodiment relates to a front cabin structure, which can improve the supporting rigidity and the connecting strength of a front shock absorber, is beneficial to improving the overall rigidity of a front cabin and improves the collision safety of the whole vehicle.

As a whole, the front nacelle structure of the present embodiment mainly includes front nacelle stringers 1 provided separately on the left and right sides, front shock towers 2 connected to the front nacelle stringers 1 on each side, and front wheel cover side rails 3 connected to the front shock towers 2 on each side, as shown in fig. 1 to 3.

Wherein, the shock absorber tower 2 all is equipped with preceding stiffening beam 4 in the one side that is close to the locomotive before the both sides, and stiffening beam 4 all extends along whole car direction of height before the both sides, and the top of stiffening beam 4 links to each other through shock absorber tower connection crossbeam 5 before the both sides, and the left and right sides both ends and the both sides front wheel casing boundary beam 3 of shock absorber tower connection crossbeam 5 link to each other.

In the structure, through the setting of preceding stiffening beam 4, can increase the supporting rigidity of preceding shock tower 2 to connect the preceding stiffening beam 4 of both sides and the preceding wheel casing boundary beam 3 of both sides through shock tower connection crossbeam 5, also can increase the connecting rigidity and the horizontal supporting rigidity between preceding shock tower 2 of both sides and the preceding wheel casing boundary beam 3, thereby be favorable to promoting the overall rigidity of cabin before, help promoting whole car collision security.

In detail, as shown in fig. 1 to 3, the number of front side frames 1 is two, and the front shock absorber towers 2 are respectively provided on the left and right sides, and are respectively connected to the front side frames 1 on each side and located on the inner side of the front wheel house side frame 3, and the two front shock absorber towers 2 are respectively connected to the front wheel house side frame 3 on each side.

The front stiffening beams 4 are arranged on one sides of the front shock towers 2 on two sides, which are close to the vehicle head, and the front stiffening beams 4 on two sides extend along the height direction of the whole vehicle. A shock tower connecting beam 5 is connected between the tops of the front stiffening beams 4 at the two sides, and the left end and the right end of the shock tower connecting beam 5 are connected with the front wheel cover side beams 3 at the two sides.

As a preferred embodiment of the present embodiment, the shock-absorbing tower connecting beam 5 is also connected to the front shock-absorbing towers 2 on both sides in the present embodiment, so that the installation effect of the shock-absorbing tower connecting beam 5 can be increased. Further, as shown in fig. 1, each side front shock absorber 2, shock absorber connecting beam 5 and front wheel cover side beam 3 are connected to form a first annular structure 10, and each side front shock absorber 2, front reinforcement beam 4, shock absorber connecting beam 5 and front wheel cover side beam 3 are connected to form a second annular structure 20. The first annular structure 10 and the second annular structure 20 can better improve the rigidity of the front cabin position by utilizing the characteristic of high strength of the annular structures.

In the present embodiment, the bottom of each side front reinforcement beam 4 is preferably connected to the front cabin side member 1 on the same side, and the front end of each side front wheel house side member 3 is preferably connected to the front end of the front cabin side member 1 on the same side. And the side tower connecting cross members 5, the front wheel house side members 3, the front cabin side members 1 and the front reinforcement members 4 are connected to form a third annular structure 30. The bottom of the front reinforcement beam 4 is thus connected to the front cabin rail 1, and the front end of the front wheel house side rail 3 is also connected to the front cabin rail 1, and the rigidity of the front cabin position can be further improved by the formed third annular structure 30.

In this embodiment, each side front stiffening beam 4 is fastened to the side of the same side front shock absorber 2, and forms a cavity with the space between the same side front shock absorber 2. As shown in fig. 1 to 4 and described with reference to fig. 7, taking the front reinforcement beam 4 on one side as an example, the front reinforcement beam 4 is fastened to the front side of the front shock absorber 2 on the same side, and forms a first cavity 100 shown in fig. 7 with the front shock absorber 2 on the same side. The provision of the first cavity 100 helps to promote the reinforcing effect of the front reinforcing beam 4.

Referring to fig. 1 to 5, in this embodiment, as a preferred embodiment, the shock-absorbing tower connection beam 5 specifically includes a connection beam upper plate 501 and a connection beam lower plate 502 that are snap-connected, and a cavity, that is, the second cavity 200 shown in fig. 5, is formed between the connection beam upper plate 501 and the connection beam lower plate 502 in a surrounding manner. And structurally, the connecting beam lower plate 502 is connected between the front reinforcing beams 4 on both sides, and both left and right ends of the connecting beam upper plate 501 are connected with the front wheel cover side beams 3 on both sides.

The structural arrangement of the shock-absorbing tower connecting beam 5, namely, the shock-absorbing tower connecting beam is composed of a connecting beam upper plate 501 and a connecting beam lower plate 502 which are formed into a cavity in a surrounding shape, can ensure the structural strength of the shock-absorbing tower connecting beam 5, and is beneficial to the connection arrangement with the front stiffening beam 4, the front wheel cover side beam 3 and the like.

In this example, in a preferred embodiment, extension beams 6 are connected to the front ends of the front side frames 1 on the respective sides, and the extension beams 6 are connected to the front side frames 1 on the same side toward the outside of the vehicle in the lateral direction of the entire vehicle. In the present embodiment, the front portion of each side front wheel cover side rail 3 is bent toward the vehicle interior side in the vehicle left-right direction, and is connected to the front cabin side rail 1 on the same side via the extension beam 6. The arrangement of the extension beam 6 is beneficial to realizing the connection between the front wheel cover side beam 3 and the front cabin longitudinal beam 1, and simultaneously can reduce the preparation cost of the front cabin longitudinal beam 1.

In particular, as shown in fig. 1 to 3, each side extension beam 6 is inclined outward and forward. By this arrangement, the collision force can be guided to be transmitted rearward along the front cabin rail 1, so that the collision force transmission effect can be increased at the time of collision.

Also as a preferred embodiment, in this embodiment, a front motor cross member 7 is connected between the front cabin stringers 1 on both sides, and the left and right ends of the front motor cross member 7 are connected to the bottoms of the front stiffening girders 4 on both sides. The arrangement of the front motor cross beam 7 can further increase the Y-direction supporting rigidity of the front cabin position, and the front motor cross beam 7 is connected with the front stiffening beam 4, so that the structural rigidity of the front damping tower 2 can be improved.

The front motor cross member 7 of the present embodiment is structurally shown in fig. 1 to 4 in combination with fig. 6, and the front motor cross member 7 specifically includes a front motor cross member upper plate 701 and a front motor cross member lower plate 702 which are snap-coupled. Wherein a cavity, i.e., the third cavity 300 shown in fig. 6, is defined between the front motor cross member upper plate 701 and the front motor cross member lower plate 702. By providing the front motor cross member 7 composed of the front motor cross member upper plate 701 and the front motor cross member lower plate 702 which are formed in a surrounding shape to have a cavity, the structural strength of the front motor cross member 7 can be ensured.

In the present embodiment, the left and right ends of the front motor cross member lower plate 702 are connected to the front nacelle stringers 1 on both sides, and the left and right ends of the front motor cross member upper plate 701 are connected to the front stiffening girders 4 on both sides. The arrangement is also beneficial to the connection arrangement with the front cabin longitudinal beam 1, the front stiffening beam 4 and the like, and is beneficial to further improving the structural strength of the front cabin position.

Referring still to fig. 1 to 3, in this embodiment, shock absorber tie rods 8 are also connected to the front shock absorber towers 2 on both sides. Wherein, the front end of each side shock absorber tower pull rod 8 is connected on the front shock absorber tower 2 of homonymy, and the rear end of each side shock absorber tower pull rod 8 is connected on front windshield lower beam 9. The setting of shock absorber pull rod 8 can provide the support at the rear side of preceding shock absorber 2, is favorable to promoting the rigidity of preceding shock absorber 2, and the setting of shock absorber pull rod 8 simultaneously also can form the transmission passageway between preceding shock absorber 2 and preceding wind window bottom end rail 9, helps the transmission dispersion of collision power to the preceding wind window bottom end rail 9 of rear.

Specifically, the front end of each side shock absorber pull rod 8 is connected at the top of the front shock absorber 2 on the same side and is arranged close to the front wheel cover boundary beam 3 on the same side, so that the shock absorber pull rod 8 and the front shock absorber 2 can be conveniently connected, and the collision force is conducted to the shock absorber pull rod 8. Further, in the present embodiment, the distance between the side shock absorber rods 8 is set to be smaller from front to rear in the front-rear direction of the entire vehicle. The setting of this structure, usable both sides shock attenuation tower pull rod 8 are the splayed type, promote the setting effect of both sides shock attenuation tower pull rod 8.

The front cabin structure of the embodiment not only can increase the supporting rigidity of the front shock absorber 2, but also can increase the connecting rigidity and the transverse supporting rigidity between the front shock absorber 2 and the front wheel cover boundary beam 3, thereby being beneficial to improving the overall rigidity of the front cabin and the collision safety of the whole vehicle.

Example two

The present embodiment relates to a vehicle in which the front cabin structure in the first embodiment is provided.

The vehicle of this embodiment can promote the whole rigidity of front cabin through setting up the front cabin structure in embodiment one to help promoting whole car collision security, and have fine result of use.

The foregoing description of the preferred embodiments of the utility model 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 utility model.

Claims (10)

1. A front nacelle structure, characterized by:

the front wheel cover side beam comprises front engine room longitudinal beams (1) which are respectively arranged at the left side and the right side, front shock absorption towers (2) which are connected to the front engine room longitudinal beams (1) at each side, and front wheel cover side beams (3) which are connected with the front shock absorption towers (2) at each side;

the both sides preceding shock tower (2) all are equipped with preceding stiffening beam (4) near one side of locomotive, both sides preceding stiffening beam (4) all extend along whole car direction of height, and both sides the top of preceding stiffening beam (4) is passed through shock tower and is connected crossbeam (5) and link to each other, the left and right sides both ends and the both sides of crossbeam (5) are connected to the shock tower front wheel casing boundary beam (3).

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

the shock absorption tower connecting cross beam (5) is connected with the front shock absorption towers (2) at two sides;

each side front shock absorber (2), shock absorber connecting cross beam (5) and front wheel cover boundary beam (3) are connected to form first annular structure (10), each side front shock absorber (2), front stiffening beam (4), shock absorber connecting cross beam (5) and front wheel cover boundary beam (3) are connected to form second annular structure (20).

3. The front nacelle structure of claim 1, wherein:

the bottoms of the front stiffening beams (4) on each side are connected to the front cabin longitudinal beams (1) on the same side, and the front ends of the front wheel cover side beams (3) on each side are connected with the front ends of the front cabin longitudinal beams (1) on the same side;

each side the shock absorber connecting cross beam (5), the front wheel cover side beam (3), the front cabin longitudinal beam (1) and the front stiffening beam (4) are connected to form a third annular structure (30).

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

the front ends of the front cabin longitudinal beams (1) on each side are respectively connected with extension beams (6), and each extension beam (6) is connected to one side, facing the outside of the vehicle, of the front cabin longitudinal beam (1) on the same side in the left-right direction of the whole vehicle;

the front part of the front wheel cover side beam (3) on each side is bent to one side in the vehicle in the left-right direction of the whole vehicle, and is connected with the front cabin longitudinal beam (1) on the same side through the extension beam (6).

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

front motor cross beams (7) are connected between the front engine room longitudinal beams (1) at two sides, and the left end and the right end of each front motor cross beam (7) are connected with the bottoms of the front stiffening beams (4) at two sides.

6. The front nacelle structure of claim 5, wherein:

the front motor cross beam (7) comprises a front motor cross beam upper plate (701) and a front motor cross beam lower plate (702) which are connected in a buckling way;

the front motor beam upper plate (701) and the front motor beam lower plate (702) are formed into a cavity in an enclosing mode, the left end and the right end of the front motor beam lower plate (702) are connected with the front cabin longitudinal beams (1) on two sides, and the left end and the right end of the front motor beam upper plate (701) are connected with the front stiffening beams (4) on two sides.

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

the front stiffening beams (4) on each side are buckled and connected to the side parts of the front shock absorption towers (2) on the same side, and a cavity is formed between the front stiffening beams and the front shock absorption towers (2) on the same side in a surrounding manner; and/or the number of the groups of groups,

the shock absorber connecting beam (5) comprises a connecting beam upper plate (501) and a connecting beam lower plate (502) which are connected in a buckled mode, a cavity is formed between the connecting beam upper plate (501) and the connecting beam lower plate (502), the connecting beam lower plate (502) is connected between the front stiffening beams (4) on two sides, and the left end and the right end of the connecting beam upper plate (501) are connected with the front wheel cover side beams (3) on two sides.

8. Front nacelle structure according to any of claims 1-7, wherein:

the front shock absorption towers (2) at two sides are connected with shock absorption tower pull rods (8);

the front ends of the shock absorption tower pull rods (8) at all sides are connected to the front shock absorption towers (2) at the same side, and the rear ends of the shock absorption tower pull rods (8) at all sides are connected to the front windshield lower cross beam (9).

9. The front nacelle structure of claim 8, wherein:

the front ends of the damping tower pull rods (8) at all sides are connected to the top of the front damping tower (2) at the same side and are arranged close to the front wheel cover side beams (3) at the same side; and/or the number of the groups of groups,

the distance between the shock absorber tower pull rods (8) on the two sides is gradually reduced from front to back along the front and back direction of the whole vehicle.

10. A vehicle, characterized in that:

the vehicle having the front cabin structure of any one of claims 1 to 9 disposed therein.