A front suspension support structure, shock tower connection assembly, and method of installation thereof

Abstract

The application relates to the field of a vehicle body, in particular to a front suspension support structure, a shock tower connecting assembly and a mounting method thereof, which comprises a support beam; one end of the support beam is connected to a shock tower, and the other end is connected to a longitudinal beam; through the arrangement of the front suspension support structure, sufficient strength and rigidity can be provided to support a front compartment, so that the local rigidity at the structure is improved, the noise level in the vehicle caused by the insufficient rigidity of the region is reduced, and the torsional rigidity of the body in white is effectively improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle bodies, specifically to a front shock absorber support structure, a shock absorber tower connection assembly, and a method for installing the same. Background Technology

[0002] With the increasing pace of life and the continuous development of technology, people have higher and higher requirements for travel, and cars have become an indispensable tool for people's travel.

[0003] In today's society, with the development and competition of my country's automobile industry and the improvement of consumers' consumption demands, the comfort of automobiles has become the primary focus of consumers' attention.

[0004] Currently, NVH (Noise, Vibration, and Harshness) issues in vehicles are among the most pressing concerns in the international automotive industry. Statistics show that approximately one-third of vehicle malfunctions reported by consumers are related to NVH problems, and major automakers allocate nearly 20% of their R&D budget to addressing these issues.

[0005] In other words, besides being directly related to user experience, NVH is also related to vehicle quality.

[0006] Therefore, NVH has become a key indicator for measuring the level of automobile manufacturing, which requires automobile manufacturers to make sufficient performance improvements in the NVH performance of their vehicles.

[0007] Currently, changes in the power system and auxiliary systems of pure electric vehicles lead to changes in the overall vehicle layout, load distribution, and overall vehicle dynamics. Therefore, it is necessary to systematically improve the design of the vehicle body structure and chassis system.

[0008] As an important chassis component, the front shock absorber of a car provides structural support for the vehicle's suspension, supports the springs, and keeps the tires in a directional position. It is used to connect the suspension system and the body.

[0009] In addition, it shares most of the lateral load borne by the vehicle's suspension.

[0010] When a car is in motion, the impact vibrations from the road surface are transmitted to the suspension system through the tires. After being damped by the suspension system, they are transmitted to the floor of the car through the connection between the shock absorber and the body. When the floor is excited by the connection points of these rubber bushings, the floor vibrates. This floor vibration then causes the seats and steering wheel to vibrate, which is what the passengers feel.

[0011] Therefore, vibration of the floor near the connection point between the front shock absorber and the vehicle body is one of the most important targets for noise control.

[0012] If the structural rigidity of this area is insufficient, the transfer function from the subframe mounting point to the vehicle interior will be too high, increasing sensitivity and affecting the vehicle's NVH performance. This will also directly affect ride comfort, handling, vehicle control, braking, steering, wheel alignment, and wear of other suspension components.

[0013] Therefore, the quality of the front suspension mounting point structure directly affects the local dynamic stiffness of this area, which in turn affects the vibration and noise transmission performance to the vehicle body through the front suspension mounting point, and ultimately affects the NVH performance of the entire vehicle.

[0014] Therefore, in order to improve the above problems, it is necessary to optimize the design of the surrounding structure of the existing front suspension mounting point. Summary of the Invention

[0015] The purpose of this invention is to provide a front axle support structure that can improve the structural strength of the front axle mounting point.

[0016] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0017] A front damping support structure includes a support beam; one end of the support beam is connected to the damping tower, and the other end is connected to a longitudinal beam.

[0018] The support beam is connected to the shock absorber tower via an overlapping bracket; the overlapping bracket includes a bracket body, which is connected to the connecting crossbeam by welding a flange.

[0019] The support beam includes a support column, and the support column has connecting plates at both ends; the connecting plates have fixing holes; the connecting plates are connected to the support column through an avoidance arc plate.

[0020] The bracket body is equipped with a positioning pin.

[0021] A shock absorber tower connection assembly includes a shock absorber tower connection structure, the two ends of which are respectively attached to the shock absorber towers on both sides of the vehicle body; the shock absorber tower connection structure includes a connecting crossbeam, the two ends of which are respectively connected to the shock absorber towers on both sides of the vehicle body; the front shock absorber support structure is provided between the connecting crossbeam and the vehicle body longitudinal beam.

[0022] The connecting beams are connected to adjacent damping towers via connecting mechanisms; the connecting mechanisms include overlapping plates, and the connecting beams are connected to the damping towers via the overlapping plates; the overlapping plates are provided with connecting holes.

[0023] The lap plate includes an upper sheet metal part and a lower sheet metal part connected to the end of the connecting crossbeam. The upper sheet metal part and the lower sheet metal part are distributed opposite to each other at both ends of the connecting crossbeam. The upper sheet metal part and the lower sheet metal part are spaced apart and fit against both sides of the connecting crossbeam. A support part is provided between the upper sheet metal part and the lower sheet metal part. The support part includes a support pin disposed between the upper sheet metal part and the lower sheet metal part.

[0024] The upper sheet metal part includes an upper base plate, and upper flanges are provided on both sides of the upper base plate. The lower sheet metal part includes a lower base plate, and lower flanges are provided on both sides of the lower base plate. The upper flanges and lower flanges are arranged in close contact with each other.

[0025] The lap plate is provided with positioning pins; the connecting beam includes an upper beam and a lower beam, which are arranged opposite to each other.

[0026] An installation method for the aforementioned shock absorber tower connection assembly, the installation method comprising the following steps:

[0027] Step 1: Select the specified number of front damping support structures and damping tower connection structures;

[0028] Step 2: After completing Step 1, weld the overlapping bracket in the front damping support structure to the overlapping plate in the damping tower connection structure;

[0029] Step 3: After completing Step 2, connect the two ends of the shock absorber tower connection structure with the welded overlapping brackets to the corresponding shock absorber towers on both sides of the vehicle body;

[0030] Step 4: After completing Step 3, connect one end of the support beam in each front reduction support structure to the corresponding overlapping bracket and the other end to the corresponding longitudinal beam cover plate.

[0031] Step 5: After step 4 is completed, the assembly of a shock absorber tower connection assembly is finished.

[0032] The advantages of this invention are:

[0033] This invention discloses a front suspension support structure. By setting up the front suspension support structure, this invention can provide sufficient strength and stiffness to support the front compartment, thereby improving the local stiffness of the structure, reducing the noise level inside the vehicle caused by insufficient stiffness in this area, and effectively improving the torsional stiffness of the body-in-white. Attached Figure Description

[0034] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0035] Figure 1 This is a schematic diagram of the supporting beam in this invention.

[0036] Figure 2 This is a schematic diagram of the structure of a shock-absorbing tower connection assembly in this invention.

[0037] Figure 3 This is a first-view structural diagram of the connection between the front damping support structure and the damping tower in this invention.

[0038] Figure 4 This is a second-view structural diagram of the connection between the front damping support structure and the damping tower in this invention.

[0039] Figure 5 This is a third-view structural diagram of the connection between the front damping support structure and the damping tower in this invention.

[0040] Figure 6 This is a fourth-view structural diagram of the connection between the front damping support structure and the damping tower in this invention.

[0041] Figure 7 This is a schematic diagram of the shock absorber tower connection structure in this invention.

[0042] Figure 8 This is a top view of the shock absorber tower connection structure in this invention.

[0043] Figure 9 This is a schematic diagram of the structure of the shock absorber tower connection structure and the shock absorber tower in this invention.

[0044] Figure 10 This is a schematic diagram of the shock absorber tower connection structure in use according to the present invention.

[0045] The markings in the above figures are all:

[0046] 1-2. Connecting beams; 1. Upper beam; 2. Lower beam; 3. Right overlap upper sheet metal part; 4. Right overlap lower sheet metal part; 5. Left overlap upper sheet metal part; 6. Left overlap lower sheet metal part; 7. Support pin; 8. Heat pump thermal management module mounting bracket; 9. Heat pump thermal management module mounting hole; 10. Expansion box mounting hole; 11. Electric heater mounting hole; 12. Weld hole; 13. First bolt; 14. Connecting hole; 15. Air inlet duct mounting hole; 16. Weld point; 17. Vibration damping tower; 19. Positioning pin.

[0047] 2-1. Front reduction support structure; 2-2. Support beam; 2-3. Overlap bracket; 2-4. Second bolt; 2-5. Positioning pin; 2-6. Body longitudinal beam; 2-7. Longitudinal beam cover plate. Detailed Implementation

[0048] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and the description of the preferred embodiments.

[0049] A front damping support structure includes a support beam 2-2; one end of the support beam 2-2 is connected to the damping tower 17, and the other end is connected to the longitudinal beam; the front damping support structure 2-1 disclosed in this invention is mainly used to increase the structural strength of the area surrounding the damping tower 17. At the same time, the front damping support structure 2-1 disclosed in this invention mainly includes the support beam 2-2, the overall structure is relatively simple, and it is convenient to install in subsequent use.

[0050] In summary, the automotive shock absorber tower 17 support structure disclosed in this invention has a reasonable design layout, a reasonable process, and is easy to manufacture, making it suitable for mass production and minimizing weight and production costs. Simultaneously, the shock absorber tower 17 support structure of this invention can provide sufficient strength and stiffness to support the front compartment, thereby improving the local stiffness of the structure and reducing the noise level inside the vehicle caused by insufficient stiffness in this area, effectively improving the torsional stiffness of the body-in-white. Furthermore, the structural design of this invention is reliable, and the force transmission path is reasonable, meeting not only NVH, strength, and fatigue performance requirements but also layout and process requirements, thus improving customer satisfaction with the overall vehicle's noise and vibration performance.

[0051] Furthermore, in this invention, the support beam 2-2 is connected to the damping tower 17 via an overlapping bracket 2-3. The overlapping bracket 2-3 serves as a good bridge, facilitating the subsequent connection between the support beam 2-2 and the damping tower 17. Of course, in specific implementation, the overlapping bracket 2-3 is not directly connected to the damping tower 17, but rather connected to the front damping tower connection structure. However, the purpose of setting the overlapping bracket 2-3 in this invention is to facilitate the subsequent assembly of the support beam 2-2 and to facilitate the limitation of the position of the support beam 2-2.

[0052] Furthermore, in this invention, the support beam 2-2 includes a support column 2-21, with connecting plates 2-22 at both ends of the support column 2-21; the connecting plates 2-22 are provided with fixing holes 2-24; the support column 2-21 is the main support structure and plays a major load-bearing role. In addition, in this invention, the connecting plates 2-22 at the ends of the support column 2-21 play a good bridging role, facilitating the connection between the support beam 2-2 and adjacent components. At the same time, the connecting plates 2-22 are provided with fixing holes 2-24, which facilitates subsequent connection with the corresponding adjacent components by passing bolts 2-4 through the fixing holes 2-24, thus facilitating the connection between the support beam 2-2 and adjacent components.

[0053] Furthermore, in this invention, the connecting plate 2-22 is connected to the support column 2-21 by means of the avoidance arc plate 2-23; the avoidance arc plate 2-23 of this invention has an arc-shaped design, which plays a good role in avoiding interference between the support beam 2-2 and adjacent components during installation.

[0054] Furthermore, the lap bracket 2-3 in this invention includes a bracket body 2-31, which is connected to the connecting beam 1-2 via a welded flange 2-32. The bracket body 2-31 provides excellent support and connection, facilitating subsequent connection with the support beam 2-2. In addition, the welded flange 2-32 is provided around the bracket body 2-31, which facilitates the connection between the bracket body 2-31 and adjacent components.

[0055] Furthermore, the bracket body 2-31 described in this invention is provided with a positioning pin 2-5; the positioning pin 2-5 plays a good positioning role in this invention, which effectively ensures the relative position of the support beam 2-2 and the bracket body 2-31, thereby better ensuring the accuracy of the connection between the support beam 2-2 and the bracket body 2-31.

[0056] A shock absorber tower connection assembly includes a shock absorber tower connection structure, the two ends of which are respectively attached to the shock absorber towers 17 on both sides of the vehicle body; the shock absorber tower connection structure includes a connecting beam 1-2, the two ends of which are respectively connected to the shock absorber towers 17 on both sides of the vehicle body; the front shock absorber support structure 2-1 is provided between the connecting beam 1-2 and the vehicle body longitudinal beam 2-6; the present invention mainly realizes the connection between the shock absorber towers 17 on both sides of the vehicle body through the shock absorber tower connection structure, and the shock absorber tower connection assembly here is mainly a front shock absorber tower connection assembly.

[0057] In this invention, the shock absorber tower connection structure mainly includes a connecting beam 1-2, the two ends of which overlap on the shock absorber tower 17, playing a good bridging connection role and better ensuring the overall strength and rigidity of the vehicle.

[0058] In addition, the front shock absorber support structure 2-1 is provided between the connecting crossbeam 1-2 and the vehicle body longitudinal beam 2-6 in this invention; in this invention, both ends of the connecting crossbeam 1-2 are connected to the adjacent vehicle body longitudinal beam 2-6 through a front shock absorber support structure 2-1; in other words, in this invention, the shock absorber tower connection assembly mainly includes two front shock absorber support structures 2-1, which are distributed on both sides of the vehicle body, playing a good lateral support role and better ensuring the overall structural strength of the shock absorber tower connection assembly.

[0059] Furthermore, in actual layout, the front shock absorber support structure 2-1 is required to be arranged at an angle. This arrangement causes the connecting beam 1-2, the front shock absorber support structure 2-1, the body longitudinal beam 2-6, and the shock absorber tower 17 to form a triangular-like structure, which effectively ensures the stability of the overall structure of the shock absorber tower connection assembly. Ultimately, it ensures the strength and stability of the connection between the connecting beam 1-2 and the shock absorber tower 17. It can provide sufficient strength and stiffness to support the front compartment, thereby improving the local stiffness of the structure and reducing the noise level inside the vehicle caused by insufficient stiffness in this area, effectively improving the torsional stiffness of the body-in-white. Moreover, the structural design of this invention is reliable, and the force transmission path is reasonable. It can not only meet the requirements of NVH, strength, fatigue, and other performance aspects, but also meet the requirements of layout and process, thereby improving customer satisfaction with the noise and vibration performance of the entire vehicle.

[0060] Furthermore, in this invention, the connecting beams 1-2 are respectively connected to adjacent damping towers 17 via connecting mechanisms; the connecting mechanism includes an overlap plate 3-7, through which the connecting beams 1-2 are connected to the damping towers 17; the overlap plate 3-7 is provided with connecting holes 14; the present invention facilitates the connection between the connecting beams 1-2 and adjacent damping towers 17 through the setting of the connecting mechanism. In addition, in this invention, the connecting mechanism mainly includes an overlap plate 3-7, one end of which is connected to the connecting beams 1-2, and the other end is connected to the damping towers 17. Through the above design, the connection between the connecting beams 1-2 and the damping towers 17 is facilitated. At the same time, the overlap plate 3-7 is provided with connecting holes 14, which serve as connection and fixation, facilitating the connection and fixation between the overlap plate 3-7 and the damping towers 17.

[0061] Furthermore, in this invention, the overlapping plate 3-7 includes an upper sheet metal part 3-72 and a lower sheet metal part 3-71 connected to the ends of the connecting beam 1-2. The upper sheet metal part 3-72 and the lower sheet metal part 3-71 are relatively distributed at both ends of the connecting beam 1-2. Through the above design, this invention enables the overlapping plate 3-7 and the connecting beam 1-2 to have two side contact areas, which better ensures the contact area between the overlapping plate 3-7 and the connecting beam 1-2, thereby better ensuring the stability of the connection between the overlapping plate 3-7 and the connecting beam 1-2.

[0062] Furthermore, in this invention, the upper sheet metal part 3-72 and the lower sheet metal part 3-71 are spaced apart and fitted onto both sides of the connecting beam 1-2. Through the above design, a gap is formed between the upper sheet metal part 3-72 and the lower sheet metal part 3-71. During subsequent connection, the connecting beam 1-2 can be inserted into the gap. This facilitates the connection between the connecting beam 1-2 and the overlapping plate 3-7, ensuring not only the connection between the connecting beam 1-2 and the overlapping plate 3-7, but also enabling them to have mutual positioning capabilities, ensuring the accuracy of the relative position of the connecting beam 1-2 and the overlapping plate 3-7 during installation.

[0063] In addition, a support portion is provided between the upper sheet metal part 3-72 and the lower sheet metal part 3-71 in this invention. The support portion includes a support pin 7 disposed between the upper sheet metal part 3-72 and the lower sheet metal part 3-71. The main purpose of the support portion is to provide support and ensure the overall structural strength of the overlapping plate 3-7. At the same time, it facilitates the subsequent connection of the corresponding individual holes and ensures the strength and stability of the connection after it is connected to the shock absorber tower 17.

[0064] Furthermore, in this invention, the upper sheet metal part 3-72 includes an upper base plate with upper flanges on both sides, and the lower sheet metal part 3-71 includes a lower base plate with lower flanges on both sides. The upper flanges and lower flanges are arranged in close contact with each other. In actual arrangement, the upper base plate and the lower base plate are attached to the side of the connecting beam 1-2, and the upper flanges and lower flanges are attached to each other to realize the connection between the upper sheet metal part 3-72 and the lower sheet metal part 3-71. In addition, the upper sheet metal part 3-72 and the lower sheet metal part 3-71 are pressed and fixed to the connecting beam 1-2, ensuring the connection stability between the connecting beam 1-2 and the overlapping plate 3-7.

[0065] Meanwhile, in this invention, the upper flange is connected to the upper substrate via an upper bridging arc plate; the lower flange is connected to the lower substrate via a lower bridging arc plate. In this invention, the upper and lower bridging arc plates act as bridges, facilitating the staggered distribution of the upper flange and the upper substrate, as well as the lower flange and the lower substrate, and facilitating mutual positioning between the upper sheet metal part 3-72, the lower sheet metal part 3-71, and the connecting beam 1-2. Furthermore, in this invention, the vertical cross-sections of the upper sheet metal part 3-72 and the lower sheet metal part 3-71 form a U-shaped structure. This design gives the lower side of the upper sheet metal part 3-72 a groove structure, allowing it to be effectively engaged with the connecting beam 1-2 during subsequent connection, providing excellent positioning and limiting, and better achieving the connection between the upper sheet metal part 3-72 and the connecting beam 1-2.

[0066] Furthermore, in this invention, the connecting hole 14 includes multiple individual holes, with at least one individual hole penetrating the upper sheet metal part 3-72, the lower sheet metal part 3-71, and the support pin 7. Each individual hole serves as a connection point, facilitating the connection between the overlapping plate 3-7 and the damping tower 17. The requirement that one individual hole penetrate the upper sheet metal part 3-72, the lower sheet metal part 3-71, and the support pin 7 ensures that the support column 2-21 has a good guiding and positioning function, which not only improves the structural strength of the connection between the overlapping plate 3-7 and the damping tower 17 but also facilitates the bolt 13 to pass through the overlapping plate 3-7 to achieve the connection between the overlapping plate 3-7 and the damping tower 17. At the same time, through the above design, the individual holes on the support pin play a good through-hole positioning role, facilitating the subsequent through-hole fixing of bolts in other individual holes.

[0067] Because the lap plate 3-7 of the present invention is composed of an upper sheet metal part 3-72 and a lower sheet metal part 3-71, and the upper sheet metal part 3-72 and the lower sheet metal part 3-71 are spaced apart; if there is no support column 2-21 in the middle, when the bolt 13 passes through the lap plate 3-7, the bolt 13 will cause installation interference with the upper sheet metal part 3-72 or the lower sheet metal part 3-71 when it is tilted, which is not conducive to improving assembly efficiency.

[0068] In addition, during actual installation, the connection structure of the damper tower is connected to the damper tower 17. It is required to first use bolts to pass through the individual holes set on the pins of the support column 2-21. Based on this setting, the mutual positioning between the damper tower connection structure and the damper tower 17 can be achieved, which better ensures the accuracy and stability of the installation of the damper tower connection structure and the damper tower 17, and avoids installation deviation of the damper tower connection structure and the damper tower 17 during installation.

[0069] In practical use, multiple support pins can be set, that is, one support pin corresponds to one single hole. This setting can make it easier to pass bolts through and reduce the existence of interference problems during installation.

[0070] Furthermore, the overlapping plate 3-7 described in this invention is provided with a positioning pin 19; the positioning pin 19 is a longitudinal pin structure. In subsequent use, the overlapping plate 3-7 is inserted into the shock absorber tower 17 through the positioning pin 19 to realize the installation positioning between the shock absorber tower connection structure and the corresponding shock absorber tower 17, which facilitates the installation positioning between the shock absorber tower connection structure and the shock absorber tower 17.

[0071] Furthermore, in this invention, the connecting beam 1-2 includes an upper beam 1 and a lower beam 2, with the upper beam 1 and the lower beam 2 arranged opposite to each other. This arrangement facilitates the assembly and welding of the connecting beam 1-2, thereby enabling the assembly operation of the connecting beam 1-2.

[0072] An installation method for the aforementioned shock absorber tower connection assembly, the installation method comprising the following steps:

[0073] Step 1: Select the specified number of front damping support structures 2-1 and damping tower connection structures;

[0074] Step 2: After completing Step 1, weld the overlapping bracket 2-3 in the front damping support structure 2-1 to the overlapping plate 3-7 in the damping tower connection structure;

[0075] Step 3: After completing Step 2, connect the two ends of the shock absorber tower connection structure with the welded overlapping brackets 2-3 to the corresponding shock absorber towers 17 on both sides of the vehicle body;

[0076] Step 4: After completing Step 3, connect one end of the support beam 2-2 in each front reduction support structure 2-1 to the corresponding overlapping bracket 2-3, and the other end to the corresponding longitudinal beam cover plate 2-7.

[0077] Step 5: After step 4 is completed, the assembly of a shock absorber tower connection assembly is finished.

[0078] The present invention facilitates the installation and use of the shock absorber tower connection assembly on the shock absorber towers 17 on both sides of the vehicle body through the above installation method.

[0079] During installation and positioning, the end of the support beam is required to press against the positioning pin 2-5. The positioning pin 2-5 ensures the longitudinal limit of the support beam and prevents the support beam from sliding relative to the lap bracket.

[0080] During actual installation, the support beam presses against the positioning pin, which plays a good calibrating role and facilitates the accuracy of the support beam's installation position. An optimized solution is to have an arc-shaped groove at the end of the support beam, through which the support beam is engaged with the positioning pin, thereby achieving better positioning and limiting functions.

[0081] specific:

[0082] This invention discloses a shock absorber tower connection assembly, which mainly includes a front shock absorber support structure 2-1 and a shock absorber tower connection structure. In actual use, two front shock absorber support structures 2-1 are generally set and distributed on both sides of the vehicle body, as shown in the attached drawings.

[0083] In addition, the shock absorber tower connection assembly disclosed in this invention is mainly used for the connection between the shock absorber towers 17 on both sides of the vehicle body.

[0084] In this invention, the front shock absorber tower connection structure mainly includes a connecting beam 1-2, which includes a connecting upper beam 1 and a connecting lower beam 2. Simultaneously, the aforementioned shock absorber tower connection structure also includes an overlapping plate 3-7, which includes an upper sheet metal part 3-72 and a lower sheet metal part. Depending on the application location, the upper sheet metal plate may also include a left overlapping upper sheet metal part 5 and a right overlapping upper sheet metal part 3, and the lower sheet metal part 3-71 may also include a left overlapping lower sheet metal part 6 and a right overlapping lower sheet metal part 4; as shown in the attached drawings.

[0085] Meanwhile, in order to ensure the strength of the overlapping plate 3-7, a support pin 7 is provided between the upper sheet metal part 3-72 and the lower sheet metal part 3-71 in this invention.

[0086] Meanwhile, the connecting beam 1-2 is also equipped with a heat pump thermal management module mounting bracket 8, a heat pump thermal management module mounting hole 9, an expansion box mounting hole 10, an electric heater mounting hole 11, and an air inlet duct mounting hole 15; the purpose of setting the above mounting holes is to facilitate the connection between the connecting beam 1-2 and adjacent components.

[0087] In addition, in this invention, the upper sheet metal part 3-72 and the lower sheet metal part 3-71 are respectively connected to the connecting beam 1-2 by welding, and the edges of the upper sheet metal part 3-72 and the lower sheet metal part 3-71 are also connected by welding.

[0088] Specifically, the upper sheet metal part 3-72 and the lower sheet metal part 3-71 are connected to the connecting beam 1-2 through the weld hole 12, respectively.

[0089] Specifically, in this invention, the connecting beam 1-2 includes two structures: an upper beam 1 and a lower beam 2. Based on this design, the mold opening is simplified, and the connection is made by welding to form a closed section, thereby increasing the connection rigidity and strength.

[0090] The upper crossbeam 1, the lower crossbeam 2, the right overlapping upper sheet metal part 3, the right overlapping lower sheet metal part 4, the left overlapping upper sheet metal part 5, and the left overlapping lower sheet metal part 6 are connected by welds on the upper and lower surfaces and sides; the right overlapping upper sheet metal part 3 and the right overlapping lower sheet metal part 4 are connected by ten welds (16 in total), and the left overlapping upper sheet metal part 5 and the left overlapping lower sheet metal part 6 are connected by ten welds (16 in total); forming an integral main structure.

[0091] In this invention, the installation height of the shock absorber tower connection structure is kept flush with the installation point of the shock absorber, and the cross section of the beam is kept continuous; therefore, there is a cavity section between the right overlapping upper sheet metal part 3 and the right overlapping lower sheet metal part 4, and the bolt 13 passes through the support column pin 7 to connect the right overlapping upper sheet metal part 3, the right overlapping lower sheet metal part 4, and the right cast aluminum shock absorber tower 17.

[0092] There is a cavity between the upper sheet metal part 5 and the lower sheet metal part 6 on the left. Bolt 13 passes through the support column pin 7 and connects the upper sheet metal part 5, the lower sheet metal part 6 on the left, and the left cast aluminum shock absorber tower 17.

[0093] The support pin 7 can effectively support the beam in the Z direction, strengthen the beam's rigidity, and facilitate force transmission.

[0094] Meanwhile, in this invention, the aforementioned connection structure is a crucial connection point for the overlap with the cast aluminum damping tower 17, and a key path for force transmission. The three overlap holes of the right cast aluminum damping tower 17 are connected to the connection holes 14 on the crossbeam connection structure via bolts; the three overlap holes of the left cast aluminum damping tower 17 are connected to the connection holes 14 of the left overlap upper sheet metal part 5 and the left overlap lower sheet metal part 6 via bolts. The entire connection structure is positioned in the final assembly fixture via guide pins and precisely assembled to the right and left cast aluminum damping towers 17.

[0095] The connection structure is provided with mounting holes for a heat pump thermal management module, an expansion tank, an electric heater, and an air inlet duct, for mounting important components of new energy vehicles.

[0096] This crossbeam structure effectively supports the left and right shock absorber towers 17, increasing the dynamic stiffness and strength at the shock absorber towers 17, while also improving the torsional stiffness of the body-in-white. This suppresses vibration at the subframe connection point, thereby reducing vibration transmitted to the vehicle body and improving NVH performance. Additionally, it can be used to install components such as thermal management system modules in new energy vehicles, maximizing space optimization.

[0097] In this invention, the upper crossbeam 1 and the lower crossbeam 2 are connected. During subsequent connection, the upper crossbeam 1 and the lower crossbeam 2 are connected by welding to form a closed cross section, which can increase the rigidity and strength of the connecting crossbeams 1-2.

[0098] The connecting beams 1-2 are simultaneously connected to the upper sheet metal part 3 on the right, the lower sheet metal part 4 on the right, the upper sheet metal part 5 on the left, and the lower sheet metal part 6 on the left through welds.

[0099] The shock absorber tower connection structure disclosed in this invention has the following advantages:

[0100] The automotive shock absorber tower connection structure disclosed in this invention has a reasonable design layout, reasonable process, and is easy to manufacture, making it suitable for mass production and minimizing weight and production costs.

[0101] The shock absorber tower connection structure of the present invention can provide sufficient strength and stiffness to support the front compartment, thereby improving the local stiffness of the structure, reducing the noise inside the vehicle caused by insufficient stiffness in this area, and effectively improving the torsional stiffness of the body-in-white.

[0102] The beam connection structure of the present invention can be used to install thermal management system modules in new energy vehicles, thereby optimizing space layout to the maximum extent.

[0103] Meanwhile, the present invention has a reliable structural design and a reasonable force transmission path, which can not only meet the requirements of NVH, strength, fatigue and other performance, but also meet the requirements of layout and process, thereby improving customer satisfaction with the noise and vibration performance of the whole vehicle.

[0104] In this invention, the front damping support structure 2-1 mainly includes a support beam 2-2, which is connected to the above-mentioned damping tower connection structure through an overlapping bracket 2-3.

[0105] Each front damping support structure 2-1 is connected to one end of the damping tower connection structure. Meanwhile, the overlapping brackets 2-3 in the front damping support structure 2-1 of this invention are used in different positions.

[0106] The overlapping bracket 2-3 of this invention is divided into a left overlapping bracket 2-3 and a right overlapping bracket 2-3; the support beam 2-2 is divided into a left support beam 2-2 and a right support beam 2-2 due to different usage positions; the left support beam 2-2 is connected to the left end of the shock absorber tower connection structure through the left overlapping bracket 2-3; the right support beam 2-2 is connected to the right end of the shock absorber tower connection structure through the right overlapping bracket 2-3; at the same time, the other end of the left support beam 2-2 is connected to the left body longitudinal beam 2-6, and the other end of the right support beam 2-2 is connected to the right body longitudinal beam 2-6; based on the above design, sufficient strength and rigidity are provided for the front compartment; thereby improving the local rigidity of the front compartment of the whole vehicle, reducing the noise level inside the vehicle caused by insufficient rigidity in this area, and effectively improving the torsional rigidity of the body-in-white.

[0107] In addition, in this invention, the overlapping bracket 2-3 and the overlapping plate 3-7 in the shock absorber tower connection structure are connected by welding points, which optimizes the installation space and simplifies the installation process.

[0108] Meanwhile, in this invention, the overlapping bracket 2-3 is connected to the corresponding support beam 2-2 by bolts; specifically, the upper end of the left support beam 2-2 of the upper crossbeam 1 of the heat pump is connected to the left overlapping bracket 2-3 of the upper crossbeam 1 by bolts, and the lower end of the left support beam 2-2 of the upper crossbeam 1 of the heat pump is connected to the left front longitudinal beam cover plate 2-7 by bolts; the upper end of the right support beam 2-2 of the upper crossbeam 1 of the heat pump is connected to the right overlapping bracket 2-3 of the upper crossbeam 1 by bolts, and the lower end of the right support beam 2-2 of the upper crossbeam 1 of the heat pump is connected to the right front longitudinal beam cover plate 2-7 by bolts; this facilitates the arrangement of the two front reduction support structures 2-1 on the vehicle body.

[0109] In addition, a positioning pin 19 is provided on the overlapping bracket 2-3; the positioning pin 19 is used for installation positioning when the overlapping bracket 2-3 is assembled with the support beam 2-2.

[0110] The shock absorber towers 17 on both sides of the vehicle body, together with the left support beam 2-2 and the right support beam 2-2, form a triangular support structure. This support structure can effectively support the left and right shock absorber towers 17, increase the dynamic stiffness and strength at the shock absorber towers 17, and at the same time improve the torsional stiffness of the body-in-white; thereby suppressing the vibration at this connection point of the subframe, thereby reducing the vibration transmitted to the body and improving NVH performance.

[0111] In other words, it is the shock absorber tower connection assembly disclosed in this invention:

[0112] The shock absorber tower connection assembly of the present invention has a reasonable design layout, reasonable process, and is easy to manufacture, making it suitable for mass production and minimizing weight and production costs.

[0113] The shock absorber tower connection assembly of the present invention can provide sufficient strength and stiffness to support the front compartment, thereby improving the local stiffness of the structure, reducing the noise level inside the vehicle due to insufficient stiffness in this area, and effectively improving the torsional stiffness of the body-in-white.

[0114] Meanwhile, the present invention has a reliable structural design and a reasonable force transmission path, which can not only meet the requirements of NVH, strength, fatigue and other performance, but also meet the requirements of layout and process, thereby improving customer satisfaction with the noise and vibration performance of the whole vehicle.

[0115] Obviously, the specific implementation of this invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of this invention are within the protection scope of this invention.

Claims

1. A shock absorber tower connection assembly, characterized in that, The system includes a shock absorber tower connection structure, with both ends of the connection structure resting on the shock absorber towers on both sides of the vehicle body; the shock absorber tower connection structure includes a connecting crossbeam, with both ends of the connecting crossbeam connected to the shock absorber towers on both sides of the vehicle body; a front shock absorber support structure is provided between the connecting crossbeam and the vehicle body longitudinal beam; The front damping support structure includes a support beam and an overlapping bracket; one end of the support beam is connected to the damping tower, and the other end is connected to the longitudinal beam; The connecting beams are connected to adjacent damping towers via connecting mechanisms; the connecting mechanisms include overlapping plates, and the connecting beams are connected to the damping towers via the overlapping plates. The support beam is connected to the shock absorber tower via an overlapping bracket; the overlapping bracket is connected to the overlapping plate of the connecting mechanism; the overlapping bracket includes a bracket body, which is connected to the connecting crossbeam by welding a flange; the front shock absorber support structure is arranged at an angle. The lap plate includes an upper sheet metal part and a lower sheet metal part connected to the end of the connecting beam; a support part is provided between the upper sheet metal part and the lower sheet metal part, and the support part includes a support pin provided between the upper sheet metal part and the lower sheet metal part; the support pin is provided with a single hole. The connecting beam, front shock absorber support structure, body longitudinal beam, and shock absorber tower form a triangular structure.

2. The shock absorber tower connection assembly according to claim 1, characterized in that, The support beam includes a support column, and the support column has connecting plates at both ends; the connecting plates have fixing holes; the connecting plates are connected to the support column through an avoidance arc plate.

3. The shock absorber tower connection assembly according to claim 2, characterized in that, The bracket body is equipped with a positioning pin.

4. The shock absorber tower connection assembly according to claim 1, characterized in that, The lap plate is provided with connection holes.

5. A shock absorber tower connection assembly according to claim 1, characterized in that, The upper and lower sheet metal parts are distributed opposite to each other at both ends of the connecting crossbeam; the upper and lower sheet metal parts are spaced apart and are attached to both sides of the connecting crossbeam.

6. A shock absorber tower connection assembly according to claim 5, characterized in that, The upper sheet metal part includes an upper base plate, and upper flanges are provided on both sides of the upper base plate. The lower sheet metal part includes a lower base plate, and lower flanges are provided on both sides of the lower base plate. The upper flanges and lower flanges are arranged in close contact with each other.

7. A shock absorber tower connection assembly according to claim 1, characterized in that, The lap plate is provided with positioning pins; the connecting beam includes an upper beam and a lower beam, which are arranged opposite to each other.

8. An installation method based on the shock absorber tower connection assembly according to any one of claims 1-7, characterized in that, The installation method includes the following steps: Step 1: Select the specified number of front damping support structures and damping tower connection structures; Step 2: After completing Step 1, weld the overlapping bracket in the front damping support structure to the overlapping plate in the damping tower connection structure; Step 3: After completing Step 2, connect the two ends of the shock absorber tower connection structure with the welded overlapping brackets to the corresponding shock absorber towers on both sides of the vehicle body; Step 4: After completing Step 3, connect one end of the support beam in each front reduction support structure to the corresponding overlapping bracket and the other end to the corresponding longitudinal beam cover plate. Step 5: After step 4 is completed, the assembly of a shock absorber tower connection assembly is finished.

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