Vehicle tower package and vehicle

Abstract

This invention discloses a vehicle tower pack and a vehicle, relating to the field of vehicle technology. The tower pack body includes a first body and a second body, connected together. A control arm mounting component is disposed on the first body and adapted to assemble with a control arm. The second body defines a clearance notch that extends along the height direction of the vehicle, allowing clearance to pass over the vehicle's steering motor. Thus, by defining a clearance notch on the second body, a mounting position for the steering motor is provided, solving the problem of steering motor placement. Furthermore, the clearance notch extending along the height direction of the vehicle accommodates the steering motor's movement envelope, reducing the risk of interference between the steering motor and the tower pack. Additionally, by forming the clearance notch on the second body, the structural strength of the first body is not affected, thereby stabilizing the forces transmitted from the road surface to the vehicle body via the suspension, which improves overall vehicle driving comfort.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle tower and a vehicle. Background Technology

[0002] With the rapid development of intelligent driving and new energy vehicle technologies, innovation in vehicle chassis and body structure has become a key direction for improving vehicle performance, giving rise to the concept of "corner modules." In related technologies, corner modules improve vehicle performance through steer-by-wire; however, due to the increased tire envelope and the space required for the steer-by-wire motor, the placement of the steering motor has become a challenge. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of the present invention is to provide a vehicle turret with a clearance notch that provides a mounting location for a steering motor, thus solving the problem of steering motor placement.

[0004] The present invention further proposes a vehicle.

[0005] The vehicle tower pack according to the present invention includes: a tower pack body, the tower pack body including: a first body and a second body, the first body and the second body being connected; a control arm mounting member, the control arm mounting member being disposed on the first body and adapted to be assembled with a control arm; the second body defining a clearance notch, the clearance notch being provided through the height direction of the vehicle, the clearance notch being used to avoid the steering motor of the vehicle.

[0006] According to the present invention, the tower pack of the vehicle provides a mounting position for the steering motor by defining an avoidance notch in the second body, thus solving the problem of steering motor arrangement. Furthermore, the avoidance notch is provided through the height direction of the vehicle, which can accommodate the jumping envelope of the steering motor and reduce the risk of interference between the steering motor and the tower pack. In addition, by forming the avoidance notch in the second body, the structural strength of the first body is not affected, thereby stabilizing the force transmitted from the road surface to the vehicle body through the suspension, which is beneficial to improving the overall driving comfort of the vehicle.

[0007] In some examples of the present invention, the second body includes: a sub-body, a first connecting arm, and a second connecting arm, wherein the first connecting arm and the second connecting arm are both connected to the sub-body, the sub-body is connected to the first body, the first connecting arm and the second connecting arm are arranged at intervals along the length direction of the vehicle, and the first connecting arm, the second connecting arm, and the sub-body together define the avoidance gap.

[0008] In some examples of the present invention, the ends of the first connecting arm and the second connecting arm away from the sub-body are both adapted to connect to the upper longitudinal beam of the vehicle; and / or, the inner wall of the clearance notch has a reinforced flange.

[0009] In some examples of the present invention, the control arm mounting component includes: at least one first control arm mounting component and at least one second control arm mounting component, both the first control arm mounting component and the second control arm mounting component are disposed on the first body, the first control arm mounting component and the second control arm mounting component are spaced apart along the height direction of the vehicle, and the first control arm mounting component and the second control arm mounting component are respectively adapted to be assembled with different control arms.

[0010] In some examples of the present invention, the vehicle's tower package further includes: a first reinforcing structure disposed on the first body and located between the first control arm mount and the second control arm mount.

[0011] In some examples of the present invention, a plurality of first control arm mounting members are constructed as a first mounting member group, and a plurality of second control arm mounting members are constructed as a second mounting member group. A one-to-one correspondence is made between the plurality of first mounting member groups and the plurality of second mounting member groups, and a first reinforcing structure is provided between the first mounting member group and the corresponding second mounting member group. The control arm mounting member further includes a third control arm mounting member, which is disposed on the first body. The third control arm mounting member is provided between two adjacent groups of first mounting member groups. Both the first and second control arm mounting members are constructed as mounting posts, each mounting post having a first mounting hole extending along the width direction of the vehicle. The third control arm mounting member is constructed as a mounting boss, each mounting boss having a second mounting hole extending along the height direction of the vehicle.

[0012] In some examples of the present invention, the tower of the vehicle further includes: a plurality of second reinforcing structures disposed on the first body, the plurality of second reinforcing structures being arranged along the height direction of the vehicle and extending along the length direction of the vehicle, the front ends of the plurality of second reinforcing structures being adapted to correspond to different longitudinal beams of the vehicle.

[0013] In some examples of the invention, along the length of the vehicle, the rear end of the first body has a first recess for receiving a portion of the front bulkhead crossbeam and is adapted to connect with the front bulkhead crossbeam.

[0014] In some examples of the invention, the first recess is located above the second reinforcing structure along the height direction of the vehicle; and / or, at least one rear end of the second reinforcing structure is connected to the rear end of an adjacent second reinforcing structure.

[0015] In some examples of the invention, along the length of the vehicle, the front end of the first body has a first notch for receiving a portion of the longitudinal beam.

[0016] In some examples of the present invention, the vehicle's tower package further includes: a third reinforcing structure disposed on the second body, the third reinforcing structure being the same number as the first reinforcing structure and corresponding one-to-one.

[0017] The vehicle according to the invention includes the aforementioned vehicle tower.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1-Figure 2 These are all schematic diagrams of the tower bag according to embodiments of the present invention;

[0021] Figure 3 This is a schematic diagram of the tower bag from another angle according to an embodiment of the present invention;

[0022] Figure 4 This is a schematic diagram of the tower bag according to an embodiment of the present invention (the outlines of the first reinforcing structure, the second reinforcing structure, and the third reinforcing structure are shown in bold).

[0023] Figure 5 This is a schematic diagram illustrating the interaction between the tower package and the first longitudinal beam, the second longitudinal beam, and the upper longitudinal beam according to an embodiment of the present invention.

[0024] Figure label:

[0025] First longitudinal beam 10; Second longitudinal beam 20; Upper longitudinal beam 30;

[0026] Tower pack 6;

[0027] Tower body 61; First body 611; First recess 6111; Second body 612; Avoidance notch 6122; Sub-body 6123; First connecting arm 6124; Second connecting arm 6125; Reinforcing flange 6126;

[0028] First control arm mounting component 621; second control arm mounting component 622; third control arm mounting component 623;

[0029] First reinforcing structure 631; First reinforcing member 632; First sub-reinforcing member 633; ​​First reinforcing part 634; Second reinforcing part 635; Second sub-reinforcing member 636; First reinforcing member assembly 637; Third sub-reinforcing member 638; Reinforcing plate 639; Through hole 640; Mounting reinforcing member 641;

[0030] First mounting assembly 642; Second mounting assembly 643; Mounting post 644; First mounting hole 645; Mounting boss 646; Second mounting hole 647;

[0031] Second reinforcing structure 65; Second reinforcing member 651; Fourth sub-reinforcing member 6511; Fifth sub-reinforcing member 6512; Third reinforcing part 65121; First connecting point 65122; Fourth reinforcing part 65123; Second connecting point 65124; Sixth sub-reinforcing member 6513;

[0032] Second notch 663; Second recess 664;

[0033] Third reinforcing structure 67; Third reinforcing member 671; Seventh sub-reinforcing member 6711; Eighth sub-reinforcing member 6712; Second reinforcing member group 672;

[0034] The first gap is 69. Detailed Implementation

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

[0036] The following is for reference. Figures 1-4 The tower package 6 of the vehicle according to an embodiment of the present invention is described.

[0037] like Figures 1-4 As shown, the tower pack 6 of the vehicle according to an embodiment of the present invention includes: tower pack body 61 and control arm mounting component.

[0038] The tower body 61 includes: a first body 611 and a second body 612, which are connected. As some embodiments of this application, along the height direction of the vehicle (i.e. Figure 1 (as shown in the Z direction), the second body 612 is disposed above the first body 611 and connected to the first body 611, wherein, along the height direction of the vehicle (i.e. Figure 1(as shown in the Z direction), the upper end of the first body 611 is connected to the second body 612, and further, along the width direction of the vehicle (i.e. Figure 3 (As shown in the Y direction), the upper end of the first body 611 is connected to the end of the second body 612 facing the inside of the vehicle. This arrangement makes the structure of the tower body 61 reasonable, avoids the wheel envelope, and provides more rotation space for the vehicle's wheels to meet the requirements of large-angle wheel rotation.

[0039] As some embodiments of this application, the first body 611 and the second body 612 can be connected by means of riveting, bolting, etc. As some embodiments of this application, the first body 611 and the second body 612 are integrally formed.

[0040] A control arm mounting component is disposed on the first body 611. The control arm mounting component is adapted to mate with the control arm. The control arm mounting component may have shaft holes, threaded holes, etc., and can be used to mount the control arm (the control arm of the suspension). The control arm mounting component can be fixedly connected to the control arm by fasteners, such as screws or bolts. Alternatively, a mounting bracket can be disposed on the control arm mounting component by fasteners, and the control arm can be disposed on the mounting bracket by fasteners. As some embodiments of this application, the control arm mounting component can be disposed on the first body 611 by means of, but not limited to, riveting or bolting. As some embodiments of this application, the control arm mounting component and the first body 611 are integrally formed.

[0041] like Figures 1-3 As shown, the second body 612 defines a clearance notch 6122, which is provided through the vehicle in the height direction. Specifically, the clearance notch 6122 passes through the second body 612 in the height direction of the vehicle. The clearance notch 6122 is used to avoid the vehicle's steering motor. For example, the steering motor part of the vehicle can be provided in the clearance notch 6122, and the steering motor can be used to control the steering of the vehicle's wheels. By defining a clearance notch 6122 in the second body 612, the steering motor of the vehicle can be avoided through the clearance notch 6122. This allows the steering motor to be located in the clearance notch 6122, providing a mounting position for the steering motor and solving the problem of steering motor placement. Furthermore, it is understood that during vehicle operation, wheel bounce is inevitable, and this bounce is transmitted to the steering motor, causing it to bounce. By extending the clearance notch 6122 through the second body 612 along the height direction of the vehicle, the risk of interference between the steering motor and the turret 6 can be reduced. Moreover, the size of the clearance notch 6122 can be adjusted according to the size of the steering motor, resulting in high adaptability. In addition, by forming the clearance notch 6122 in the second body 612 and placing the control arm mounting member in the first body 611, the position of the clearance notch 6122 can be made reasonable and will not affect the structural strength of the first body 611.

[0042] Therefore, by defining the avoidance notch 6122 in the second body 612, an installation position can be provided for the steering motor, solving the problem of steering motor placement. Furthermore, the avoidance notch 6122 is set through the height direction of the vehicle, which can accommodate the jumping envelope of the steering motor and reduce the risk of interference between the steering motor and the tower 6. In addition, by forming the avoidance notch 6122 in the second body 612, the structural strength of the first body 611 will not be affected, thereby stabilizing the force transmitted from the road surface to the vehicle body through the suspension, which is conducive to improving the overall driving comfort of the vehicle.

[0043] In some embodiments of the present invention, such as Figure 3 As shown, the second body 612 includes a sub-body 6123, a first connecting arm 6124, and a second connecting arm 6125. Both the first connecting arm 6124 and the second connecting arm 6125 are connected to the sub-body 6123, and the sub-body 6123 is connected to the first body 611. In some embodiments of this application, the first connecting arm 6124 and the second connecting arm 6125 are connected to the sub-body 6123 by means of, but not limited to, welding or bolting. In some embodiments of this application, the sub-body 6123 and the first body 611 are connected by means of, but not limited to, welding or bolting. In some embodiments of this application, the sub-body 6123, the first connecting arm 6124, the second connecting arm 6125, and the first body 611 are integrally formed.

[0044] The first connecting arm 6124 and the second connecting arm 6125 are along the length direction of the vehicle (i.e., Figure 3 Arranged at intervals in the X direction (as shown), the first connecting arm 6124, the second connecting arm 6125, and the sub-body 6123 together define the clearance notch 6122. Specifically, along the width direction of the vehicle (i.e., Figure 3 (As shown in the Y direction), the sub-body 6123 is located on the side of the first connecting arm 6124 and the second connecting arm 6125 facing inwards and is connected to the ends of the first connecting arm 6124 and the second connecting arm 6125 facing inwards. This arrangement makes the structure of the second body 612 reasonable, can define the avoidance gap 6122 and reliably protect the steering motor located in the avoidance gap 6122, and has high reliability.

[0045] It should be noted that the length direction of the vehicle is the X-direction, the width direction is the Y-direction, and the height direction is the Z-direction.

[0046] In some embodiments of the present invention, such as Figure 5As shown, the ends of the first connecting arm 6124 and the second connecting arm 6125 away from the sub-body 6123 are both adapted to be connected to the upper longitudinal beam 30 of the vehicle. It is understood that both the first connecting arm 6124 and the second connecting arm 6125 have an end near the sub-body 6123 and an end away from the sub-body 6123. Specifically, both the first connecting arm 6124 and the second connecting arm 6125 can extend along the width direction of the vehicle. The end of the first connecting arm 6124 and the second connecting arm 6125 near the sub-body 6123 is connected to the sub-body 6123, and the end of the first connecting arm 6124 and the second connecting arm 6125 away from the sub-body 6123 is connected to the upper longitudinal beam 30 of the vehicle. As some embodiments of this application, the first connecting arm 6124 and the second connecting arm 6125 can be connected to the upper longitudinal beam 30 of the vehicle by means of, but not limited to, bolting, riveting, etc.

[0047] This configuration provides more reliable protection for the steering motor located within the clearance gap 6122, and also creates multiple force transmission paths to reliably transmit and disperse collision forces, thereby improving vehicle safety performance.

[0048] In some embodiments of the present invention, such as Figures 1-3 As shown, the inner wall of the clearance notch 6122 has a reinforcing flange 6126. By making the inner wall of the clearance notch 6122 have a reinforcing flange 6126, the structural strength of the inner wall of the clearance notch 6122 can be improved, and the risk of collapse or deformation of the inner wall of the clearance notch 6122 due to vibration and collision can be reduced. This can reduce the risk of collision between the steering motor and the tower 6, and help improve the reliability of the tower 6.

[0049] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the control arm mounting component includes at least one first control arm mounting component 621 and at least one second control arm mounting component 622. The first control arm mounting component 621 and the second control arm mounting component 622 are both disposed on the first body 611. The first control arm mounting component 621 and the second control arm mounting component 622 are spaced apart along the height direction of the vehicle. The first control arm mounting component 621 and the second control arm mounting component 622 are respectively adapted to be assembled with different control arms.

[0050] The number of first control arm mounting parts 621 can be one or more, and the number of second control arm mounting parts 622 can be one or more.

[0051] As some embodiments of this application, there are multiple first control arm mounting members 621 and multiple second control arm mounting members 622, with the multiple first control arm mounting members 621 extending along the length direction of the vehicle (i.e., Figure 1 The multiple second control arm mounting pieces 622 are arranged in the X direction (as shown), along the length of the vehicle (i.e., the X direction). Figure 1 The X-direction layout is shown.

[0052] Both the first control arm mounting component 621 and the second control arm mounting component 622 are disposed on the first body 611. The connection method between the first control arm mounting component 621 and the first body 611 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the first control arm mounting component 621 and the first body 611 are connected by welding. As some embodiments of this application, the first control arm mounting component 621 and the first body 611 are integrally formed. The connection method between the second control arm mounting component 622 and the first body 611 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the second control arm mounting component 622 and the first body 611 are connected by welding. As some embodiments of this application, the second control arm mounting component 622 and the first body 611 are integrally formed.

[0053] The first control arm mounting member 621 and the second control arm mounting member 622 are along the height direction of the vehicle (i.e. Figure 1 As shown in the Z direction, the first control arm mounting part 621 and the second control arm mounting part 622 are respectively adapted to be assembled with different control arms. The control arms can be, but are not limited to, the upper control arm of the vehicle, the lower control arm of the vehicle, etc.

[0054] As some embodiments of this application, along the height direction of the vehicle (i.e. Figure 1 (As shown in the Z direction), the first control arm mounting member 621 and the second control arm mounting member 622 are spaced apart, with the first control arm mounting member 621 located above the second control arm mounting member 622. The first control arm mounting member 621 is used to mount the upper control arm of the vehicle, and the second control arm mounting member 622 is used to mount the lower control arm of the vehicle. As some embodiments of this application, along the height direction of the vehicle (i.e., Figure 1 (As shown in the Z direction), the first control arm mounting member 621 and the second control arm mounting member 622 are spaced apart, with the first control arm mounting member 621 located below the second control arm mounting member 622. The first control arm mounting member 621 is used to mount the lower control arm of the vehicle, and the second control arm mounting member 622 is used to mount the upper control arm of the vehicle. This application uses the example of the first control arm mounting member 621 being located above the second control arm mounting member 622, the first control arm mounting member 621 being used to mount the upper control arm of the vehicle, and the second control arm mounting member 622 being used to mount the lower control arm of the vehicle for illustration, which will not be repeated below.

[0055] As some embodiments of this application, the first control arm mounting member 621 and the second control arm mounting member 622 may both have shaft holes, threaded holes, etc. The first control arm mounting member 621 and the second control arm mounting member 622 may be fixedly connected to the corresponding control arm by fasteners, which may be screws, bolts, etc. Alternatively, the mounting bracket may be provided on the first control arm mounting member 621 and the second control arm mounting member 622 by fasteners, and the corresponding control arm may be provided on the mounting bracket by fasteners.

[0056] It should be noted that this configuration allows the tower pack 6 to integrate the mounting points for both the upper and lower control arms, enabling both the upper and lower control arms of the vehicle to be mounted on the tower pack 6. This allows the tower pack 6 to integrate the functions of the existing subframe, and the vehicle's suspension to be directly mounted on the tower pack 6, reducing the number of vehicle parts. Furthermore, the tower pack 6 of this application allows for simple control of the mounting point accuracy of the control arms, effectively improving the vehicle's handling performance.

[0057] Therefore, the tower pack 6 can be assembled with different control arms, thus enabling the tower pack 6 to be compatible with chassis installation requirements, integrating the functions of existing subframes, reducing the number of vehicle parts, improving the fitting accuracy of vehicle parts, facilitating chassis tuning, and improving the overall driving comfort of the vehicle.

[0058] In some embodiments of the present invention, such as Figure 1 , Figure 4 As shown, the tower package 6 also includes a first reinforcing structure 631, which is disposed on the first body 611 and located between the first control arm mounting member 621 and the second control arm mounting member 622.

[0059] The first reinforcing structure 631 is disposed on the first body 611. The connection between the first reinforcing structure 631 and the first body 611 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the first reinforcing structure 631 and the first body 611 are connected by welding. As some embodiments of this application, the first reinforcing structure 631 and the first body 611 are integrally formed.

[0060] The first reinforcing structure 631 is located between the first control arm mounting member 621 and the second control arm mounting member 622. In some embodiments of this application, both the first control arm mounting member 621 and the second control arm mounting member 622 are connected to the first reinforcing structure 631 by welding. In some embodiments of this application, the first control arm mounting member 621, the second control arm mounting member 622, and the first reinforcing structure 631 are integrally formed. In some embodiments of this application, the first reinforcing structure 631 is present between the first control arm mounting member 621 and the second control arm mounting member 622, and the first reinforcing structure 631 is not directly connected to the corresponding first control arm mounting member 621 and the corresponding second control arm mounting member 622 (it is indirectly connected).

[0061] The number of first reinforcing structures 631 is multiple. As some embodiments of this application, the number of first reinforcing structures 631 is two, and the two first reinforcing structures 631 are along the length direction of the vehicle (i.e., Figure 1 The two first reinforcing structures 631 are arranged in the X direction shown, and both are along the height direction of the vehicle (i.e., the X direction shown). Figure 1 (Extended in the Z direction as shown).

[0062] This configuration allows the tower pack 6 to be positioned along the height direction of the vehicle (i.e., Figure 1 The Z-direction shown has multiple force transmission paths, which can effectively stabilize the force transmitted from the road surface to the vehicle body through the suspension, thus improving the overall driving comfort of the vehicle.

[0063] In some embodiments of the present invention, such as Figure 1 As shown, multiple first control arm mounting parts 621 are configured as first mounting part groups 642, and multiple second control arm mounting parts 622 are configured as second mounting part groups 643. Multiple first mounting part groups 642 and multiple second mounting part groups 643 correspond one-to-one, and a first reinforcing structure 631 is provided between the first mounting part group 642 and the corresponding second mounting part group 643.

[0064] In this application, multiple first control arm mounting members 621 are configured as a first mounting member group 642. In some embodiments of this application, two first control arm mounting members 621 are configured as a first mounting member group 642. In some embodiments of this application, three first control arm mounting members 621 are configured as a first mounting member group 642.

[0065] Multiple second control arm mounts 622 are configured as a second mount group 643. As some embodiments of this application, two second control arm mounts 622 are configured as a second mount group 643. As some embodiments of this application, three second control arm mounts 622 are configured as a second mount group 643.

[0066] As some embodiments of this application, there are multiple first mounting component groups 642 and multiple second mounting component groups 643, with the multiple first mounting component groups 642 and multiple second mounting component groups 643 arranged along the height direction of the vehicle (i.e., Figure 1 The first mounting component group 642 and the corresponding second mounting component group 643 are provided with a first reinforcing structure 631. (The Z direction shown is provided in a one-to-one correspondence.)

[0067] As some embodiments of this application, there are two sets of first mounting component groups 642, two sets of second mounting component groups 643, and two first reinforcing structures 631. The two sets of first mounting component groups 642 are along the length direction of the vehicle (i.e., Figure 1 The two sets of second mounting components 643 are arranged along the length of the vehicle (i.e., in the X direction shown). Figure 1 The arrangement is along the X direction (as shown), along the height direction of the vehicle (i.e., Figure 1 (As shown in the Z direction), the two sets of first mounting components 642 are located above the two sets of second mounting components 643, and the two sets of first mounting components 642 and the two sets of second mounting components 643 are along the height direction of the vehicle (i.e., Figure 1 The first mounting component group 642 and the corresponding second mounting component group 643 are provided with a corresponding first reinforcing structure 631. (The Z direction shown is provided in a one-to-one correspondence.)

[0068] This configuration allows multiple first control arm mounting pieces 621 to be constructed as a first mounting piece group 642 and cooperate with the control arm, and allows multiple second control arm mounting pieces 622 to be constructed as a second mounting piece group 643 and cooperate with the control arm. This provides reasonable mounting points for the control arm, and by providing a corresponding first reinforcing structure 631 between the first mounting piece group 642 and the corresponding second mounting piece group 643, the force transmitted from the road surface to the vehicle body through the suspension can be significantly stabilized, which is beneficial to improving the overall driving comfort of the vehicle.

[0069] In some embodiments of the present invention, such as Figure 1 As shown, the control arm mounting component also includes a third control arm mounting component 623, which is disposed on the first body 611. The third control arm mounting component 623 is provided between two adjacent groups of first mounting components 642. The first control arm mounting component 621 and the second control arm mounting component 622 are both constructed as mounting posts 644. The mounting posts 644 have a first mounting hole 645 extending along the width direction of the vehicle. The third control arm mounting component 623 is constructed as a mounting boss 646. The mounting boss 646 has a second mounting hole 647 extending along the height direction of the vehicle.

[0070] The third control arm mounting component 623 is disposed on the first body 611 and is connected to the first body 611. The connection method between the third control arm mounting component 623 and the first body 611 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the third control arm mounting component 623 and the first body 611 are connected by welding. As some embodiments of this application, the third control arm mounting component 623 and the first body 611 are integrally formed.

[0071] A third control arm mounting component 623 is provided between two adjacent groups of first mounting components 642. As some embodiments of this application, there are two groups of first mounting components 642, and the third control arm mounting component 623 is located between the two groups of first mounting components 642.

[0072] The first control arm mounting member 621 is constructed as a mounting post 644, which has a first mounting hole 645 extending along the width direction of the vehicle. The first mounting hole 645 may be, but is not limited to, a threaded hole. The second control arm mounting member 622 is constructed as a mounting post 644, which also has a first mounting hole 645 extending along the width direction of the vehicle. The first mounting hole 645 may be, but is not limited to, a threaded hole. Both the first control arm mounting member 621 and the second control arm mounting member 622 are assembled with the vehicle's control arm through the first mounting hole 645. For example, a mounting bracket can be bolted to the first control arm mounting member 621 and the second control arm mounting member 622, and then the corresponding control arm can be mounted to the mounting bracket.

[0073] The third control arm mounting component 623 is configured as a mounting boss 646, which has a shape along the height direction of the vehicle (i.e., Figure 1 The second mounting hole 647 (shown in the Z direction) extends through which the third control arm mount 623 is assembled with the vehicle's control arm. For example, it can be bolted to the corresponding control arm and screwed into the second mounting hole 647.

[0074] This configuration provides a Z-axis mounting point for the control arm, allowing the tower pack 6 to be adapted to different suspensions. Furthermore, by providing a Z-axis mounting point for the control arm, the rigidity of the control arm during vertical movement can be improved, thus enhancing vehicle comfort.

[0075] In some embodiments of the present invention, such as Figure 1 As shown, the vehicle's tower pack 6 also includes: a reinforcing plate 639, which is disposed on the first body 611, and the reinforcing plate 639 and the third control arm mounting member 623 are along the height direction of the vehicle (i.e., Figure 1 The reinforcing plate 639 is spaced apart in the Z direction as shown, and has a through hole 640 corresponding to the second mounting hole 647. The reinforcing plate 639 intersects with the first reinforcing structure 631.

[0076] The reinforcing plate 639 is disposed on the first body 611 and is connected to the first body 611. The connection method between the reinforcing plate 639 and the first body 611 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the reinforcing plate 639 and the first body 611 are connected by welding. As some embodiments of this application, the reinforcing plate 639 and the first body 611 are integrally formed.

[0077] The reinforcing plate 639 and the third control arm mounting component 623 are along the height direction of the vehicle (i.e. Figure 1 As shown in the Z direction, the reinforcing plate 639 has through holes 640, which are formed in the reinforcing plate 639 and correspond to the second mounting holes 647. During installation, bolts can be inserted through the through holes 640, the corresponding control arms can be screwed into the second mounting holes 647, which can improve the installation stability of the control arms and improve the reliability of the tower pack 6.

[0078] The reinforcing plate 639 intersects with the first reinforcing structure 631. Specifically, both the reinforcing plate 639 and the first reinforcing structure 631 are disposed on the first body 611. The reinforcing plate 639 is connected to the first reinforcing structure 631, and at least a portion of the first reinforcing structure 631 has a different extension direction from that of the reinforcing plate 639, so that the reinforcing plate 639 intersects with the first reinforcing structure 631. As some embodiments of this application, the reinforcing plate 639 and the first reinforcing structure 631 are arranged intersectingly. As some embodiments of this application, at least a portion of the first reinforcing structure 631 is along the height direction of the vehicle (i.e., Figure 1 The reinforcing plate 639 extends along the length direction of the vehicle (as shown in the Z direction). Figure 1 (Extended setting in the X direction as shown).

[0079] This configuration can improve the structural strength of the tower pack 6, optimize the force transmission path of the tower pack 6, improve the collision performance of the tower pack 6, enhance the connection between the tower pack 6 and the vehicle's control arm, and stabilize the force transmitted from the road surface to the vehicle body through the suspension.

[0080] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the vehicle's tower pack 6 also includes: multiple mounting reinforcements 641, all of which are located on the first body 611. The first control arm mounting member 621 and the second control arm mounting member 622 are both connected to the mounting reinforcements 641, and at least one mounting reinforcement 641 is connected to the first reinforcing structure 631.

[0081] The mounting reinforcement 641 is disposed on the first body 611 and is connected to the first body 611. The connection method between the mounting reinforcement 641 and the first body 611 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the mounting reinforcement 641 and the first body 611 are connected by welding. As some embodiments of this application, the mounting reinforcement 641 and the first body 611 are integrally formed.

[0082] The number of mounting reinforcements 641 can be multiple, including but not limited to two or three. As some embodiments of this application, the number of mounting reinforcements 641 is eight.

[0083] Both the first control arm mounting member 621 and the second control arm mounting member 622 are connected to mounting reinforcement members 641. In some embodiments of this application, each first control arm mounting member 621 is connected to three mounting reinforcement members 641; in some embodiments of this application, each first control arm mounting member 621 is connected to four mounting reinforcement members 641; and in some embodiments of this application, each second control arm mounting member 622 is connected to three mounting reinforcement members 641. In some embodiments of this application, each second control arm mounting member 622 is connected to four mounting reinforcement members 641.

[0084] At least one mounting reinforcement 641 is connected to the first reinforcing structure 631, that is, one mounting reinforcement 641 is connected to the first reinforcing structure 631, or multiple mounting reinforcements 641 are all connected to the first reinforcing structure 631. As some embodiments of this application, multiple mounting reinforcements 641 are all connected to the first reinforcing structure 631.

[0085] This configuration can improve the structural stability of the first control arm mounting component 621 and the second control arm mounting component 622, which is conducive to improving the strength of the control arm mounting point, reducing the risk of breakage of the first control arm mounting component 621 and the second control arm mounting component 622, and can significantly improve the firmness and stability of the connection between the vehicle control arm and the tower package 6.

[0086] In some embodiments of the present invention, such as Figure 1 As shown, the first reinforcing structure 631 includes a plurality of first reinforcing members 632, all of which are disposed on the first body 611.

[0087] The number of first reinforcing members 632 is multiple, and the number of first reinforcing members 632 can be, but is not limited to, two or three. As some embodiments of this application, the number of first reinforcing members 632 is three.

[0088] The first reinforcing member 632 is disposed on the first body 611 and is connected to the first body 611. The connection method between the first reinforcing member 632 and the first body 611 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the first reinforcing member 632 and the first body 611 are connected by welding. As some embodiments of this application, the first reinforcing member 632 and the first body 611 are integrally formed.

[0089] By including multiple first reinforcing members 632 in the first reinforcing structure 631, the first reinforcing structure 631 can have excellent structural strength, effectively stabilize the force transmitted from the road surface to the vehicle body through the suspension, which is beneficial to improving the driving comfort of the whole vehicle. In addition, it can significantly improve the structural strength of the tower pack 6, optimize the force transmission path of the tower pack 6, and improve the collision performance of the tower pack 6.

[0090] In some embodiments of the present invention, such as Figure 1 As shown, at least one first reinforcing structure 631 includes a plurality of first reinforcing members 632 comprising: a plurality of first sub-reinforcing members 633, the first sub-reinforcing members 633 being along the height direction of the vehicle (i.e., Figure 1 Extending in the Z direction (as shown), multiple first sub-reinforcing members 633 are spaced apart along the length of the vehicle.

[0091] In other words, at least one of the multiple first reinforcing structures 631 includes multiple first reinforcing members 632, which in turn includes multiple first sub-reinforcing members 633. Alternatively, in the multiple first reinforcing structures 631, the multiple first reinforcing members 632 of one first reinforcing structure 631 include multiple first sub-reinforcing members 633, or in the multiple first reinforcing structures 631, the multiple first reinforcing members 632 of the multiple first reinforcing structures 631 include multiple first sub-reinforcing members 633.

[0092] The number of first sub-reinforcing members 633 can be multiple, including but not limited to two or three. In some embodiments of this application, the number of first sub-reinforcing members 633 is three, while in some embodiments of this application, the number of first sub-reinforcing members 633 is two.

[0093] The first sub-reinforcing component 633 is along the height direction of the vehicle (i.e. Figure 1 Extending in the Z direction (as shown), and multiple first sub-reinforcing members 633 extending along the length direction of the vehicle (i.e., Figure 1 The X-direction interval setting is shown.

[0094] This configuration allows for a more rational structural design of the first reinforcing structure 631, enabling it to more effectively stabilize the forces transmitted from the road surface to the vehicle body via the suspension, thereby improving the reliability of the tower pack 6 structure.

[0095] In some embodiments of the present invention, such as Figure 1 As shown, at least one first sub-reinforcing member 633 includes: a first reinforcing portion 634 and a second reinforcing portion 635, along the height direction of the vehicle (i.e., Figure 1 (As shown in the Z direction), the first reinforcing part 634 and the second reinforcing part 635 are spaced apart.

[0096] That is, at least one of the plurality of first sub-reinforcing members 633 includes a first reinforcing portion 634 and a second reinforcing portion 635. In other words, among the plurality of first sub-reinforcing members 633, one first sub-reinforcing member 633 includes a first reinforcing portion 634 and a second reinforcing portion 635, or, among the plurality of first sub-reinforcing members 633, the plurality of first sub-reinforcing members 633 includes a first reinforcing portion 634 and a second reinforcing portion 635.

[0097] As some embodiments of this application, among the plurality of first sub-reinforcing members 633, one first sub-reinforcing member 633 includes a first reinforcing part 634 and a second reinforcing part 635, along the height direction of the vehicle (i.e. Figure 1 (As shown in the Z direction), the first reinforcing part 634 and the second reinforcing part 635 are spaced apart.

[0098] This configuration allows for a reasonable structural form of the first sub-reinforcing member 633. It enables the first sub-reinforcing member 633 and the first body 611 to be designed to conform to the shape of the body while effectively stabilizing the road surface and transmitting the force to the vehicle body through the suspension. This improves the performance of the tower pack 6 within a limited space.

[0099] In some embodiments of the present invention, such as Figure 1 As shown, at least one first reinforcing structure 631 further includes a plurality of first reinforcing members 632, which are connected to the first sub-reinforcing members 633, and the plurality of second sub-reinforcing members 636 are configured as at least one group of first reinforcing members 637, the first reinforcing members group 637 including two intersecting second sub-reinforcing members 636.

[0100] In other words, at least one of the multiple first reinforcing structures 631 has multiple first reinforcing members 632 including a second sub-reinforcing member 636. Or, in the multiple first reinforcing structures 631, the multiple first reinforcing members 632 of one first reinforcing structure 631 include a second sub-reinforcing member 636, or in the multiple first reinforcing structures 631, the multiple first reinforcing members 632 of the multiple first reinforcing structures 631 include a second sub-reinforcing member 636.

[0101] The number of second sub-reinforcing members 636 is multiple, and the number of second sub-reinforcing members 636 can be, but is not limited to, two, three, etc. As some embodiments of this application, the number of second sub-reinforcing members 636 is six.

[0102] The second sub-reinforcing member 636 is connected to the first sub-reinforcing member 633. The connection between the second sub-reinforcing member 636 and the first sub-reinforcing member 633 can be, but is not limited to, welding, bolting, etc. As some embodiments of this application, the second sub-reinforcing member 636 and the first sub-reinforcing member 633 are connected by welding. As some embodiments of this application, the second sub-reinforcing member 636 and the first sub-reinforcing member 633 are integrally formed.

[0103] The plurality of second sub-reinforcing members 636 are configured as at least one group of first reinforcing members 637. That is, the plurality of second sub-reinforcing members 636 are configured as one group of first reinforcing members 637, or the plurality of second sub-reinforcing members 636 are configured as multiple groups of first reinforcing members 637. As some embodiments of this application, the number of second sub-reinforcing members 636 is eight, and every two second sub-reinforcing members 636 are configured as one group of first reinforcing members 637. As some embodiments of this application, the number of second sub-reinforcing members 636 is six, and every two second sub-reinforcing members 636 are configured as one group of first reinforcing members 637.

[0104] The first reinforcing member group 637 includes two intersecting second sub-reinforcing members 636. In some embodiments of this application, the number of second sub-reinforcing members 636 is six, with each pair of second sub-reinforcing members 636 forming a group of first reinforcing member groups 637. The two second sub-reinforcing members 636 of each first reinforcing member group 637 are intersecting, and multiple groups of first reinforcing member groups 637 are arranged along the height direction of the vehicle. In some embodiments of this application, the two second sub-reinforcing members 636 of the first reinforcing member group 637 are arranged crosswise.

[0105] This configuration can improve the structural strength of the first reinforcing structure 631, thereby improving the structural strength of the tower pack 6 along the vehicle height direction, further optimizing the force transmission path of the tower pack 6, effectively stabilizing the force transmitted from the road surface to the vehicle body through the suspension, and enabling the collision force to be transmitted along the second sub-reinforcing member 636, effectively dispersing the collision force, which is conducive to improving the performance of the tower pack 6 and enhancing the overall driving comfort of the vehicle.

[0106] In some embodiments of the present invention, such as Figure 1 As shown, at least one first reinforcing member 632 of the first reinforcing structure 631 further includes a plurality of third sub-reinforcing members 638. Along the height direction of the vehicle, at least one end of the first reinforcing member group 637 is connected to the third sub-reinforcing member 638, and the third sub-reinforcing member 638 is connected to the first sub-reinforcing member 633.

[0107] In other words, at least one of the multiple first reinforcing structures 631 includes multiple first reinforcing members 632, which in turn includes multiple third sub-reinforcing members 638. Alternatively, in the multiple first reinforcing structures 631, the multiple first reinforcing members 632 of one first reinforcing structure 631 include multiple third sub-reinforcing members 638, or in the multiple first reinforcing structures 631, the multiple first reinforcing members 632 of the multiple first reinforcing structures 631 include multiple third sub-reinforcing members 638.

[0108] The number of third sub-reinforcing members 638 is multiple, and the number of third sub-reinforcing members 638 can be, but is not limited to, two or three. As some embodiments of this application, the number of third sub-reinforcing members 638 is three, and the three third sub-reinforcing members 638 are arranged along the height direction of the vehicle (i.e., Figure 1 The third sub-reinforcing member 638 is arranged at intervals along the Z-direction shown in the diagram. As some embodiments of this application, the third sub-reinforcing member 638 is arranged along the length direction of the vehicle (i.e., along the Z-direction). Figure 1 Extending in the X direction (as shown).

[0109] Along the height direction of the vehicle (i.e.) Figure 1 (As shown in the Z direction), the first reinforcing member group 637 has two opposing ends, one end of which is connected to the third sub-reinforcing member 638, or, along the height direction of the vehicle (i.e., Figure 1 (As shown in the Z direction), the first reinforcing member group 637 has two opposite ends, and each end of the first reinforcing member group 637 is connected to a third sub-reinforcing member 638.

[0110] The third sub-reinforcing member 638 is connected to the first sub-reinforcing member 633. The connection between the third sub-reinforcing member 638 and the first sub-reinforcing member 633 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the third sub-reinforcing member 638 and the first sub-reinforcing member 633 are connected by welding. As some embodiments of this application, the third sub-reinforcing member 638 and the first sub-reinforcing member 633 are integrally formed.

[0111] This configuration can improve the structural strength of the first reinforcing structure 631 through the third sub-reinforcing member 638. Furthermore, the third sub-reinforcing member 638, the corresponding first reinforcing member group 637, and the first sub-reinforcing member 633 can form a closed or semi-closed structure, thereby greatly improving the structural strength of the first reinforcing structure 631. This can more effectively stabilize the force transmitted from the road surface to the vehicle body through the suspension, thus improving the overall driving comfort of the vehicle.

[0112] In some embodiments of the present invention, such as Figure 1 and Figure 4As shown, at least one first reinforcing structure 631 has two first sub-reinforcing members 633, and along the height direction of the vehicle, the third sub-reinforcing members 638 at both ends are constructed with the two first sub-reinforcing members 633 in at least part of a quadrilateral structure.

[0113] That is, the number of first sub-reinforcing members 633 of at least one of the multiple first reinforcing structures 631 is two. In other words, the number of first sub-reinforcing members 633 of one of the multiple first reinforcing structures 631 is two, or the number of first sub-reinforcing members 633 of the multiple first reinforcing structures 631 is two.

[0114] Along the height direction of the vehicle (i.e.) Figure 1 (As shown in the Z direction), the first sub-reinforcing member 633 has two opposite ends, and each end of the first sub-reinforcing member 633 is provided with a third sub-reinforcing member 638.

[0115] As some embodiments of this application, the two first sub-reinforcing members 633 and the two third sub-reinforcing members 638 are constructed with four sides of a quadrilateral structure. As some embodiments of this application, along the height direction of the vehicle (i.e. Figure 1 (As shown in the Z direction), one of the first sub-reinforcing members 633 has a third sub-reinforcing member 638 connected to both ends, and one end of the other first sub-reinforcing member 633 is connected to the third sub-reinforcing member 638, while the other end is spaced apart from the third sub-reinforcing member 638. The third sub-reinforcing member 638 and the two first sub-reinforcing members 633 can be constructed as a quadrilateral structure. For example, the two third sub-reinforcing members 638 can be constructed as two sides of a quadrilateral structure, one of the first sub-reinforcing members 633 can be constructed as the third side of a quadrilateral structure, and the other first sub-reinforcing member 633 can be constructed as the fourth side of a quadrilateral structure.

[0116] This design allows the outer contour of the first reinforcing structure 631 to be reasonable, which can greatly improve the structural strength of the first reinforcing structure 631. This can more effectively stabilize the force transmitted from the road surface to the vehicle body through the suspension, and also give the tower pack 6 excellent structural performance, effectively improve the precision of component matching, facilitate chassis tuning, and help improve the overall driving comfort of the vehicle.

[0117] As some embodiments of this application, the tower bag 6 can be produced by a one-piece die-casting process.

[0118] In some embodiments of the present invention, such as Figure 2 and Figure 4As shown, the tower package 6 also includes: a plurality of second reinforcing structures 65, the second reinforcing structures 65 being disposed on the first body 611, the plurality of second reinforcing structures 65 being arranged along the height direction of the vehicle, and the plurality of second reinforcing structures 65 extending along the length direction of the vehicle, the front ends of the plurality of second reinforcing structures 65 being adapted to correspond to different longitudinal beams of the vehicle.

[0119] The number of second reinforcing structures 65 can be two, three, four, etc. As some embodiments of this application, the second reinforcing structure 65 can be constructed as a combination of multiple reinforcing ribs. Multiple second reinforcing structures 65 are all disposed on the first body 611, arranged along the height direction of the vehicle, and extending along the length direction of the vehicle. Along the length direction of the vehicle, the front ends of the multiple second reinforcing structures 65 can be connected to different longitudinal beams of the vehicle (directly or indirectly). As some embodiments of this application, the front ends of the multiple second reinforcing structures 65 can be connected to different longitudinal beams of the vehicle by bolts. The rear ends of the multiple second reinforcing structures 65 can all be connected to the lower front crossbeam of the vehicle (directly or indirectly). As some embodiments of this application, the rear ends of the multiple second reinforcing structures 65 can all be connected to the lower front crossbeam of the vehicle by bolts. Multiple different longitudinal beams and multiple corresponding second reinforcing structures 65 can form multiple paths for transmitting collision force. When a collision occurs at the front of the vehicle, the collision force can be transmitted along the longitudinal beams and the corresponding second reinforcing structures 65, and can be transmitted to the lower crossbeam of the front bulkhead. It can then be transmitted to the A-pillar of the vehicle (or other parts of the vehicle) through the lower crossbeam of the front bulkhead, and then to the rear of the vehicle body. The second reinforcing structure 65 can collapse to absorb the collision energy, thereby reducing the degree of damage to the passenger compartment caused by the collision force and protecting the safety of the occupants.

[0120] As some embodiments of this application, such as Figure 2 and Figure 5 As shown, there are two second reinforcing structures 65, and the front ends of the two second reinforcing structures 65 can correspond to the first longitudinal beam 10 and the second longitudinal beam 20 of the vehicle, respectively.

[0121] In the above embodiments, by providing a plurality of second reinforcing structures 65 on the first body 611, and extending the second reinforcing structures 65 along the length direction of the vehicle, and arranging the plurality of second reinforcing structures 65 along the height direction of the vehicle, multiple paths for transmitting collision force can be formed. In the event of a frontal collision, the plurality of second reinforcing structures 65 can reliably withstand and absorb the collision force, thereby reducing the degree of damage to the passenger compartment caused by the collision force, which is beneficial to improving the collision performance of the vehicle and protecting the safety of the occupants.

[0122] In some embodiments of the present invention, such as Figure 1 and Figure 2As shown, along the length direction of the vehicle, the rear end of the first body 611 has a first recess 6111. The first recess 6111 can be located at the rear end of the first body 611 and recessed towards the first body 611 along the length direction of the vehicle. The first recess 6111 is used to accommodate a portion of the front crossbeam of the vehicle; that is, a portion of the front crossbeam structure can be located within the first recess 6111. The first recess 6111 is adapted to connect with the front crossbeam. As some embodiments of this application, the wall surface of the first recess 6111 can be connected to the front crossbeam by, but not limited to, bolting, riveting, etc. As some embodiments of this application, the wall surface of the first recess 6111 can be connected to the front crossbeam by multiple X-direction bolts. It is understood that the first recess 6111 is located at the rear end of the first body 611, that is, along the height direction of the vehicle, the first recess 6111 corresponds to the root of the second reinforcing structure 65.

[0123] This configuration allows the tower pack 6 to match the front central crossbeam. When a collision occurs, part of the force borne by the tower pack 6 can be transferred and decomposed to the front central crossbeam, thereby optimizing the force transmission path of the tower pack 6 and improving its collision performance.

[0124] In some embodiments of the present invention, such as Figure 2 As shown, along the height direction of the vehicle, the first recess 6111 is located above the second reinforcing structure 65. In some embodiments of this application, there are two second reinforcing structures 65, arranged along the height direction of the vehicle. The first recess 6111 is located above the uppermost second reinforcing structure 65, and along the height direction of the vehicle, the first recess 6111 corresponds to the root of the second reinforcing structure 65. By positioning the first recess 6111 above the second reinforcing structure 65, the placement of the first recess 6111 is reasonable. In the event of a frontal collision, part of the force can be transmitted rearward along the second reinforcing structure 65, and part of the force can be transmitted to the front bulkhead crossbeam located at the first recess 6111 above the second reinforcing structure 65. This allows the bulkhead 6 to transfer and decompose the collision force to the front bulkhead crossbeam, thereby improving the vehicle's safety performance.

[0125] As some embodiments of this application, along the height direction of the vehicle, the maximum distance between two adjacent second reinforcing structures 65 can be 110mm, 120mm, 130mm, etc. This arrangement is reasonable, can improve space utilization, and is conducive to improving the collision performance of the second reinforcing structure 65.

[0126] In some embodiments of the present invention, such as Figure 1 As shown, the rear end of at least one second reinforcing structure 65 is connected to the rear end of an adjacent second reinforcing structure 65.

[0127] Among the multiple second reinforcing structures 65, at least one of the rear ends of the second reinforcing structure 65 can be connected to the rear ends of the adjacent second reinforcing structure 65, so that the rear ends of the two adjacent second reinforcing structures 65 can merge and the rear ends of the two second reinforcing structures 65 can be connected to the lower crossbeam of the front bulkhead at the same time to form a structurally stable frame, reduce the risk of frame deformation, and the rear merging point can integrate and transfer the force of the second reinforcing structure 65 to the lower crossbeam of the front bulkhead, thereby effectively transferring the collision energy to the rear of the vehicle body, reducing the degree of damage to the passenger compartment by the collision force, and improving the structural stability and collision performance of the tower pack 6.

[0128] In some embodiments of the present invention, such as Figure 2 As shown, the second reinforcing structure 65 includes a plurality of second reinforcing members 651, all of which are disposed on the first body 611.

[0129] The second reinforcing member 651 can be constructed as a plate-like structure or a strip-like structure. The number of second reinforcing members 651 can be two, four, six, etc. Multiple second reinforcing members 651 can be disposed on the first body 611. As some embodiments of this application, multiple second reinforcing members 651 can be fixedly connected to the first body 611 (welded, screwed, etc.), or multiple second reinforcing members 651 can be integrally formed with the first body 611. By setting the second reinforcing members 651, the structural strength of the second reinforcing structure 65 can be improved, thereby enhancing the collision performance of the tower body 61 and ultimately improving the overall rigidity and crashworthiness of the vehicle.

[0130] In some embodiments of the present invention, such as Figure 2 As shown, at least one second reinforcing structure 65 includes a plurality of second reinforcing members 651, which include a plurality of fourth sub-reinforcing members 6511, the fourth sub-reinforcing members 6511 extending along the length direction of the vehicle, and the plurality of fourth sub-reinforcing members 6511 being spaced apart along the height direction of the vehicle.

[0131] The fourth sub-reinforcing member 6511 can be constructed as a strip structure, a plate structure, etc. The fourth sub-reinforcing member 6511 can extend along the length direction of the vehicle, and multiple fourth sub-reinforcing members 6511 can be spaced apart along the height direction of the vehicle to form multiple force transmission paths. The number of fourth sub-reinforcing members 6511 can be, but is not limited to, two, three, or four. As some embodiments of this application, the number of fourth sub-reinforcing members 6511 can be two, with the two fourth sub-reinforcing members 6511 spaced apart along the height direction of the vehicle. This arrangement can improve the structural strength of the second reinforcing structure 65, and in the event of a frontal collision, multiple fourth sub-reinforcing members 6511 can collapse to absorb collision energy, thereby reducing the destructive force of the collision and protecting occupant safety.

[0132] In some embodiments of the present invention, such as Figure 2 As shown, at least one second reinforcing structure 65 further includes a plurality of second reinforcing members 651, which are connected between two adjacent fourth reinforcing members 6511.

[0133] The fifth sub-reinforcing member 6512 can be constructed as a strip structure, a plate structure, etc. The number of fifth sub-reinforcing members 6512 can be two, four, six, etc. Multiple fifth sub-reinforcing members 6512 can be connected between two adjacent fourth sub-reinforcing members 6511. As some embodiments of this application, the second reinforcing structure 65 includes two fourth sub-reinforcing members 6511. Multiple fifth sub-reinforcing members 6512 and two adjacent fourth sub-reinforcing members 6511 can form a three-dimensional intersecting grid frame structure. This arrangement can improve the structural strength and stability of the second reinforcing structure 65. Furthermore, the connection between the fifth sub-reinforcing member 6512 and the fourth sub-reinforcing member 6511 can form a rigid connection point. The portion between two adjacent connection points on the fourth sub-reinforcing member 6511 is more prone to crumple deformation to absorb collision energy and reduce the degree of damage to the occupant compartment from the collision force.

[0134] As some embodiments of this application, multiple fifth sub-reinforcing members 6512 can be integrally formed with the connected fourth sub-reinforcing member 6511.

[0135] In some embodiments of the present invention, such as Figure 2 As shown, the plurality of fifth sub-reinforcing members 6512 include at least one third reinforcing part 65121 and at least one fourth reinforcing part 65123. Along the length direction of the vehicle, the third reinforcing part 65121 and the fourth reinforcing part 65123 are arranged alternately in sequence, and the third reinforcing part 65121 and the adjacent fourth reinforcing part 65123 have an angle.

[0136] Along the length of the vehicle, the third reinforcing part 65121 and the fourth reinforcing part 65123 can be arranged alternately in sequence. That is, along the length of the vehicle, the third reinforcing part 65121 is adjacent to at least one fourth reinforcing part 65123, and the fourth reinforcing part 65123 is adjacent to at least one third reinforcing part 65121. Multiple third reinforcing parts 65121 and multiple fourth reinforcing parts 65123 can all be connected to the fourth sub-reinforcing member 6511. As some embodiments of this application, the second reinforcing structure 65 includes two fourth sub-reinforcing members 6511, with the third reinforcing part 65121 connected to both fourth sub-reinforcing members 6511, and the fourth reinforcing part 65123 connected to both fourth sub-reinforcing members 6511. The third reinforcing part 65121 can form a first connection point 65122 with the fourth sub-reinforcing member 6511, and the fourth reinforcing part 65123 can form a second connection point 65124 with the fourth sub-reinforcing member 6511. On the same fourth sub-reinforcing member 6511, the first connection point 65122 and the second connection point 65124 are arranged alternately along the length direction of the vehicle.

[0137] The third reinforcing part 65121 and the adjacent fourth reinforcing part 65123 can have an included angle, meaning that the third reinforcing part 65121 and the adjacent fourth reinforcing part 65123 are not parallel. The third reinforcing part 65121, the adjacent fourth reinforcing part 65123, and the fourth sub-reinforcing member 6511 can form a triangular structure to improve the structural stability of the second reinforcing structure 65. Furthermore, by forming multiple first connection points 65122 and multiple second connection points 65124 on a fourth sub-reinforcing member 6511, and by arranging these points alternately, the fourth sub-reinforcing member 6511 can be divided into multiple segments of different lengths. For a third reinforcing part 65121 and an adjacent fourth reinforcing part 65123, the segments between two closely spaced adjacent first connection points 65122 and second connection points 65124 are less prone to collapse and deformation due to their relatively small length. The sub-segment has good structural strength, which is beneficial to improving the structural strength of the fourth sub-reinforcing member 6511. In contrast, the sub-segments between two adjacent first connection points 65122 and second connection points 65124 that are far apart are prone to collapse deformation due to their relatively large length. They are easy to use to absorb collision energy, thereby reducing the degree of damage to the occupant compartment caused by the collision force. This arrangement can make the structure of the second reinforcing structure 65 reasonable, so that the second reinforcing structure 65 can have a certain structural strength and can collapse deformation to absorb collision energy, thereby improving the reliability of the second reinforcing structure 65.

[0138] As some embodiments of this application, at least one third reinforcing part 65121 is connected to at least one adjacent fourth reinforcing part 65123. This arrangement can form a more stable triangular structure to improve the overall structural strength of the second reinforcing structure 65.

[0139] In some embodiments of the present invention, such as Figure 2 As shown, the plurality of second reinforcing members 651 of at least one second reinforcing structure 65 further include at least one sixth sub-reinforcing member 6513, which is connected to the fourth sub-reinforcing member 6511 and intersects with the fifth sub-reinforcing member 6512.

[0140] The sixth sub-reinforcing member 6513 can be constructed as a strip structure, a plate structure, etc. The sixth sub-reinforcing member 6513 can be connected to the fourth sub-reinforcing member 6511. As some embodiments of this application, the second reinforcing structure 65 includes two fourth sub-reinforcing members 6511. The sixth sub-reinforcing member 6513 can be connected to both fourth sub-reinforcing members 6511. The sixth sub-reinforcing member 6513 can be intersected with the fifth sub-reinforcing member 6512, and the fifth sub-reinforcing member 6512 can be connected to both fourth sub-reinforcing members 6511. As some embodiments of this application, the sixth sub-reinforcing member 6513 can be intersected with the fifth sub-reinforcing member 6512. This arrangement can form multiple triangular structures, which can optimize the collision force transmission path and divert the collision force to improve the structural stability and collision performance of the second reinforcing structure 65.

[0141] As some embodiments of this application, the sixth sub-reinforcing member 6513 may be integrally formed with the fourth sub-reinforcing member 6511. As some embodiments of this application, the sixth sub-reinforcing member 6513 may be integrally formed with the fifth sub-reinforcing member 6512.

[0142] In some embodiments of this application, such as Figure 2 As shown, at least one second control arm mount 622 is located between two adjacent fourth sub-reinforcements 6511 of the second reinforcement structure 65.

[0143] At least one second control arm mount 622 can be located between two adjacent fourth sub-reinforcing members 6511 of the second reinforcing structure 65. That is, one second control arm mount 622 can be located between two adjacent fourth sub-reinforcing members 6511 of the second reinforcing structure 65, or two second control arm mounts 622 can be located between two adjacent fourth sub-reinforcing members 6511 of the second reinforcing structure 65. Placing the second control arm mount 622 between two adjacent fourth sub-reinforcing members 6511 can improve the structural strength and connection stability of the second control arm mount 622.

[0144] In some embodiments of the present invention, such as Figure 2 As shown, a second notch 663 is provided between the two second reinforcing structures 65 along the height direction of the vehicle; and / or, a second recess 664 is provided at the lower end of the first body 611 along the height direction of the vehicle.

[0145] Along the height direction of the vehicle, there may be a second gap 663 between the two second reinforcing structures 65. The second gap 663 can serve as the installation space for vehicle stabilizer bars, wiring harnesses, pipes and other components. This arrangement results in a reasonable spatial layout, a compact structure and high space utilization.

[0146] Along the height direction of the vehicle, the lower end of the first body 611 may have a second recess 664, and part of the structure of the fourth sub-reinforcing member 6511 may be recessed in a conformal manner. The second recess 664 can serve as the installation space for vehicle stabilizer bars, wiring harnesses, pipes and other components. As some embodiments of this application, the second recess 664 can serve as the installation space for vehicle stabilizer bars. This arrangement provides a reasonable spatial layout, a compact structure, and high space utilization.

[0147] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, along the length of the vehicle, the front end of the first body 611 has a first notch 69, which is used to accommodate a portion of the longitudinal beam.

[0148] As some embodiments of this application, the first notch 69 may be along the width direction of the vehicle ( Figure 3 The first notch 69 (in the Y direction shown) extends through the first body 611. As some embodiments of this application, the first notch 69 can be formed by the first body 611 along the length direction of the vehicle (as shown in the Y direction). Figure 1 The indentation forms inward in the X direction (as shown).

[0149] The first notch 69 is used to accommodate a portion of the longitudinal beam. Specifically, the portion of the longitudinal beam corresponding to the second reinforcing structure 65 can be accommodated in the first notch 69. For example, the portion of the first longitudinal beam 10 and the portion of the second longitudinal beam 20 described above can be accommodated in the first notch 69. By accommodating a portion of the longitudinal beam in the first notch 69, the force transmission between the longitudinal beam and the first body 611 can be smooth, which is beneficial to improving the collision performance of the vehicle.

[0150] As some embodiments of this application, along the length direction of the vehicle ( Figure 1 As shown in the X direction, the first notch 69 extends obliquely towards the surface of the longitudinal beam. That is, the surface of the first notch 69 facing the longitudinal beam is an inclined plane, and the normal of this inclined plane is not parallel to the X and Z directions of the vehicle. This setting can reduce the idle travel of the surface of the first notch 69 facing the longitudinal beam during the collision with the longitudinal beam, and can also disperse the impact energy and avoid stress concentration, thereby reducing the peak load of the tower pack 6 and improving the collision performance.

[0151] In some embodiments of the present invention, such as Figure 4 As shown, the first reinforcing structure 631 and the second reinforcing structure 65 are intersecting. In some embodiments of this application, the first reinforcing structure 631 and the second reinforcing structure 65 are arranged crosswise. By making the first reinforcing structure 631 and the second reinforcing structure 65 intersect, a cross-type reinforcing structure can be formed, thereby greatly improving the structural strength and stiffness of the tower pack body 61, enhancing the mechanical properties of the tower pack 6, giving the tower pack 6 excellent impact resistance, and improving the overall stiffness of the forward nacelle to meet performance requirements.

[0152] In some embodiments of the present invention, such as Figure 2 and Figure 3 As shown, the tower package 6 also includes a third reinforcing structure 67, which is disposed on the second body 612. The number of third reinforcing structures 67 is the same as that of the first reinforcing structures 631 and they correspond one-to-one.

[0153] Among them, along the height direction of the vehicle (i.e. Figure 2 (as shown in the Z direction), the upper end of the first body 611 is connected to the second body 612, and further, along the width direction of the vehicle (i.e. Figure 3 (As shown in the Y direction), the upper end of the first body 611 is connected to the end of the second body 612 facing the inside of the vehicle. This arrangement makes the structure of the tower body 61 reasonable, avoids the wheel envelope, and provides more rotation space for the vehicle's wheels to meet the requirements of large-angle wheel rotation.

[0154] The first reinforcing structure 631 and the second reinforcing structure 65 are both disposed on the first body 611, and the third reinforcing structure 67 is disposed on the second body 612. The number of third reinforcing structures 67 and the number of first reinforcing structures 631 are the same and they correspond one-to-one. As some embodiments of this application, the third reinforcing structure 67 can be constructed as a combination structure of multiple reinforcing ribs. The connection method between the third reinforcing structure 67 and the second body 612 can be, but is not limited to, welding, bolting, etc. As some embodiments of this application, the third reinforcing structure 67 and the second body 612 are integrally formed.

[0155] The number of third reinforcing structures 67 is the same as that of the first reinforcing structures 631 and they correspond one-to-one. As some embodiments of this application, there are two first reinforcing structures 631, which are arranged at intervals along the length of the vehicle. There are also two third reinforcing structures 67, which are arranged at intervals along the length of the vehicle. The two first reinforcing structures 631 correspond one-to-one with the two third reinforcing structures 67.

[0156] In some embodiments of this application, the end of the third reinforcing structure 67 can be directly connected to the upper end of the corresponding first reinforcing structure 631. In some embodiments of this application, the end of the third reinforcing structure 67 can be indirectly connected to the upper end of the corresponding first reinforcing structure 631. In some embodiments of this application, the end of the third reinforcing structure 67 can be spaced apart from the upper end of the corresponding first reinforcing structure 631. This arrangement can improve the stability of the tower arm 6, and the third reinforcing structure 67 can withstand the Y-axis impact force from the road surface on the upper control arm of the vehicle, thereby improving the stiffness of the tower arm 6 and thus improving the overall vehicle handling stability.

[0157] In some embodiments of the present invention, such as Figure 2 and Figure 3 As shown, the third reinforcing structure 67 extends along the width direction of the vehicle and includes a plurality of third reinforcing members 671, all of which are disposed on the tower body 61.

[0158] As some embodiments of this application, along the width direction of the vehicle, the inner end of the third reinforcing structure 67 (i.e. the end of the third reinforcing structure 67 facing the inside of the vehicle) can be spaced apart from the upper end of the corresponding first reinforcing structure 631. By extending the third reinforcing structure 67 along the width direction of the vehicle, the arrangement of the third reinforcing structure 67 can be made reasonable, and the third reinforcing structure 67 can reliably withstand the road Y-direction impact force on the upper control arm of the vehicle, which is beneficial to improving the rigidity of the tower 6.

[0159] The third reinforcing structure 67 includes a plurality of third reinforcing members 671, all of which are disposed on the second body 612. The number of third reinforcing members 671 is multiple, and the number of third reinforcing members 671 can be, but is not limited to, two or three. As some embodiments of this application, the number of third reinforcing members 671 is three.

[0160] The third reinforcing member 671 is disposed on the second body 612. The third reinforcing member 671 is connected to the second body 612. The connection method between the third reinforcing member 671 and the second body 612 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the third reinforcing member 671 and the second body 612 are integrally formed.

[0161] By including multiple third reinforcing members 671 in the third reinforcing structure 67, the third reinforcing structure 67 can have excellent stiffness and structural strength, effectively withstand the Y-axis impact force of the road surface on the upper control arm of the vehicle, which is beneficial to improve the stiffness of the tower pack 6, and can significantly improve the structural strength of the tower pack 6, optimize the force transmission path of the tower pack 6, and improve the collision performance of the tower pack 6.

[0162] In some embodiments of the present invention, such as Figure 2 and Figure 3 As shown, at least one third reinforcing structure 67 includes a plurality of third reinforcing members 671, which include a plurality of seventh sub-reinforcing members 6711, which extend along the width direction of the vehicle and are spaced apart along the length direction of the vehicle.

[0163] In other words, at least one of the third reinforcing structures 67 includes a plurality of seventh sub-reinforcing members 671. In other words, among the plurality of third reinforcing structures 67, the plurality of third reinforcing members 671 of one third reinforcing structure 67 includes a plurality of seventh sub-reinforcing members 6711, or, among the plurality of third reinforcing structures 67, the plurality of third reinforcing members 671 of the plurality of third reinforcing structures 67 includes a plurality of seventh sub-reinforcing members 6711.

[0164] The number of seventh sub-reinforcing members 6711 can be multiple, including but not limited to two or three. In some embodiments of this application, the number of seventh sub-reinforcing members 6711 is three, while in some embodiments of this application, the number of seventh sub-reinforcing members 6711 is two.

[0165] The seventh sub-reinforcing member 6711 extends along the width direction of the vehicle, and a plurality of seventh sub-reinforcing members 6711 are spaced apart along the length direction of the vehicle.

[0166] This configuration allows for a more rational structural design of the third reinforcing structure 67, enabling it to more effectively withstand the Y-axis impact force from the road surface on the upper control arm of the vehicle, and also helps to improve the rigidity of the tower pack 6.

[0167] In some embodiments of the present invention, such as Figure 2 and Figure 3 As shown, at least one third reinforcing structure 67 further includes a plurality of third reinforcing members 671, which are connected to the seventh reinforcing member 6711, and the plurality of eighth reinforcing members 6712 are configured as at least one set of second reinforcing member groups 672, which includes two intersecting eighth reinforcing members 6712.

[0168] That is, at least one of the third reinforcing structures 67 includes an eighth sub-reinforcing member 671. In other words, among the multiple third reinforcing structures 67, the multiple third reinforcing members 671 of one third reinforcing structure 67 include an eighth sub-reinforcing member 6712, or, among the multiple third reinforcing structures 67, the multiple third reinforcing members 671 of the multiple third reinforcing structures 67 include an eighth sub-reinforcing member 6712.

[0169] The number of eighth sub-reinforcing members 6712 is multiple. The number of eighth sub-reinforcing members 6712 can be, but is not limited to, two or three. As some embodiments of this application, the number of eighth sub-reinforcing members 6712 is four.

[0170] The eighth sub-reinforcing member 6712 is connected to the seventh sub-reinforcing member 6711. The connection method between the eighth sub-reinforcing member 6712 and the seventh sub-reinforcing member 6711 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the eighth sub-reinforcing member 6712 and the seventh sub-reinforcing member 6711 are integrally formed.

[0171] The plurality of eighth sub-reinforcing members 6712 are configured as at least one group of second reinforcing members 672. That is, the plurality of eighth sub-reinforcing members 6712 are configured as one group of second reinforcing members 672, or the plurality of eighth sub-reinforcing members 6712 are configured as multiple groups of second reinforcing members 672. As some embodiments of this application, the number of eighth sub-reinforcing members 6712 is four, and every two eighth sub-reinforcing members 6712 are configured as one group of second reinforcing members 672. As some embodiments of this application, the number of eighth sub-reinforcing members 6712 is six, and every two eighth sub-reinforcing members 6712 are configured as one group of second reinforcing members 672.

[0172] The second reinforcing member group 672 includes two intersecting eighth sub-reinforcing members 6712. In some embodiments of this application, the number of eighth sub-reinforcing members 6712 is four, with each pair of eighth sub-reinforcing members 6712 forming a group of second reinforcing member groups 672. The two eighth sub-reinforcing members 6712 of the second reinforcing member group 672 are intersecting. In some embodiments of this application, the two eighth sub-reinforcing members 6712 of the second reinforcing member group 672 are cross-arranged.

[0173] As some embodiments of this application, the number of third reinforcing structures 67 is two. Each third reinforcing structure 67 includes a plurality of third reinforcing members 671, which include two seventh sub-reinforcing members 6711. The two seventh sub-reinforcing members 6711 are spaced apart along the length direction of the vehicle. Each third reinforcing structure 67 also includes two eighth sub-reinforcing members 6712. The two eighth sub-reinforcing members 6712 are configured as a group of second reinforcing member groups 672. Each eighth sub-reinforcing member 6712 is connected between the two seventh sub-reinforcing members 6711, and the two eighth sub-reinforcing members 6712 are arranged crosswise.

[0174] This configuration can improve the structural strength of the third reinforcing structure 67 through the eighth sub-reinforcing member 6712, further optimize the force transmission path of the tower package 6, effectively withstand the Y-axis impact force from the road surface on the upper control arm of the vehicle, and enable the collision force to be transmitted along the eighth sub-reinforcing member 6712, effectively dispersing the collision force and improving the performance of the tower package 6.

[0175] In some embodiments of the present invention, such as Figure 4 As shown, a portion of the first reinforcing structure 631 is constructed as a portion of the second reinforcing structure 65. That is, the first reinforcing structure 631 and the second reinforcing structure 65 share a common structural portion. In some embodiments of this application, there are two of each type of reinforcing structure, with each first reinforcing structure 631 intersecting with both second reinforcing structures 65, and each second reinforcing structure 65 intersecting with both first reinforcing structures 631. The intersecting portion of the first reinforcing structure 631 and the second reinforcing structure 65 is the shared portion.

[0176] As some embodiments of this application, the portion where at least one first reinforcing structure 631 intersects with at least one second reinforcing structure 65 includes two intersecting reinforcing ribs. As some embodiments of this application, the two intersecting reinforcing ribs may be a sixth sub-reinforcing member 6513 and a fifth sub-reinforcing member 6512, respectively.

[0177] By constructing a portion of the first reinforcing structure 631 as a portion of the second reinforcing structure 65, the arrangement of the first reinforcing structure 631 and the second reinforcing structure 65 can be made reasonable, which can significantly improve the mechanical properties of the tower pack 6, effectively disperse the collision force, give the tower pack 6 excellent crashworthiness, improve the overall rigidity of the forward cabin, and help improve the service performance of the tower pack 6.

[0178] According to an embodiment of the present invention, the vehicle includes the tower pack 6 of the above embodiment. By defining a clearance notch 6122 in the second body 612, an installation position can be provided for the steering motor, solving the problem of steering motor arrangement. Furthermore, the clearance notch 6122 is provided through the height direction of the vehicle, which can accommodate the jumping envelope of the steering motor and reduce the risk of interference between the steering motor and the tower pack 6. In addition, by forming the clearance notch 6122 in the second body 612, the structural strength of the first body 611 will not be affected, thereby stabilizing the force transmitted from the road surface to the vehicle body through the suspension, which is beneficial to improving the overall driving comfort of the vehicle.

[0179] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0180] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0181] In the description of this invention, "a plurality of" means two or more.

[0182] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0183] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0184] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0185] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A tower pack for a vehicle, characterized in that, include: A tower pack body, the tower pack body being adapted to be connected to the upper longitudinal beam of the vehicle and comprising: a first body and a second body, the first body and the second body being connected; A control arm mounting component is provided on the first body and is adapted to be assembled with a control arm. The second body defines a clearance notch that extends along the height direction of the vehicle and is used to avoid the steering motor of the vehicle.

2. The vehicle tower pack according to claim 1, characterized in that, The second body includes: a sub-body, a first connecting arm, and a second connecting arm. The first connecting arm and the second connecting arm are both connected to the sub-body. The sub-body is connected to the first body. The first connecting arm and the second connecting arm are arranged at intervals along the length direction of the vehicle. The first connecting arm, the second connecting arm, and the sub-body together define the avoidance gap.

3. The vehicle tower pack according to claim 2, characterized in that, The ends of the first connecting arm and the second connecting arm furthest from the sub-body are both adapted to be connected to the upper longitudinal beam; And / or, the inner wall of the clearance notch has a reinforced flange.

4. The tower pack of the vehicle according to claim 1, characterized in that, The control arm mounting component includes at least one first control arm mounting component and at least one second control arm mounting component. The first control arm mounting component and the second control arm mounting component are both disposed on the first body. The first control arm mounting component and the second control arm mounting component are spaced apart along the height direction of the vehicle. The first control arm mounting component and the second control arm mounting component are respectively adapted to be assembled with different control arms.

5. The vehicle tower pack according to claim 4, characterized in that, Also includes: A first reinforcing structure is disposed on the first body and located between the first control arm mounting member and the second control arm mounting member.

6. The vehicle tower pack according to claim 5, characterized in that, The plurality of first control arm mounting components are constructed as a first mounting component group, and the plurality of second control arm mounting components are constructed as a second mounting component group. The plurality of first mounting component groups and the plurality of second mounting component groups correspond one-to-one, and the first reinforcing structure is provided between the first mounting component group and the corresponding second mounting component group. The control arm mounting component further includes a third control arm mounting component, which is disposed on the first body. The third control arm mounting component is provided between two adjacent groups of the first mounting components. Both the first control arm mounting component and the second control arm mounting component are constructed as mounting posts. The mounting posts have a first mounting hole extending along the width direction of the vehicle. The third control arm mounting component is constructed as a mounting boss. The mounting boss has a second mounting hole extending along the height direction of the vehicle.

7. The tower pack of the vehicle according to claim 1, characterized in that, Also includes: Multiple second reinforcing structures are disposed on the first body. The multiple second reinforcing structures are arranged along the height direction of the vehicle and extend along the length direction of the vehicle. The front ends of the multiple second reinforcing structures are respectively adapted to correspond to different longitudinal beams of the vehicle.

8. The vehicle tower pack according to claim 7, characterized in that, Along the length of the vehicle, the rear end of the first body has a first recess for receiving a portion of the front bulkhead crossbeam and is adapted to be connected to the front bulkhead crossbeam.

9. The tower pack of the vehicle according to claim 8, characterized in that, Along the height direction of the vehicle, the first recess is located above the second reinforcing structure; And / or, at least one rear end of the second reinforcing structure is connected to the rear end of an adjacent second reinforcing structure.

10. The tower pack of the vehicle according to claim 7, characterized in that, Along the length of the vehicle, the front end of the first body has a first notch for receiving a portion of the longitudinal beam.

11. The tower pack of the vehicle according to claim 5, characterized in that, Also includes: The third reinforcing structure is disposed on the second body, and the number of the third reinforcing structures is the same as that of the first reinforcing structures and they correspond one-to-one.

12. A vehicle, characterized in that, The tower pack of the vehicle according to any one of claims 1-11.

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