Shock absorber mount assembly for a vehicle and vehicle

Abstract

The application provides a shock absorber seat mounting assembly and a vehicle, and relates to the technical field of vehicle body. In the shock absorber seat mounting assembly, a shock absorber seat mounting plate is connected with an inner panel of a rear wheel cover of the vehicle and is located on a side of the inner panel of the rear wheel cover facing outward of the vehicle, and the shock absorber seat mounting plate is provided with at least one mounting point for mounting a shock absorber. A shock absorber seat reinforcing plate is connected with the inner panel of the rear wheel cover and is located on a side of the inner panel of the rear wheel cover facing inward of the vehicle. At least one threaded pipe is arranged at the at least one mounting point and is arranged in a direction perpendicular to the shock absorber seat mounting plate, and the at least one threaded pipe is configured to form, together with the shock absorber seat reinforcing plate, a first force transmission path along the longitudinal direction of the vehicle on the shock absorber seat mounting plate. The above technical scheme forms a longitudinal force transmission path on the shock absorber seat mounting plate by using the threaded pipe and the shock absorber seat reinforcing plate, and can effectively transmit force to the entire rear wheel cover frame and then to the entire vehicle body, so that the force transmission efficiency is relatively high.

Description

Technical Field

[0001] This invention relates to the field of vehicle body technology, and in particular to a shock absorber mount assembly and vehicle. Background Technology

[0002] With the rapid development of automotive technology and the increasing level of consumption, automobiles have become an indispensable means of transportation in people's daily lives. People have increasingly higher demands for the smoothness of driving, handling stability, ride comfort, and safety of automobiles. Both car consumers and R&D engineers are setting increasingly higher standards for ride comfort and handling stability, and the improvement of overall vehicle performance is receiving more and more attention. Shock absorbers, as an indispensable part of a vehicle, suppress the oscillations caused by the rebound of the springs after absorbing shocks and the impact from the road surface, enabling the vehicle to achieve safe and stable driving in complex road conditions. Their performance directly affects the overall ride comfort, noise reduction, driving stability, and even the dynamic response of the suspension system. One end of the shock absorber is mounted on the vehicle body, requiring high rigidity at the mounting point. If the mounting point is not rigid enough, it will not provide sufficient support for the vehicle body, easily causing excessive vertical runout of the wheels. This will result in excessive body roll during high-speed cornering, affecting the vehicle's handling stability and safety. Furthermore, it will increase the load transmitted to the vehicle body through the shock absorber, leading to higher noise levels in the cabin and affecting the vehicle's NVH (Noise, Vibration, Harshness) performance, which in turn directly impacts the driving experience for passengers.

[0003] In automotive architecture, there are front and rear shock absorber mounts, with the rear shock absorber mount providing shock absorption for rear passengers. Currently, the structural design and connections at the rear shock absorber mount mounting points are simple, which can easily lead to weak overall vehicle body rigidity. This, in turn, directly and significantly impacts the vehicle's NVH performance, handling, durability, and crash safety. Summary of the Invention

[0004] The first objective of this invention is to provide a vehicle shock absorber mount assembly that solves the technical problem of poor structural performance of vehicle shock absorber mount mounting points in the prior art.

[0005] A second aspect of the present invention is to provide a vehicle having a shock absorber mount assembly.

[0006] According to a first aspect of the present invention, the present invention provides a shock absorber mount assembly for a vehicle, comprising:

[0007] A shock absorber mounting plate is connected to the inner panel of the rear wheel arch of the vehicle and is located on the side of the inner panel of the rear wheel arch facing outwards. The shock absorber mounting plate is provided with at least one mounting point for mounting a shock absorber.

[0008] A shock absorber mount reinforcement plate is connected to the inner plate of the rear wheel arch and is located on the side of the inner plate of the rear wheel arch facing the inside of the vehicle.

[0009] At least one threaded tube is disposed at at least one of the mounting points and arranged in a direction perpendicular to the shock absorber mount plate, the at least one threaded tube being configured to form, together with the shock absorber mount reinforcement plate, a first force transmission path along the longitudinal direction of the vehicle on the shock absorber mount plate.

[0010] Optionally, the shock absorber mounting plate includes:

[0011] The first mounting plate, with one end near the top of the vehicle, is connected to the inner panel of the rear wheel arch, forming a second force transmission path along the longitudinal direction of the vehicle;

[0012] The second mounting plate is connected to the first mounting plate at both ends and is located on the side of the first mounting plate facing the inner panel of the rear wheel arch. The second mounting plate and the first mounting plate are spaced apart by a preset distance.

[0013] Optionally, the mounting point includes a first mounting hole provided on the first mounting plate and a second mounting hole provided on the second mounting plate, wherein the first mounting hole and the second mounting hole are arranged opposite to each other;

[0014] The threaded pipe is installed between the first mounting hole and the second mounting hole, and is connected to both the first mounting hole and the second mounting hole.

[0015] Optionally, the first mounting plate has a pitted structure on the side opposite to the second mounting plate, and the pitted structure is arranged around the periphery of the first mounting hole.

[0016] Optionally, the first mounting plate is concave-convex and has at least one straight portion and at least one bent portion extending vertically along the vehicle, at least one of the straight portions being connected to the inner plate of the rear wheel arch, and at least one of the bent portions forming at least one first cavity together with the inner plate of the rear wheel arch.

[0017] Optionally, the number of at least one bent portion is two, and the number of at least one straight portion is three. The two bent portions and the three straight portions are arranged at intervals, and the three straight portions respectively form a force transmission path along the vertical direction of the vehicle.

[0018] Optionally, the vehicle further includes a rear longitudinal beam assembly arranged longitudinally along the vehicle, and one end of the first mounting plate close to the bottom of the vehicle is connected to the rear longitudinal beam assembly, forming a third force transmission path along the vehicle longitudinal direction;

[0019] The first force transmission path, the second force transmission path, the third force transmission path, and the three force transmission paths along the vehicle vertical direction together form a "field" - shaped force transmission path.

[0020] Optionally, a second cavity is jointly formed between the shock absorber seat reinforcement plate and the inner panel of the rear wheel housing.

[0021] Optionally, a first cavity is jointly formed between each of the two bending portions and the inner panel of the rear wheel housing, and any one of the two first cavities is arranged opposite to the second cavity.

[0022] According to the purpose of the second aspect of the present invention, the present invention further provides a vehicle, which is equipped with the above - mentioned shock absorber seat mounting assembly.

[0023] The shock absorber seat mounting assembly of the vehicle in the present invention includes a shock absorber seat mounting plate, a shock absorber seat reinforcement plate, and at least one threaded tube. The shock absorber seat mounting plate is connected to the inner panel of the rear wheel housing of the vehicle and is located on the side of the inner panel of the rear wheel housing facing the outside of the vehicle. At least one mounting point for mounting a shock absorber is provided on the shock absorber seat mounting plate. The shock absorber seat reinforcement plate is connected to the inner panel of the rear wheel housing and is located on the side of the inner panel of the rear wheel housing facing the inside of the vehicle. At least one threaded tube is arranged at at least one mounting point and is arranged in a direction perpendicular to the shock absorber seat mounting plate. At least one threaded tube is configured to jointly form a first force transmission path along the vehicle longitudinal direction on the shock absorber seat mounting plate with the shock absorber seat reinforcement plate. The above - mentioned technical solution forms a longitudinal force transmission path on the shock absorber seat mounting plate by using the threaded tube and the shock absorber seat reinforcement plate, which can effectively transmit the force to the entire rear wheel housing frame and then to the entire vehicle body, and the force transmission efficiency is relatively high.

[0024] Based on the following detailed description of the specific embodiments of the present invention in conjunction with the drawings, those skilled in the art will more clearly understand the above - mentioned and other objects, advantages, and features of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Some specific embodiments of the present invention will be described in detail hereinafter with reference to the drawings in an exemplary but non - restrictive manner. The same reference numerals in the drawings denote the same or similar components or parts. Those skilled in the art should understand that these drawings are not necessarily drawn to scale. In the drawings:

[0026] Figure 1 is a schematic installation diagram of the shock absorber seat mounting assembly and the shock absorber of a vehicle according to an embodiment of the present invention;

[0027] Figure 2 This is a schematic structural diagram of a vehicle shock absorber mount assembly at one angle according to an embodiment of the present invention;

[0028] Figure 3 This is a schematic structural diagram of a vehicle shock absorber mount assembly from another angle according to an embodiment of the present invention;

[0029] Figure 4 yes Figure 2 A schematic structural diagram of the shock absorber mount plate in the shock absorber mount assembly shown.

[0030] Figure 5 yes Figure 2 A schematic structural diagram of the shock absorber mounting plate and the shock absorber mounting reinforcement plate in the shock absorber mounting assembly shown.

[0031] Figure 6 yes Figure 2 The diagram shows a schematic force transmission path of the shock absorber mounting plate in the shock absorber mounting assembly.

[0032] Figure 7 yes Figure 4 The diagram shows a schematic force transmission path of the first and second mounting plates of the shock absorber mount.

[0033] Figure label:

[0034] 100-Shock absorber mount assembly, 200-Shock absorber, 10-Shock absorber mount plate, 20-Rear wheel arch inner plate, 30-Rear longitudinal beam assembly, 40-Shock absorber mount reinforcing plate, 50-Threaded pipe, 60-Connecting plate, 70-C-ring assembly, 11-Mounting point, 12-First mounting plate, 13-Second mounting plate, 121-Straight section, 122-Bending section. Detailed Implementation

[0035] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0036] Figure 1 This is a schematic mounting diagram of a shock absorber mount assembly 100 and a shock absorber for a vehicle according to an embodiment of the present invention. Figure 2 This is a schematic structural diagram of a vehicle shock absorber mount assembly 100 at one angle according to an embodiment of the present invention. Figure 3 This is a schematic structural diagram of a vehicle shock absorber mount assembly 100 from another angle according to an embodiment of the present invention. Figure 4 yes Figure 2The diagram shows a schematic structural view of the shock absorber mount plate 10 in the shock absorber mount assembly 100. Figure 5 yes Figure 2 The diagram shows a schematic structural representation of the shock absorber mount plate 10 and the shock absorber mount reinforcing plate 40 in the shock absorber mount assembly 100. Figure 6 yes Figure 2 The diagram shows a schematic force transmission path of the shock absorber mount plate 10 in the shock absorber mount assembly 100. Figure 7 yes Figure 4 The diagram shows a schematic force transmission path of the first mounting plate 12 and the second mounting plate 13 of the shock absorber mount 10. Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7 As shown, where, Figure 6 and Figure 7 The arrows in the diagram indicate the force transmission path. In one specific embodiment, the vehicle's shock absorber mount assembly 100 includes a shock absorber mount plate 10, a shock absorber mount reinforcement plate 40, and at least one threaded tube 50. The shock absorber mount plate 10 is connected to the rear wheel arch inner panel 20 of the vehicle and is located on the side of the rear wheel arch inner panel 20 facing outwards. The shock absorber mount plate 10 has at least one mounting point 11 for mounting a shock absorber 200. The shock absorber mount reinforcement plate 40 is connected to the rear wheel arch inner panel 20 and is located on the side of the rear wheel arch inner panel 20 facing inwards. At least one threaded tube 50 is disposed at at least one mounting point 11 and arranged in a direction perpendicular to the shock absorber mount plate 10. The at least one threaded tube 50 is configured to, together with the shock absorber mount reinforcement plate 40, form a first force transmission path along the longitudinal direction of the vehicle on the shock absorber mount plate 10.

[0037] This embodiment utilizes the threaded pipe 50 and the shock absorber seat reinforcement plate 40 to form a longitudinal force transmission path on the shock absorber seat mounting plate 10, which can effectively transmit the force to the entire rear wheel arch frame and then to the entire vehicle body, resulting in high force transmission efficiency.

[0038] In this embodiment, the shock absorber mount 10 includes a first mount 12 and a second mount 13. The first mount 12, near the top of the vehicle, is connected to the inner rear wheel arch panel 20, forming a second force transmission path along the longitudinal direction of the vehicle. The two ends of the second mount 13 are connected to the first mount 12 and are located on the side of the first mount 12 facing the inner rear wheel arch panel 20. A predetermined distance is maintained between the second mount 13 and the first mount 12. This embodiment effectively makes the shock absorber mount 10 double-layered, which strengthens the shock absorber mounting and facilitates the installation of the threaded tube 50. Here, the second mount 13 is positioned between the first mount 12 and the inner rear wheel arch panel 20.

[0039] In this embodiment, the vehicle also includes a rear longitudinal beam assembly 30 arranged longitudinally along the vehicle. The end of the first mounting plate 12 near the bottom of the vehicle is connected to the rear longitudinal beam assembly 30, forming a third force transmission path along the longitudinal direction of the vehicle. It can be understood that the first, second, and third force transmission paths are all arranged longitudinally along the vehicle, which means that the first force transmission path is located between the second and third force transmission paths, and is an intermediate force transmission path.

[0040] In this embodiment, mounting point 11 includes a first mounting hole (not shown in the figure) on the first mounting plate 12 and a second mounting hole (not shown in the figure) on the second mounting plate 13, with the first and second mounting holes arranged opposite to each other. A threaded pipe 50 is installed between the first and second mounting holes and connected to both. This is equivalent to installing the threaded pipe 50 between the first mounting plate 12 and the second mounting plate 13, and then installing the shock absorber 200. Specifically, bolts are used to sequentially pass through the shock absorber 200 and the threaded pipe 50, connecting the two. In this embodiment, simulation reveals that the direct cause of structural failure is stress concentration. Structural stress analysis and a simplified structural stress analysis model reveal the deeper cause of structural failure as increased load and structural stress not conforming to basic mechanical design principles, thus enabling the development of effective structural solutions. In this embodiment, the threaded pipe 50 in a two-story structure is simple and can effectively disperse the structural stress at mounting point 11, effectively distributing it to six degrees of freedom. See [link to relevant documentation]. Figure 7 This ensures uniform stress distribution and effectively improves both dynamic and static stiffness. The threaded pipe 50, part of the second-floor structural reinforcement plate (i.e., the second mounting plate 13), is relatively small. Through multiple rounds of structural optimization and CAE (Computer Aided Engineering) analysis, it is connected to the first mounting plate 12 and the second mounting plate 13 via six weld points to ensure effective force transmission. The threaded sleeve is connected to the shock absorber seat mounting plate 10 and the shock absorber seat reinforcement plate 40 via CO2 shielded welding. While ensuring effective stress distribution and structural strength, a lightweight structural design is implemented to guarantee its lightweight effect. After multiple rounds of optimization, the shock absorber seat reinforcement plate 40 has achieved a 70% weight reduction and a material utilization rate of 85%.

[0041] In this embodiment, the first mounting plate 12 has a pitted structure (not shown in the figure) on the side opposite to the second mounting plate 13, and the pitted structure is arranged around the periphery of the first mounting hole. This embodiment increases the anti-slip coefficient by adding a pitted structure to the body sheet metal at the shock absorber mounting point 11. The anti-slip coefficient before angle adjustment is 1.47, which is much greater than the safety factor requirement of 1.2, and will not produce abnormal noise or interference. It solves the problems of relative slippage and abnormal noise at mounting point 11 and sheet metal deformation in extreme conditions such as driving over potholes and bumps. During vehicle operation, the rear support force of the entire vehicle borne by the shock absorber mounting assembly 100, as well as the impact force generated by bumpy roads, are all transmitted along the vehicle height direction and concentrated at the shock absorber mounting point 11. This often leads to excessive load due to transmission difficulties, resulting in cracking, deformation, and subsequent problems such as abnormal noise from the rear shock absorber. When the load on the shock absorber mount is constant, it will be distributed to the two mounting bolts according to the mounting surface angle. According to the force decomposition, the smaller the angle between the shock absorber mounting surface and the vehicle's vertical plane (Y-axis plane), the greater the Z-axis force it experiences. When the friction coefficient of the shock absorber mounting surface is constant, a larger installation torque is required to avoid relative slippage or misalignment under extreme conditions. However, the axial force that the threaded pipe 50 and bolts can withstand is fixed and cannot be increased indefinitely. To avoid this failure, the angle between the shock absorber mounting surface and the vehicle's vertical plane is within a certain range. CAE analysis shows that the smaller the angle between the shock absorber mounting surface and the vehicle's vertical plane, the more continuous the force channel cavity and the better the force transmission effect, and the better the dynamic stiffness of the shock absorber mounting point 11. Therefore, the design challenge lies in how to reduce the angle between the shock absorber mounting surface and the vertical plane without causing slippage. Therefore, in this embodiment, a recessed roller-grooved pit is added to the shock absorber mounting plate 10 at the shock absorber mounting point 11 on the vehicle body. The specific requirements are: grid depth ≥ 0.5mm, grid distribution is a rectangular distribution with intervals of 1.5mm, grid is a 1×1mm square with a taper of 30°, and grid area is φ40mm with the installation as the center. This recessed pit structure can double the friction coefficient of the shock absorber mounting surface. Under the condition of a certain installation torque, it can reduce the angle between the shock absorber mounting surface and the vertical plane of the vehicle by 30°, improve the dynamic stiffness of the shock absorber mounting point 11, and the average dynamic stiffness of the vehicle in the Y direction can be increased by 1000N / m, thereby reducing the road noise of the whole vehicle.

[0042] Furthermore, it can be verified by CAE analysis that when the arc of the main force transmission channel of the body shock absorber seat mounting point 11 is smoother, its force transmission effect is better, the stiffness of the mounting point 11 is better, and the body shock absorber seat mounting plate 10 must overlap with the middle part of the longitudinal beam cavity. Otherwise, the force transmission is interrupted and the stiffness drops exponentially. Through lightweight optimization design analysis, it is found that the body shock absorber seat mounting plate 10 does not need to overlap to the bottom of the cavity of the rear longitudinal beam assembly 30. When it overlaps with the middle part of the cavity of the rear longitudinal beam assembly 30, the maximum effect has been achieved, and there is not much effect in continuing to extend downward. In addition, the outer plate of the rear longitudinal beam assembly 30 is overlapped with the rear longitudinal beam upper plate in a staggered manner. This design can not only add a row of key welding points to improve the structural strength at this place and thus improve the stiffness of the mounting point 11, but also is beneficial to sealing.

[0043] In this embodiment, the first mounting plate 12 is concave-convex and has at least one straight portion 121 and at least one bent portion 122 extending along the vertical direction of the vehicle. At least one straight portion 121 is connected to the inner panel 20 of the rear wheel housing, and at least one bent portion 122 and the inner panel 20 of the rear wheel housing jointly form at least one first cavity. By setting the first cavity in this embodiment, on the one hand, it is convenient for the installation of the threaded tube 50, and on the other hand, it can increase the structural strength at the shock absorber seat mounting point 11.

[0044] Specifically, the number of at least one bent portion 122 is two, and the number of at least one straight portion 121 is three. The two bent portions 122 and the three straight portions 121 are arranged at intervals, and the three straight portions 121 respectively form a force transmission path along the vertical direction of the vehicle. In other embodiments, the number of the bent portions 122 and the straight portions 121 can be set according to specific circumstances. Refer to Figure 4 and Figure 6 , all three straight portions 121 are connected to the inner panel 20 of the rear wheel housing and respectively form a force transmission path along the vertical direction of the vehicle. The first force transmission path, the second force transmission path, the third force transmission path and the three force transmission paths along the vertical direction of the vehicle jointly form a "field"-shaped force transmission path. That is to say, three force transmission paths along the longitudinal direction of the vehicle and three force transmission paths along the vertical direction of the vehicle are jointly formed on the shock absorber seat mounting assembly 100, forming a "field"-shaped frame structure. The shock absorber seat mounting point 11 is located on the middle longitudinal path of the "field"-shaped frame structure. The overall frame structure is good, there are many force transmission channels, and the overall skeleton structure forms a stable frame structure. In addition, a two-story structure of the threaded tube 50 is adopted at the mounting point 11, which can effectively disperse the force evenly to the "field"-shaped frame structure and transmit it to the entire rear wheel housing skeleton through the frame structure and then to the entire body.

[0045] The structure of this embodiment has a simple process. Compared with the same type of structure, only welding needs to be added, and there is no need to increase the workstations and working hours in the general assembly to solve the NVH road noise problem, and the cost is relatively low. Through structural topology morphology optimization, the size of the sheet metal structure is reduced, and the lightweight coefficient is improved.

[0046] In this embodiment, a second cavity is jointly formed between the shock absorber seat reinforcement plate 40 and the inner panel 20 of the rear wheel housing. A first cavity is jointly formed between each of the two bending portions 122 and the inner panel 20 of the rear wheel housing, and any one of the two first cavities is arranged opposite to the second cavity. The shock absorber seat reinforcement plate 40 is optimized for lightweight design, and a counterbore weight-reducing hole is formed thereon, and its size is reduced while ensuring performance. After CAE analysis and confirmation, when it is reduced, it will affect the size and transmission efficiency of the cavity. When it is increased in the vehicle Z direction, it has no influence on the stiffness and fatigue durability of the mounting point 11. When it is increased in the vehicle X direction, it affects the welding lap joint and has no influence on the stiffness and fatigue durability of the mounting point 11.

[0047] The traditional shock absorber seat connection structure is generally arranged on the rear wheel housing. Since the rear wheel housing itself is a thin plate with weak stiffness, in order to ensure the connection stiffness, a thick reinforcement plate is required as the rear shock absorber seat connection structure to connect the rear shock absorber seat to the rear wheel housing. However, due to its large thickness, the thickened reinforcement plate is heavy, which is not only extremely unfavorable for the lightweight design of the vehicle, but also indirectly increases fuel consumption, running counter to the concept of energy conservation and environmental protection. As one of the excitation sources, the tire will transmit the road surface vibration to the vehicle interior through the shock absorber, shock absorber seat and other vehicle body components during vehicle driving, affecting the subjective NVH feeling. After analysis, it is found that the stiffness of the shock absorber seat mounting point 11 of the vehicle body has a great influence on the vibration isolation rate. Therefore, it is particularly important to improve the stiffness of the structure at this place of the vehicle body. Refer to Figure 4 and Figure 5 , in this embodiment, the "field" - shaped frame structure is composed of six cavities. Among them, the first cavity is composed of the C - ring assembly 70 and the inner panel 20 of the rear wheel housing, the second cavity is composed of the inner panel 20 of the rear wheel housing, the first mounting plate 12 and the second mounting plate 13, the third cavity is composed of the inner panel 20 of the rear wheel housing, the first mounting plate 12, the second mounting plate 13 and the shock absorber seat reinforcement plate 40 (in the longitudinal section of the vehicle), the fourth cavity is composed of the connecting plate 60 of the C - ring and the D - ring and the inner panel 20 of the rear wheel housing, the fifth cavity is composed of the inner panel 20 of the rear wheel housing, the first mounting plate 12 and the second mounting plate 13 (in the vertical section of the vehicle), and the sixth cavity is composed of the rear longitudinal beam assembly 30. Specifically, the rear longitudinal beam assembly 30 includes a rear longitudinal beam outer plate, a rear longitudinal beam upper plate, a rear longitudinal beam lower plate, etc. By arranging six cavities at the shock absorber seat mounting structure in this embodiment, the lightweight effect is good, the mold development cost is low, and the force transmission path is clear and the lap joint is reasonable, which can better disperse the force and transmit the force to achieve the design performance target. This embodiment solves the problems of solder joint damage and sheet metal damage near the shock absorber seat mounting point 11 by increasing the area of the force transmission path cavity and increasing the force transmission path.

[0048] This embodiment also provides a vehicle, which is equipped with the above shock absorber seat mounting assembly 100. Details of the shock absorber seat mounting assembly 100 will not be elaborated here.

[0049] As an important index in automotive design, the body-in-white stiffness determines the ability of the vehicle to resist deformation under external forces, and also affects the durability, crash safety, handling stability, and NVH performance of the vehicle. The failure mode of the body-in-white is mainly torsional fatigue. When the left and right wheels of the vehicle are subjected to loads in different directions during driving, the body will undergo torsional deformation due to torsion. When the torsional stiffness is insufficient, the body will undergo large torsional deformation under external forces. After repeated loading, local weak points may be fatigued and damaged, which may further lead to friction and abnormal noises between various components of the whole vehicle. In particular, large hole deformations will occur at the side door frame and the back door frame, affecting the dynamic sealing performance of the vehicle. The rear wheelhouse structure is a key position affecting the overall torsional stiffness of the body. However, in the traditional technology, the torsional stiffness at the shock absorber seat and the spring seat of the rear wheelhouse structure is too low, which is not conducive to the improvement of the overall torsional stiffness of the body-in-white. This embodiment designs a new "field" - shaped body shock absorber seat mounting point 11 structure, where the shock absorber seat mounting point 11 is designed on the middle horizontal of the "field" - shaped structure. The overall frame structure is good, there are many force - transmission channels, and the overall skeleton structure forms a stable frame structure. At the mounting point 11, a two - layer structure of a threaded pipe 50 is adopted, which can effectively disperse the force evenly to the "field" - shaped frame structure and transfer it to the entire rear wheelhouse skeleton through the frame structure and then to the entire body. In addition, this embodiment has conducted a detailed study on the installation surface angle at the body shock absorber seat mounting point 11 and the structural smoothness of the entire force - transmission channel, and innovatively designed the body sheet metal to increase the pit and pockmark structure, thereby increasing the slip coefficient, and further solving the driving smoothness, handling stability, ride comfort, and safety of the vehicle.

[0050] At this point, those skilled in the art should recognize that although multiple exemplary embodiments of the present invention have been shown and described in detail herein, many other variations or modifications that conform to the principles of the present invention can still be directly determined or derived from the content disclosed in the present invention without departing from the spirit and scope of the present invention. Therefore, the scope of the present invention should be understood and determined to cover all these other variations or modifications.

Claims

1. A shock absorber mount assembly for a vehicle, characterized by, Comprising: A shock absorber seat mounting plate, which is connected to the inner panel of the vehicle's rear wheel housing and is located on the side of the inner panel of the rear wheel housing facing the outside of the vehicle. At least one mounting point for mounting a shock absorber is provided on the shock absorber seat mounting plate; A shock absorber seat reinforcement plate, which is connected to the inner panel of the rear wheel housing and is located on the side of the inner panel of the rear wheel housing facing the inside of the vehicle; At least one threaded tube, which is arranged at at least one of the mounting points and is arranged in a direction perpendicular to the shock absorber seat mounting plate. The at least one threaded tube is configured to jointly form a first force transmission path along the longitudinal direction of the vehicle on the shock absorber seat mounting plate with the shock absorber seat reinforcement plate; The shock absorber seat mounting plate includes: A first mounting plate, one end close to the top of the vehicle is connected to the inner panel of the rear wheel housing, and a second force transmission path along the longitudinal direction of the vehicle is formed; A second mounting plate, both ends of which are connected to the first mounting plate and are located on the side of the first mounting plate facing the inner panel of the rear wheel housing. A preset distance is provided between the second mounting plate and the first mounting plate; [[ID= ]]The mounting point includes a first mounting hole provided on the first mounting plate and a second mounting hole provided on the second mounting plate. The first mounting hole and the second mounting hole are arranged opposite to each other; The threaded tube is installed between the first mounting hole and the second mounting hole and is connected to both the first mounting hole and the second mounting hole.

2. The shock absorber seat mounting assembly according to claim 1, wherein 3. The shock tower mounting assembly of claim 2, wherein A pit and pockmark structure is provided on the side of the first mounting plate facing away from the second mounting plate, and the pit and pockmark structure is arranged along the circumference of the first mounting hole.

4. The shock tower mounting assembly of claim 3, wherein The first mounting plate is concave-convex and has at least one straight portion and at least one bent portion extending along the vertical direction of the vehicle. At least one of the straight portions is connected to the inner panel of the rear wheel housing, and at least one of the bent portions and the inner panel of the rear wheel housing jointly form at least one first cavity. The number of at least one of the bent portions is two, and the number of at least one of the straight portions is three. The two bent portions and the three straight portions are arranged at intervals, and the three straight portions respectively form a force transmission path along the vertical direction of the vehicle.

5. The shock absorber seat mounting assembly according to claim 4, wherein The vehicle further includes a rear longitudinal beam assembly arranged along the longitudinal direction of the vehicle. One end of the first mounting plate close to the bottom of the vehicle is connected to the rear longitudinal beam assembly, and a third force transmission path along the longitudinal direction of the vehicle is formed; The first force transmission path, the second force transmission path, the third force transmission path, and the three force transmission paths along the vertical direction of the vehicle jointly form a "field" - shaped force transmission path.

6. The shock absorber seat mounting assembly according to claim 4, wherein A second cavity is jointly formed between the shock absorber seat reinforcement plate and the inner panel of the rear wheel housing.

7. The shock absorber seat mounting assembly according to claim 6, wherein 8. A vehicle characterized by comprising: Each of the two bent portions and the inner panel of the rear wheel housing jointly form one of the first cavities, and any one of the two first cavities is arranged opposite to the second cavity. The vehicle is equipped with the shock absorber seat mounting assembly according to any one of claims 1 - 7.

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