Shock tower assembly and vehicle

Abstract

The present application discloses a shock tower assembly and a vehicle. The shock tower assembly includes a wheel arch plate and a shock tower. The shock tower is located at the top of the wheel arch plate in the vertical direction. The shock tower includes a mounting plate portion perpendicular to the vertical direction and a flange folded toward the wheel arch plate relative to the mounting plate portion. The top of the wheel arch plate is provided with a connecting portion for connecting the shock tower. The connecting portion includes a first matching portion and a second matching portion arranged along the vertical direction. The second matching portion is provided relative to the first matching portion and protrudes toward the flange. The flange is configured to be able to fit and fix with the first matching portion, or fit and fix with the second matching portion, so that the shock tower has different installation positions relative to the wheel arch plate in the vertical direction. In the above scheme, since the first matching portion and the second matching portion are at different positions in the vertical direction, the flange of the shock tower can fit and fix with the first matching portion, or fit and fix with the second matching portion. Therefore, the shock tower can have different height positions relative to the wheel arch plate in the vertical direction to be compatible with different vehicle models.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a shock tower assembly and a vehicle. Background Art

[0002] With the continuous development of new energy vehicles, the types of models have become more diversified, and each car company has formed its own architecture development strategy.

[0003] Furthermore, conventional body structures generally develop SUVs (full name: Sport Utility Vehicle) and sedans at the same time. Some even develop MPVs (full name: Multi-Purpose Vehicle) and other models on the same platform. In order to maximize commonality and compatibility with manufacturing lines and other factors, the shock tower assemblies of SUVs and sedans are often common, which usually limits the styling height of sedans.

[0004] With the continuous development of the automobile industry, cars are becoming more and more sporty, with lowered vehicle height, low-lying hoods, and sloping rooflines. The lowering of the hood shape requires a lowered shock tower height and hood, which conflicts with the highly universal shock tower assembly of SUVs. Summary of the Invention

[0005] The present application provides a shock tower assembly and a vehicle to be compatible with shock tower assemblies of high and low posture vehicles.

[0006] In order to solve the above technical problems, the first technical solution provided in this application is: a shock-absorbing tower assembly, the shock-absorbing tower assembly is defined in a vertical direction, the shock-absorbing tower assembly includes a wheel arch plate and a shock-absorbing tower, and the shock-absorbing tower is located at the top of the wheel arch plate in the vertical direction; the shock-absorbing tower includes a mounting plate portion perpendicular to the vertical direction and a flange folded toward the wheel arch plate relative to the mounting plate portion, and a connecting portion for connecting the shock-absorbing tower is provided on the top of the wheel arch plate, and the connecting portion includes a first matching portion and a second matching portion arranged along the vertical direction, and the second matching portion is arranged toward the flange protrusion relative to the first matching portion; the flange is configured to be able to fit and fix with the first matching portion, or fit and fix with the second matching portion, so that the shock-absorbing tower has different installation positions relative to the wheel arch plate in the vertical direction.

[0007] According to one embodiment of the present application, the flange, the first matching portion and the second matching portion are all inclined relative to the vertical direction, and the inclination angle of the first matching portion and the second matching portion relative to the vertical direction is the same as the inclination angle of the flange relative to the vertical direction.

[0008] According to one embodiment of the present application, the flange includes a plurality of flange portions arranged along the circumference of the shock-absorbing tower, and both the first matching portion and the second matching portion can fit and fix the plurality of flange portions.

[0009] According to one embodiment of the present application, the shock absorber tower assembly also includes a wheel house rear extension plate and a water trough assembly; the wheel house rear extension plate is located on one side of the shock absorber tower in the longitudinal direction, the wheel house rear extension plate includes a main body and a first folded portion folded relative to the main body, the first folded portion is used to fit and fix the flange of the shock absorber tower; wherein the longitudinal direction is perpendicular to the vertical direction; the water trough assembly includes a water trough main body and a water trough connecting plate, the water trough connecting plate is connected to one side of the water trough main body in the transverse direction; wherein the transverse direction is perpendicular to the vertical and longitudinal direction; the water trough main body is fixed to the main body, and the water trough connecting plate can be fixed to the mounting plate portion of the shock absorber tower at different installation positions of the shock absorber tower.

[0010] According to one embodiment of the present application, the shock-absorbing tower has a first installation position and a second installation position in the vertical direction. The shock-absorbing tower is fixed to the first matching part by a flange at the first installation position and is fixed to the second matching part by a flange at the second installation position; when the shock-absorbing tower is at the first installation position, the water trough connecting plate adopts a first water trough connecting plate, and the first water trough connecting plate has a first connecting surface for covering and fixing the connecting mounting plate part; when the shock-absorbing tower is at the second installation position, the water trough connecting plate adopts a second water trough connecting plate, and the second water trough connecting plate has a second connecting surface for covering and fixing the connecting mounting plate part; the first connecting surface and the second connecting surface are in different vertical positions.

[0011] According to one embodiment of the present application, the first folding portion includes a third matching portion and a fourth matching portion arranged vertically, the fourth matching portion is arranged toward the flange protrusion relative to the third matching portion, the first matching portion and the second matching portion are both inclined relative to the vertical, and the inclination angle of the first matching portion and the second matching portion relative to the vertical is the same as the inclination angle of the flange relative to the vertical; when the shock-absorbing tower is at the first installation position, the third matching portion is matched and fixed with the flange of the shock-absorbing tower, and when the shock-absorbing tower is at the second installation position, the fourth matching portion is matched and fixed with the flange of the shock-absorbing tower.

[0012] According to one embodiment of the present application, a notch is provided at the transverse end of the water trough body, the water trough connecting plate is fixed at the notch, and the part of the water trough body on one side of the notch in the longitudinal direction covers and is fixedly connected to the rear extension plate of the wheel arch.

[0013] According to one embodiment of the present application, the rear extension plate of the wheel arch also includes a second folding portion and a third folding portion that are folded relative to the main body; the second folding portion and the first folding portion are respectively located on both sides of the main body in the longitudinal direction, and the second folding portion is used to connect to the front panel of the vehicle; the third folding portion is connected to one side of the main body in the transverse direction, and the third folding portion is used to connect to the inner plate of the longitudinal beam reinforcement plate of the vehicle.

[0014] According to one embodiment of the present application, the shock absorber tower assembly also includes a front panel upper cross beam assembly, and wheel arch plates and shock absorber towers are provided at both ends of the front panel upper cross beam assembly in the lateral direction, and the two ends of the front panel upper cross beam assembly in the lateral direction are fixedly connected to the corresponding wheel arch plates.

[0015] In order to solve the above technical problems, the second technical solution provided in this application is: a vehicle, including the above-mentioned shock tower assembly.

[0016] The beneficial effects of this application are:

[0017] The shock tower assembly and the vehicle having the shock tower assembly provided in the present application are configured such that a connecting portion for connecting the shock tower is provided on the top of the wheel arch plate, and the connecting portion includes a first matching portion and a second matching portion arranged vertically. Since the first matching portion and the second matching portion are in different vertical positions, the flange of the shock tower can be fitted and fixed with the first matching portion, or fitted and fixed with the second matching portion. Therefore, the shock tower can have different height positions relative to the wheel arch plate in the vertical direction to be compatible with different vehicle models. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive work, among which:

[0019] Figure 1 is a schematic diagram of the three-dimensional structure of an embodiment of a shock tower assembly provided by the present application;

[0020] Figure 2 yes Figure 1 Schematic diagram of the exploded structure of the shock tower assembly;

[0021] Figure 3 yes Figure 1 A schematic diagram of the three-dimensional structure of the shock tower assembly from another perspective;

[0022] Figure 4 yes Figure 3 Schematic diagram of the exploded structure of the shock tower assembly;

[0023] Figure 5 is a vertical cross-sectional view of the shock tower assembly of the present application, with the shock tower located in a first installation position;

[0024] Figure 6 is a vertical cross-sectional view of the shock tower assembly of the present application, with the shock tower located in the second installation position;

[0025] Figure 7is a three-dimensional schematic diagram of the matching structure between the shock absorber tower and the wheel arch plate in the shock absorber tower assembly provided by the present application, with the shock absorber tower located in the second installation position;

[0026] Figure 8 yes Figure 7 Schematic diagram of the exploded structure of the shock tower assembly

[0027] Figure 9 is a perspective schematic diagram of another embodiment of a shock tower assembly provided by the present application;

[0028] Figure 10 yes Figure 9 Schematic diagram of the exploded structure of the shock tower assembly;

[0029] Figure 11 yes Figure 10 Schematic diagram of the three-dimensional structure of the rear extension plate of the middle wheel arch;

[0030] Figure 12 yes Figure 11 Schematic diagram of the three-dimensional structure from another perspective

[0031] Figure 13 yes Figure 10 A schematic diagram of an embodiment of the matching structure of the center shock tower and the rear extension plate of the wheel arch;

[0032] Figure 14 Schematic diagram of the matching structure between the shock absorber tower and the wheel house rear extension plate in the shock absorber tower assembly provided by the present application, with the shock absorber tower 110 located in the second installation position;

[0033] Figure 15 is a schematic diagram of the exploded structure of the water trough assembly when the shock-absorbing tower of the present application is located in the first installation position;

[0034] Figure 16 is a schematic diagram of the exploded structure of the water trough assembly when the shock-absorbing tower of the present application is located in the second installation position;

[0035] Figure 17 This is a schematic diagram of the three-dimensional structure of another embodiment of the shock-absorbing tower assembly provided by the present application;

[0036] Figure 18 It is a schematic diagram of the three-dimensional structure of an embodiment of the front cabin assembly provided in this application.

[0037] Description of reference numerals:

[0038] Shock absorber tower 110; mounting plate portion 111; shock absorber mounting hole 1110; flange 112; first flange portion 112a; second flange portion 112b; third flange portion 112c; fourth flange portion 112d; wheel arch plate 120; connecting portion 121; first matching portion 1211; second matching portion 1212; first transition portion 1213; first sub-connecting portion 121a; second sub-connecting portion 121b; third sub-connecting portion 121c; wheel arch rear extension plate 130; main body portion 131; first folding portion 132; third matching portion 1321; fourth matching portion 1322; second transition portion 1323; first leakage hole 133; second folding portion 134; third folding portion 135; water trough assembly 140; water trough body 141; notch 1411; extended protrusion 1412; second leakage hole 1413; water trough connecting plate 142; first water trough connecting plate 142A; first connecting surface 1420A; second water trough connecting plate 142B; second connecting surface 1420B; sliding column assembly 151;

[0039] Longitudinal beam assembly 200;

[0040] Front panel 300;

[0041] Front wall upper crossbeam assembly 400; front wall upper crossbeam 410; pillar 420; crossbeam joint 430;

[0042] Longitudinal beam reinforcement plate inner plate 500;

[0043] Longitudinal X; horizontal Y; vertical Z. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0045] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0046] Conventional vehicle body structures are generally developed simultaneously for different vehicle models, such as SUVs and sedans. The vehicle styling heights of different models are also different. Generally speaking, the body height of SUV models is higher than that of sedan models. Correspondingly, the installation height of their shock absorbers is also different. Therefore, it is necessary to design a shock tower assembly that can be used for different models.

[0047] In view of this, the present application provides a shock tower assembly, which includes a wheel arch plate and a shock tower. The shock tower can be installed at an adjustable height relative to the wheel arch plate to accommodate vehicles with different heights and stances. The structure, function, and principles of the shock tower assembly provided in this application are described in detail below with reference to the accompanying drawings.

[0048] See also Figures 1 to 4 , Figure 1 This is a schematic diagram of the three-dimensional structure of an embodiment of the shock tower assembly provided by this application. Figure 2 yes Figure 1 Schematic diagram of the exploded structure of the shock tower assembly, Figure 3 yes Figure 1 A three-dimensional structural diagram of the shock tower assembly from another perspective. Figure 4 yes Figure 3 Schematic diagram of the exploded structure of the shock tower assembly. The shock tower assembly includes a wheel arch plate 120 and a shock tower 110. The shock tower assembly is defined by a vertical direction Z, which can be the height direction of the vehicle. The shock tower 110 is located at the top of the wheel arch plate 120 in the vertical direction Z.

[0049] The shock tower 110 includes a mounting plate portion 111 perpendicular to the vertical direction Z and a flange 112 folded relative to the mounting plate portion 111 toward the wheel arch plate 120. The shock tower 110 has an inverted bowl-shaped structure. As an important connecting structure between the vehicle body and the front suspension system, the shock tower 110 can be connected to the vehicle's shock absorber through fasteners such as bolts. It is mainly used to fix and support the shock absorber. Specifically, the mounting plate portion 111 is provided with a shock absorber mounting hole 1110 for mounting the shock absorber. The shock absorber can be mounted to the shock tower 110 through the shock absorber mounting hole 1110. The shock tower 110 is a thin-walled structure and can be made of lightweight materials such as aluminum alloy to increase power consumption and economy. Of course, other materials such as steel and carbon fiber are not excluded.

[0050] The wheel arch plate 120 is used to be installed above the wheel of the vehicle and is usually connected to the vehicle body or frame. It is a key load-bearing component of the vehicle body. The wheel arch plate 120 serves as a mounting carrier for the shock tower 110 to withstand the impact force caused by the shock absorber installed on the shock tower 110. Specifically, a connecting portion 121 for connecting to the shock tower 110 is provided on the top of the wheel arch plate 120. The connecting portion 121 includes a first matching portion 1211 and a second matching portion 1212 arranged along the vertical Z direction. The second matching portion 1212 is raised toward the flange 112 relative to the first matching portion 1211, that is, in the horizontal direction, the second matching portion 1212 is closer to the flange 112 relative to the first matching portion 1211. The horizontal direction includes the horizontal direction and the longitudinal direction. The horizontal direction can be the width direction of the vehicle, and the longitudinal direction can be the length direction of the vehicle, that is, the driving direction of the vehicle.

[0051] The flange 112 is configured to be able to fit and fix with the first matching portion 1211, or fit and fix with the second matching portion 1212, so that the shock tower 110 has different installation positions relative to the wheel arch plate 120 in the vertical direction Z. For example, the shock tower 110 has a first installation position and a second installation position in the vertical direction Z. When the shock tower 110 is in the first installation position, the flange 112 is fit and fix with the first matching portion 1211. When the shock tower 110 is in the second installation position, the flange 112 is fit and fix with the second matching portion 1212. The fit and fixation method can be to connect the fitting surfaces using multiple spot welding. Figures 1 to 4 The shock tower 110 is shown in a first installed position.

[0052] Combine Figure 5 and Figure 6 , Figure 5 This is a cross-sectional view of the shock tower assembly of the present application along the vertical direction Z, with the shock tower 110 located in the first installation position. Figure 6 is a cross-sectional view of the shock tower assembly of the present application along the vertical Z, with the shock tower 110 located in the second installation position. Figure 5 The figure shows the cooperation structure between the shock absorber tower 110 and the vehicle's shock absorber, specifically the strut assembly 151 of the shock absorber, when the shock absorber tower 110 is in the first installation position. The strut assembly 151 of the shock absorber generally extends in the vertical direction Z. Figure 6 The diagram shows the mating structure between the shock tower 110 and the vehicle's shock absorber, specifically the shock absorber's strut assembly 151, when the shock tower 110 is in the second installation position. The first matching portion 1211 and the second matching portion 1212 can be connected via a first transition portion 1213. Furthermore, the first matching portion 1211, the second matching portion 1212, and the first transition portion 1213 can all be integrally formed at the top of the wheel arch panel 120.

[0053] It can be seen that the present application sets a connecting part 121 for connecting the shock tower 110 on the top of the wheel arch plate 120, and the connecting part 121 includes a first matching part 1211 and a second matching part 1212 arranged along the vertical direction Z. The flange 112 of the shock tower 110 can be fitted and fixed with the first matching part 1211, or fitted and fixed with the second matching part 1212. Since the positions of the first matching part 1211 and the second matching part 1212 in the vertical direction Z are different, the shock tower 110 can have different height positions relative to the wheel arch plate 120 in the vertical direction Z so as to be compatible with different vehicle models. For example, when the shock tower assembly of the present application is applied to a vehicle with a higher body height such as an SUV, the shock tower 110 can be fixed to the first matching part 1211 by the flange 112, and the shock tower 110 has a higher installation height; when the shock tower assembly of the present application is applied to a vehicle with a lower body height such as a sedan, the shock tower 110 can be fixed to the second matching part 1212 by the flange 112, and the shock tower 110 has a lower installation height.

[0054] It should be noted that when the shock tower assembly of the present application is used for a car with a smaller body height, such as a sedan, the flange 112 of the shock tower 110 needs to be fitted and fixed with the second matching portion 1212 of the wheel arch plate 120. In this application, the first matching portion 1211 and the first transition portion 1213 at the top of the wheel arch plate 120 are actually ineffective, and the first matching portion 1211 and the first transition portion 1213 may also hinder the cooperation between the shock tower 110 and the shock absorber or other components of the vehicle. Therefore, in the application scheme where the flange 112 of the shock tower 110 is fitted and fixed with the second matching portion 1212 of the wheel arch plate 120, the second matching portion 1212 and the first transition portion 1213 can be cut along the connecting line between the second matching portion 1212 and the first transition portion 1213, thereby removing the first matching portion 1211 and the first transition portion 1213 at the top of the wheel arch plate 120. Please refer to Figure 7 and Figure 8 , Figure 7 This is a three-dimensional schematic diagram of the matching structure between the shock absorbing tower 110 and the wheel arch plate 120 in the shock absorbing tower assembly provided by the present application, and the shock absorbing tower 110 is located in the second installation position. Figure 8 yes Figure 7 Schematic diagram of the exploded structure of the shock tower assembly, Figure 7 and Figure 8 The diagram shows the matching structure between the wheel arch plate 120 and the shock tower 110 after the first matching portion 1211 and the first transition portion 1213 on the top of the wheel arch plate 120 are cut off.

[0055] It should also be noted that, for the front and rear bodies of the vehicle, wheel arch panels 120 and shock towers 110 are arranged on the left and right sides along the transverse direction Y. The transverse direction Y may be the width direction of the vehicle. Figures 1 to 4The structure of the front wheel housing and the front shock tower of the front vehicle body is shown, specifically, the structure of the right front wheel housing and the right front shock tower. Figures 1 to 4 The right front wheel arch plate and the right front shock tower shown are used as an example to illustrate the matching structure between the wheel arch plate 120 and the shock tower 110.

[0056] Continue reading Figure 2 and Figure 4 ,as well as Figure 5 and Figure 6 In one embodiment, in a single shock-absorbing tower 110, the flange 112 is tilted relative to the vertical direction Z, so that the flange 112 and the mounting plate portion 111 form an angle greater than ninety degrees. That is, the shock-absorbing tower 110 is an inverted bowl-shaped structure with a draft angle (also called a draft angle), so that the shock-absorbing tower 110 is easier to be pulled out of the mold during casting.

[0057] Correspondingly, the first matching portion 1211 and the second matching portion 1212 are also inclined relative to the vertical direction Z, and the inclination angle of the first matching portion 1211 and the second matching portion 1212 relative to the vertical direction Z is the same as the inclination angle of the flange 112 relative to the vertical direction Z.

[0058] Since the shock-absorbing tower 110 is respectively fitted and fixed to the first matching portion 1211 and the second matching portion 1212 by the flange 112, the shock-absorbing tower 110 can have different installation positions in the vertical direction Z. Moreover, the shock-absorbing tower 110 is used to install the shock absorber of the vehicle. If the horizontal position of the shock-absorbing tower 110 changes at different height positions in the vertical direction Z, the horizontal position of the shock absorber of the vehicle will also change, and the matching structure between the shock absorber and other components of the vehicle needs to be changed, which will complicate the vehicle structural design. Therefore, it is more desirable that the horizontal position of the shock-absorbing tower 110 remains unchanged at different installation positions. The horizontal position includes the position in the horizontal direction Y and the longitudinal direction X. The horizontal direction Y can be the width direction of the vehicle, and the longitudinal direction X can be the length direction of the vehicle and the driving direction of the vehicle.

[0059] In this embodiment, when the installation position of the shock tower 110 in the vertical direction Z is switched from the first installation position to the second installation position, the height position of the shock tower 110 in the vertical direction Z changes and the horizontal position remains unchanged. Since the flange 112 of the shock tower 110, the first matching part 1211 and the second matching part 1212 at the top of the wheel arch plate 120 are all inclined relative to the vertical direction Z, and the inclination angles of the first matching part 1211 and the second matching part 1212 relative to the vertical direction Z are the same as the inclination angle of the flange 112 relative to the vertical direction Z, the shock tower 110 can be fitted with the first matching part 1211 in the first installation position and with the second matching part 1212 in the second installation position. Therefore, whether the shock tower 110 is in the first installation position or the second installation position, it can be fitted with the wheel arch plate 120 to facilitate fixation between the two. The flange 112 and the first matching portion 1211 , or the flange 112 and the second matching portion 1212 , may be fixed by multi-point spot welding at the fitting surfaces.

[0060] See again Figures 1 to 4 In one embodiment, the flange 112 of the shock tower 110 includes multiple flange portions arranged along the circumference of the shock tower 110. The first matching portion 1211 and the second matching portion 1212 are both capable of affixing and securing the multiple flange portions. Specifically, the multiple flange portions include a first flange portion 112a, a second flange portion 112b, and a third flange portion 112c, which are sequentially connected. The angle between two adjacent flange portions is greater than zero degrees. Furthermore, the angle between two adjacent flange portions is greater than zero degrees and less than 180 degrees. A circular arc transition is used between adjacent flange portions to avoid excessive local stress.

[0061] Correspondingly, the connection portion 121 of the wheel arch plate 120 includes a plurality of sub-connections arranged along the circumference of the wheel arch plate 120. Each sub-connection portion can be fitted and fixed to each flange portion in a one-to-one correspondence. A circular arc transition is also used between adjacent sub-connections to better fit the flange portions of the shock absorber tower 110. Specifically, the plurality of sub-connections include a first sub-connection portion 121a, a second sub-connection portion 121b, and a third sub-connection portion 121c. The first sub-connection portion 121a is used to fit and fix to the first flange portion 112a, the second sub-connection portion 121b is used to fit and fix to the second flange portion 112b, and the third sub-connection portion 121c is used to fit and fix to the third flange portion 112c.

[0062] In this embodiment, the flange 112 of the shock tower 110 and the connection portion 121 of the wheel arch plate 120 are fitted and fixed by using multiple flange portions and multiple sub-connection portions, which has a large fitting area and a better fixing effect.

[0063] See also Figure 9 and Figure 10 , Figure 9This is a three-dimensional schematic diagram of another embodiment of the shock tower assembly provided by the present application. Figure 10 yes Figure 9 Schematic diagram of the exploded structure of the shock tower assembly. In this embodiment, the shock tower assembly also includes a wheel house rear extension plate 130 and a water trough assembly 140.

[0064] The gutter assembly 140 is mainly used to guide rainwater and other liquids to the outside of the vehicle for discharge, preventing the liquid from entering the interior of the vehicle, such as the engine compartment and the cab. The wheel arch rear extension plate 130 is mainly used to fix the gutter assembly 140 and the shock tower 110.

[0065] The wheel house rear extension plate 130 is located on one side of the wheel house plate 120 along the longitudinal direction X, and is combined with Figures 11 to 13 , Figure 11 yes Figure 10 A schematic diagram of the three-dimensional structure of the rear extension plate 130 of the middle wheel arch, Figure 12 yes Figure 11 Schematic diagram of the three-dimensional structure from another perspective, Figure 13 yes Figure 10 Schematic diagram of an embodiment of the matching structure of the middle shock tower 110 and the wheel house rear extension plate 130. The wheel house rear extension plate 130 includes a main body 131 and a first folded portion 132 folded relative to the main body 131. The first folded portion 132 is used to fit and fix the flange 112 of the shock tower 110. The wheel house rear extension plate 130 is fixed to the shock tower 110 through the first folded portion 132. Specifically, Figure 4 The flange 112 of the shock-absorbing tower 110 also includes a fourth flange portion 112d, and the first folded portion 132 can fit and fix the fourth flange portion 112d. Further, the connecting portion 121 of the wheel arch plate 120 can extend along the circumference of the shock-absorbing tower 110 to fit a part of the fourth flange portion 112d, so that the connecting portion 121 of the wheel arch plate 120, the first folded portion 132 of the wheel arch rear extension plate 130 and the fourth flange portion 112d of the shock-absorbing tower 110 have partial overlap, and spot welding is performed in the overlapping area, so that the fixing effect between the wheel arch plate 120, the shock-absorbing tower 110 and the wheel arch rear extension plate 130 is better.

[0066] The water trough assembly 140 includes a water trough body 141 and a water trough connecting plate 142. The water trough body 141 and the water trough connecting plate 142 are independent components. The water trough connecting plate 142 is connected to one side of the water trough body 141 along the transverse direction Y. It should be noted that since the shock tower 110 and the wheel arch plate 120 are arranged on the left and right sides of the front body of the vehicle along the transverse direction Y, two water trough connecting plates 142 are correspondingly arranged in the water trough assembly 140, and the two water trough connecting plates 142 are respectively located on both sides of the water trough body 141 along the transverse direction Y.

[0067] The water trough body 141 is fixed to the main body 131 of the wheel arch rear extension plate 130. Specifically, the water trough body 141 can cover the main body 131 of the wheel arch rear extension plate 130 and the two are connected by multi-point spot welding. The shock absorber tower 110 is at different installation positions, and the water trough connecting plate 142 can be fixed to the mounting plate portion 111 of the shock absorber tower 110. Specifically, the water trough connecting plate 142 can cover the mounting plate portion 111 of the shock absorber tower 110 and the two are connected by multi-point spot welding.

[0068] In this embodiment, the water trough assembly 140 adopts a split setting, the water trough connecting plate 142 is directly fixed to the shock tower 110, and the water trough main body 141 is fixed to the shock tower 110 through the rear extension plate 130 of the wheel arch. The fixing effect between the water trough assembly 140 as a whole and the shock tower 110 is good, and the water trough main body 141 is universal. The water trough connecting plate 142 can adapt to different installation heights of the shock tower 110 and be connected thereto. Moreover, since the water trough assembly 140 adopts a split design, the water trough connecting plate 142 can be thickened and strengthened separately, which can improve the vertical Z bearing capacity of the shock tower assembly.

[0069] Further, see again Figure 11 and Figure 12 In the rear extension plate 130 of the wheel arch, the first folding portion 132 includes a third matching portion 1321 and a fourth matching portion 1322 arranged along the vertical direction Z. The third matching portion 1321 and the fourth matching portion 1322 can be connected by a second transition portion 1323. The fourth matching portion 1322 is protruded toward the flange 112 relative to the third matching portion 1321. The first matching portion 1211 and the second matching portion 1212 are both inclined relative to the vertical direction Z, and the inclination angle of the first matching portion 1211 and the second matching portion 1212 relative to the vertical direction Z is the same as the inclination angle of the flange 112 relative to the vertical direction Z.

[0070] Similar to the matching structure between the shock-absorbing tower 110 and the connecting part 121 at the top of the wheel arch plate 120, when the shock-absorbing tower 110 is at the first installation position, the third matching part 1321 is fit and fixed to the flange 112 of the shock-absorbing tower 110 (specifically, the fourth flange part 112d), and when the shock-absorbing tower 110 is at the second installation position, the fourth matching part 1322 is fit and fixed to the flange 112 of the shock-absorbing tower 110 (specifically, the fourth flange part 112d). Figure 13 It shows that the shock absorbing tower 110 is at the first installation position, and the third matching portion 1321 is matched and fixed with the flange 112 of the shock absorbing tower 110 .

[0071] It should be noted that when the shock tower assembly of the present application is used for a car with a smaller body height, such as a sedan, the flange 112 of the shock tower 110 (specifically, the fourth flange portion 112d) needs to be fitted and fixed with the fourth matching portion 1322 of the wheel house rear extension plate 130. In this application, the third matching portion 1321 and the second transition portion 1323 at the top of the wheel house rear extension plate 130 are actually ineffective, and the third matching portion 1321 and the second transition portion 1323 may also hinder the coordination between the shock tower 110 and the water trough assembly 140 or other components. Therefore, in the application of the flange 112 of the shock tower 110 and the fourth matching portion 1322 of the wheel house plate 120, the fourth matching portion 1322 and the second transition portion 1323 can be cut along the connecting line to remove the third matching portion 1321 and the second transition portion 1323 at the top of the wheel house rear extension plate 130. Please refer to Figure 14 , Figure 14 Schematic diagram of the matching structure between the shock tower 110 and the wheel house rear extension plate 130 in the shock tower assembly provided in this application, and the shock tower 110 is located in the second installation position. Figure 14 The diagram shows the matching structure between the wheel house rear extension plate 130 and the shock tower 110 after the third matching portion 1321 and the second transition portion 1323 at the top of the wheel house rear extension plate 130 are cut off.

[0072] Continue reading Figure 11 and Figure 12 In one embodiment, the wheel house rear extension plate 130 further includes a second folding portion 134 and a third folding portion 135 folded relative to the main body portion 131; the second folding portion 134 and the first folding portion 132 are respectively located on both sides of the main body portion 131 in the longitudinal direction X, and the second folding portion 134 and the first folding portion 132 are respectively folded in opposite directions relative to the main body portion 131, and the second folding portion 134 is used to be connected to the front panel of the vehicle; the third folding portion 135 is connected to one side of the main body portion 131 along the transverse direction Y, and the third folding portion 135 is used to be connected to the inner panel of the longitudinal beam reinforcement plate of the vehicle.

[0073] The inner longitudinal reinforcement plate is located on the outside of the wheelhouse panel 120 in the transverse direction Y, and one end of the wheelhouse panel 120 in the transverse direction Y can be welded to the inner longitudinal reinforcement plate. The inner longitudinal reinforcement plate is also called the shotgun inner plate. The vehicle's shotgun (the area between the upper portion of the front wheelhouse and the A-pillar riser) is a critical force transmission structure, working in conjunction with components such as the longitudinal beam and anti-collision beam to absorb and disperse the impact force generated during a collision. The shotgun is typically composed of an inner shotgun plate and an outer shotgun plate.

[0074] In one embodiment, since the installation height of the shock tower 110 is different when it is applied to different vehicle models, in order to increase the versatility of the water trough assembly 140, and the water trough connecting plate 142 can be connected to the shock tower 110 in different vehicle models, the water trough main body 141 in the water trough assembly 140 in this embodiment is a universal part, and different water trough connecting plates 142 are used in different vehicle models.

[0075] Specifically, see Figure 15 , Figure 15 It is a schematic diagram of the decomposed structure of the water trough assembly 140 when the shock-absorbing tower 110 of the present application is located in the first installation position. The shock-absorbing tower 110 is in the first installation position, and the water trough connecting plate 142 adopts the first water trough connecting plate 142A. The first water trough connecting plate 142A has a first connecting surface 1420A for covering and fixing the connecting mounting plate portion 111.

[0076] See also Figure 16 , Figure 16 It is a schematic diagram of the decomposed structure of the water trough assembly 140 when the shock-absorbing tower 110 of the present application is located in the second installation position. The shock-absorbing tower 110 is in the second installation position, and the water trough connecting plate 142 adopts a second water trough connecting plate 142B. The second water trough connecting plate 142B has a second connecting surface 1420B for covering and fixing the connecting mounting plate portion 111.

[0077] The structures of the first water trough connecting plate 142A and the second water trough connecting plate 142B are different. Specifically, after the first water trough connecting plate 142A is installed on the shock absorbing tower 110, and after the second water trough connecting plate 142B is installed on the shock absorbing tower 110, the positions of the first connecting surface 1420A and the second connecting surface 1420B in the vertical direction Z are different.

[0078] In this embodiment, the shock tower 110 is located at different installation heights to adapt to vehicle models with different body heights. In the water trough assembly 140 of the present application, different water trough connecting plates 142 are used for different vehicle models. Since the water trough main body 141 can be used in different vehicle models, the total number of parts in the water trough assembly 140 can be reduced, reducing inventory pressure.

[0079] See again Figure 15 and Figure 16A notch 1411 is provided at the end of the water trough main body 141 in the transverse direction Y, and the water trough connecting plate 142 is fixed at the notch 1411. An extended protrusion 1412 is formed on the side of the notch 1411 in the longitudinal direction X of the water trough main body 141. The extended protrusion 1412 is used to cover and fix the main body 131 of the rear extension plate 130 of the wheel arch. The extended protrusion 1412 is provided with a second leakage hole 1413. Correspondingly, the main body 131 of the rear extension plate 130 of the wheel arch is provided with a first leakage hole 133. The first leakage hole 133 is aligned with the second leakage hole 1413 and is used for leakage of the water trough assembly 140.

[0080] See also Figure 17 , Figure 17 FIG3 is a schematic diagram of the three-dimensional structure of another embodiment of a shock tower assembly provided by the present application. In this embodiment, the shock tower assembly further includes a front panel upper crossbeam assembly 400. Wheel house panels 120 and shock towers 110 are provided at both ends of the front panel upper crossbeam assembly 400 in the transverse direction Y. The ends of the front panel upper crossbeam assembly 400 in the transverse direction Y are fixedly connected to the corresponding wheel house panels 120. The front panel upper crossbeam assembly 400 can form a stable arch structure, thereby improving the stiffness and strength of the shock tower assembly in the transverse direction Y.

[0081] Specifically, the dash upper crossbeam assembly 400 includes a dash upper crossbeam 410 and pillars 420 connected to both ends of the dash upper crossbeam 410 in the transverse direction Y. The dash upper crossbeam 410 extends in the transverse direction Y, and the pillars 420 extend in the vertical direction Z. The pillars 420 and the ends of the dash upper crossbeam 410 are connected by a crossbeam joint 430. The pillars 420 are fixed to the wheelhouse panel 120, and a portion of the crossbeam joint 430 is also fixed to the wheelhouse panel 120. The dash upper crossbeam 410 is stably supported on the tops of the two pillars 420 by the crossbeam joint 430. The water trough body 141 can be fixedly supported on the dash upper crossbeam 410, thereby increasing the strength and rigidity of the water trough body 141 and reducing deformation of the water trough body 141.

[0082] This application also provides a front cabin assembly, please refer to Figure 18 , Figure 18 It is a schematic diagram of the three-dimensional structure of an embodiment of the front cabin assembly provided in the present application. The front cabin assembly includes the above-mentioned shock-absorbing tower assembly. The front cabin assembly also includes two longitudinal beam assemblies 200. The two longitudinal beam assemblies 200 are arranged at intervals along the horizontal direction Y and both extend along the longitudinal direction X. The bottom of the wheel arch plate 120 is fixed to the longitudinal beam assembly 200. The two longitudinal beam assemblies 200 are both provided with shock-absorbing towers 110 and wheel arch plates 120. The longitudinal beam assembly 200 and the shock-absorbing tower 110 are respectively connected to both sides of the wheel arch plate 120 in the vertical direction Z. The bottom of the column 420 can be fixed to the longitudinal beam assembly 200.

[0083] The front cabin assembly further includes a dash panel 300 and two longitudinal beam reinforcement inner panels 500. The dash panel 300 is located on one side of the wheel house panel 120 in the longitudinal direction X, and one end of the wheel house panel 120 in the longitudinal direction X can be welded and fixed to the dash panel 300.

[0084] The two longitudinal beam reinforcement inner panels 500 are located outside the two wheelhouse panels 120 in the transverse direction Y, and one end of the wheelhouse panel 120 in the transverse direction Y can be welded to the longitudinal beam reinforcement inner panel 500. The longitudinal beam reinforcement inner panel 500 is also called the shotgun inner panel. The vehicle's shotgun (the area between the upper portion of the front wheelhouse and the A-pillar riser) is a critical force transmission structure, working in conjunction with the longitudinal beams, anti-collision beams, and other components to absorb and disperse the impact force generated during a collision. The shotgun is typically composed of a shotgun inner panel and a shotgun outer panel.

[0085] This application also provides a vehicle including a shock tower assembly. The specific structure of the shock tower assembly is described with reference to the aforementioned embodiments. Since this vehicle utilizes all of the technical solutions of the aforementioned embodiments, it possesses at least all of the beneficial effects brought about by the technical solutions of the aforementioned embodiments, and therefore will not be further detailed here. The vehicle may be a fuel-powered vehicle or an electric vehicle.

[0086] The terms "first", "second" and "third" in this application are used for descriptive purposes only and should not be understood as indicating the number of technical features indicated. Thus, the features defined as "first", "second" and "third" may explicitly or implicitly include at least one of such features. All directional indications in the embodiments of this application (such as up, down, left, right, front, back...) are only used to explain the relative positional relationship, movement, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions.

[0087] The above description is merely an embodiment of the present application and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A shock tower assembly, characterized in that: The shock absorbing tower assembly is defined as a vertical direction, and the shock absorbing tower assembly includes a wheel house plate and a shock absorbing tower, wherein the shock absorbing tower is located at the top of the wheel house plate in the vertical direction; The shock-absorbing tower includes a mounting plate portion perpendicular to the vertical direction and a flange folded toward the wheel arch plate relative to the mounting plate portion; a connecting portion for connecting the shock-absorbing tower is provided on the top of the wheel arch plate; the connecting portion includes a first matching portion and a second matching portion arranged along the vertical direction, the second matching portion being arranged relative to the first matching portion and protruding toward the flange; The flange is configured to be able to be fitted and fixed with the first matching portion, or the second matching portion, so that the shock tower has different installation positions relative to the wheel arch plate in the vertical direction; The shock tower assembly also includes a wheel house rear extension plate and a water trough assembly; The wheel house rear extension plate is located on one side of the shock absorber tower in the longitudinal direction, and includes a main body and a first folded portion folded relative to the main body, wherein the first folded portion is used to fit and fix the flange of the shock absorber tower; wherein the longitudinal direction is perpendicular to the vertical direction; The water trough assembly includes a water trough body and a water trough connecting plate, wherein the water trough connecting plate is connected to one side of the water trough body in the transverse direction; wherein the transverse direction is perpendicular to the vertical direction and the longitudinal direction; The water trough body is fixed to the main body portion, and the water trough connecting plate can be fixed to the mounting plate portion of the shock-absorbing tower at different mounting positions of the shock-absorbing tower.

2. The shock tower assembly according to claim 1, characterized in that: The flange, the first matching portion and the second matching portion are all arranged to be inclined relative to the vertical direction, and the inclination angles of the first matching portion and the second matching portion relative to the vertical direction are the same as the inclination angle of the flange relative to the vertical direction.

3. The shock tower assembly according to claim 2, characterized in that: The flange includes a plurality of flange portions arranged along the circumference of the shock-absorbing tower, and the first matching portion and the second matching portion can both fit and fix the plurality of flange portions.

4. The shock tower assembly according to claim 1, characterized in that: The shock-absorbing tower has a first installation position and a second installation position in the vertical direction. The shock-absorbing tower is fixed to the first matching portion by the flange at the first installation position, and is fixed to the second matching portion by the flange at the second installation position. The shock-absorbing tower is at the first installation position, and the water trough connecting plate is a first water trough connecting plate, which has a first connecting surface for covering and fixing the mounting plate portion; The shock-absorbing tower is at the second installation position, and the water trough connecting plate is a second water trough connecting plate, which has a second connecting surface for covering and fixing the mounting plate portion; The first connecting surface and the second connecting surface are located at different positions in the vertical direction.

5. The shock tower assembly according to claim 4, characterized in that: The first folding portion includes a third matching portion and a fourth matching portion arranged along the vertical direction, the fourth matching portion is arranged relative to the third matching portion and toward the flange protrusion, the third matching portion and the fourth matching portion are both arranged obliquely relative to the vertical direction, and the inclination angles of the third matching portion and the fourth matching portion relative to the vertical direction are the same as the inclination angle of the flange relative to the vertical direction; When the shock-absorbing tower is at the first installation position, the third matching portion is matched and fixed with the flange of the shock-absorbing tower. When the shock-absorbing tower is at the second installation position, the fourth matching portion is matched and fixed with the flange of the shock-absorbing tower.

6. The shock tower assembly according to claim 1, characterized in that: The water trough body has a notch at the transverse end, the water trough connecting plate is fixed at the notch, and the water trough body covers and is fixedly connected to the wheel cover rear extension plate at the notch on one side in the longitudinal direction.

7. The shock tower assembly according to claim 1 or 5, characterized in that: The wheel house rear extension plate further includes a second folding portion and a third folding portion that are folded relative to the main body portion; The second folding portion and the first folding portion are respectively located on both sides of the main body in the longitudinal direction, and the second folding portion is used to be connected to the front panel of the vehicle; The third folded portion is connected to one side of the main body portion in the transverse direction, and the third folded portion is used to be connected to an inner panel of a longitudinal beam reinforcement plate of a vehicle.

8. The shock tower assembly according to claim 1, characterized in that: The shock tower assembly also includes a front upper cross beam assembly, and the wheel arch plate and the shock tower are provided at both ends of the front upper cross beam assembly in the lateral direction, and the front upper cross beam assembly is fixedly connected to the corresponding wheel arch plate at both ends in the lateral direction.

9. A vehicle, characterized in that: The invention comprises a shock tower assembly as claimed in any one of claims 1 to 8.

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