A vehicle shock tower assembly connection process and a vehicle shock tower assembly

Abstract

The application provides a vehicle shock tower assembly connecting process and a vehicle shock tower assembly, and relates to the technical field of vehicle welding. The connecting process comprises the following steps: first station welding: continuously welding at the butt joint position of the shock tower body and the connecting plate through a first continuous friction stir welding gun; second station welding: spot welding at the lap joint position of the shock tower body and the upper side beam through a C-shaped friction stir spot welding gun, spot welding at the lap joint position of the shock tower body and the first reinforcing plate through a first ordinary friction stir spot welding gun, and spot welding at the lap joint position of the upper side beam and the connecting plate; continuously welding at the junction of the edge of the lower supporting leg and the inner plate through a second continuous friction stir welding gun; third station welding: welding at the lap joint position of the first reinforcing plate and the inner plate and the welding of the remaining components of the vehicle shock tower assembly through a second ordinary friction stir spot welding gun. The vehicle shock tower assembly connecting process can improve the operation efficiency and the overall quality.

Description

Technical Field

[0001] This invention relates to the field of vehicle welding technology, and more specifically, to a connection process for a vehicle shock absorber tower assembly and a vehicle shock absorber tower assembly. Background Technology

[0002] Under the industry trend of synergistic improvement in automotive lightweighting and structural strength, the vehicle shock absorber tower assembly, as a key load-bearing component of the suspension system, is gradually transforming and optimizing its material selection and connection process from traditional single metal structures to steel-aluminum composite hybrid structures. Aluminum alloys, with their low-density material properties, can effectively achieve the goal of vehicle lightweighting and weight reduction, while high-strength steel, relying on its excellent yield strength and impact resistance, bears the core load transmission path of the component. This complementary combination has become the mainstream material configuration scheme in current vehicle shock absorber tower assembly design. Currently, in the industry, the manufacturing of such shock absorber tower assemblies typically involves first separately molding the aluminum alloy shock absorber tower body and the steel sheet metal parts, and then completing the subsequent assembly and connection through two conventional processes: mechanical connection or arc welding.

[0003] However, both of the aforementioned conventional connection processes have inherent technical defects, which restrict production efficiency and the overall quality of components. When using mechanical connection, it is necessary to drill holes in the components in advance and add bolts, rivets and other fasteners. This not only damages the original structural integrity of the steel and aluminum substrate itself and weakens the overall structural strength of the shock absorber tower assembly, thus affecting the overall quality, but also greatly increases the difficulty of fastener assembly in space-constrained areas, thereby reducing overall work efficiency. When using arc welding, the difference in physical properties between steel and aluminum, with their significantly different melting points, makes it difficult to precisely control the heat input during the welding process. The joint area is prone to the formation of brittle Fe-Al intermetallic compounds, directly resulting in low tensile strength of the joint, thus affecting the overall quality. Rework further reduces overall work efficiency. Summary of the Invention

[0004] To address the aforementioned problems, this invention provides a vehicle shock absorber tower assembly connection process and a vehicle shock absorber tower assembly.

[0005] In a first aspect, the present invention provides a connection process for a vehicle shock absorber tower assembly, comprising the following steps: First station welding: At the first station, the first end of the shock absorber tower body is brought into contact with the connecting plate, and continuous welding is performed at the joint position of the shock absorber tower body and the connecting plate by the first continuous friction stir welding torch. Second station welding: At the second station, the second end of the shock absorber tower body overlaps with a portion of the upper beam's folded edge, and the other portion of the upper beam's folded edge overlaps with the connecting plate. Spot welding is performed at the overlap position between the shock absorber tower body and the upper beam using a C-type friction stir spot welding gun. At the second work station, the end of the shock absorber tower body away from the upper beam overlaps with the first end of the first reinforcing plate. The shock absorber tower body and the first reinforcing plate are spot welded at the overlap position by the first ordinary friction stir spot welding gun, and the upper beam and the connecting plate are spot welded at the overlap position. At the second work station, the inner plate of the lower beam is fixed below the first reinforcing plate, and the lower support foot of the shock absorber tower body overlaps with the end face of the inner plate along the thickness direction, and the second end of the first reinforcing plate overlaps with a portion of the folded edge of the inner plate; continuous welding is performed at the junction of the lower support foot and the inner plate using a second continuous friction stir welding torch. Third station welding: At the third station, spot welding is performed at the overlap position of the first reinforcing plate and the inner plate using a second ordinary friction stir spot welding gun, and the remaining components of the vehicle shock absorber tower assembly are welded using the second ordinary friction stir spot welding gun.

[0006] Optionally, the welding of the remaining components of the vehicle shock absorber tower assembly using the second conventional friction stir spot welding torch includes: At the third work station, the second reinforcing plate and the semi-finished product obtained at the second work station are fixed, such that a portion of the folded edge of the second reinforcing plate facing the connecting plate overlaps with the damping tower body, and another portion of the folded edge of the second reinforcing plate facing the connecting plate overlaps with the connecting plate, and the folded edge of the second reinforcing plate away from the connecting plate overlaps with the upper beam. Spot welding is performed at the overlap positions of the second reinforcing plate and the damping tower body, the second reinforcing plate and the connecting plate, and the second reinforcing plate and the upper beam using a second ordinary friction stir spot welding gun.

[0007] Optionally, after the inner plate is fixed, the third end of the shock absorber tower body is also made to overlap with a portion of the folded edge of the inner plate; The welding of the remaining components of the vehicle shock absorber tower assembly using the second ordinary friction stir spot welding torch also includes: At the third work station, the outer plate of the lower beam is fixed, and the outer plate overlaps with the folded edge of the inner plate. Part of the folded edge of the inner plate is located between the outer plate and the third end of the shock absorber tower body. Spot welding is performed at the overlap position of the outer plate and the inner plate using the second ordinary friction stir spot welding gun, and spot welding is also performed at the third end of the shock absorber tower body, the overlap position of the inner plate and the outer plate.

[0008] Optionally, before continuously welding at the junction of the lower support leg and the inner plate using the second continuous friction stir welding torch, the method further includes: The first ordinary friction stir spot welding gun is used to spot weld at the overlap position between the lower support foot and the first reinforcing plate to form a spot weld point, and the spot weld point is located within the outline of the lower support foot.

[0009] Optionally, during the welding process of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch, when it is detected that the welding effect does not meet the preset effect, the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch is controlled to pause its movement at the current welding position, the stirring head speed and welding speed are adjusted to perform local remelting to eliminate defects, and then the original welding parameters are restored to continue the operation.

[0010] Optionally, time-domain analysis is performed on the welding force and displacement signals of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch to obtain the relationship between forging pressure and pressing depth. Frequency-domain analysis is performed on the spindle torque signals of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch to obtain the stirring heat input characteristics. Time-frequency domain joint analysis is performed on the acoustic emission signals of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch to obtain the defect initiation characteristics. The relationship between forging pressure and pressing depth, the stirring heat input characteristics, and the defect initiation characteristics are input into a preset quality assessment model, and the current welding quality index is output. When the quality assessment index is lower than a threshold, it is determined that the welding effect has not reached the preset effect.

[0011] Optionally, during the welding process of the C-type friction stir spot welding gun, the first ordinary friction stir spot welding gun, or the second ordinary friction stir spot welding gun, a dense array of weld points is arranged in the stress concentration area of ​​the vehicle shock absorber tower assembly, and a sparse array of weld points is arranged in the stress flattening area of ​​the vehicle shock absorber tower assembly.

[0012] Optionally, during the welding process of the first continuous friction stir welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, and the second ordinary friction stir spot welding torch, a block is used to support the back of the welding position.

[0013] Optionally, the following steps are also included before welding at the first station: Preparation before welding: Based on the structure and stress analysis of the vehicle shock absorber tower assembly, determine the joint type and welding method for each welding position of the vehicle shock absorber tower assembly.

[0014] Secondly, the present invention provides a vehicle shock absorber tower assembly, which is manufactured using the vehicle shock absorber tower assembly connection process described above.

[0015] Compared with related technologies, the beneficial effects of the present invention are as follows: This invention employs a multi-station, step-by-step welding integrated connection process. By decoupling the processes, it breaks down the multiple interconnected and thermally coupled connections on the vehicle shock absorber tower assembly into different physical spaces and time dimensions for independent completion, ensuring welding quality. Friction stir welding is used as the core connection process, and differentiated welding schemes are adopted to meet the structural adaptation requirements of different areas of the vehicle shock absorber tower assembly. Specifically, in the first station, a first continuous friction stir welding torch is used to perform continuous welding at the mating position between the shock absorber tower body and the connecting plate, achieving a continuous and sealed connection in a sufficiently spacious continuous connection area; the second station... The C-type friction stir welding torch and the first ordinary friction stir welding torch are used for spot welding operations. For complex areas with limited space, such as the damper tower body and the upper beam, the damper tower body and the first reinforcing plate, and the upper beam and the connecting plate, dense point connections are achieved to meet the requirements of local high-strength connections. Simultaneously, a second continuous friction stir welding torch is used to form continuous welds between the lower support leg and the inner plate of the damper tower body, increasing the connection strength in high-stress areas. In the third station, a second ordinary friction stir welding torch is used to spot weld and fix the overlap between the first reinforcing plate and the inner plate, as well as the remaining components of the vehicle damper tower assembly, completing the repair welding. Because this invention uses solid-state friction stir welding throughout, it eliminates the drilling process and additional fasteners required for traditional mechanical connections, effectively improving the structural integrity of the base material. It also effectively avoids defects caused by the difference in melting points between steel and aluminum, high heat input, and the formation of brittle Fe-Al intermetallic compounds, softening of the heat-affected zone on the aluminum alloy side, and thermal deformation on the steel side caused by arc welding, thereby improving the overall quality.

[0016] In summary, the vehicle shock absorber tower assembly connection process of the present invention, by matching different friction stir welding guns at different workstations, precisely adapts to various connection forms such as splicing and lapping, as well as the process requirements of two different connection areas: complex and constrained, and space-constrained, thus greatly improving work efficiency and overall quality. Attached Figure Description

[0017] Figure 1 This is a schematic flowchart illustrating the connection process of the vehicle shock absorber tower assembly according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the welding state at the first station according to an embodiment of the present invention; Figure 3 This is a schematic diagram of a semi-finished product after welding at the first station in an embodiment of the present invention. Figure 4 This is a schematic diagram of the welding state at the second station according to an embodiment of the present invention; Figure 5 This is a schematic diagram of a semi-finished product after welding at the second station in an embodiment of the present invention. Figure 6 This is a schematic diagram of the welding state at the third station according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of the vehicle shock absorber tower assembly according to an embodiment of the present invention. Figure 1 ; Figure 8 This is a schematic diagram of the structure of the vehicle shock absorber tower assembly according to an embodiment of the present invention. Figure 2 .

[0018] Explanation of reference numerals in the attached figures: 10. Vibration damping tower body; 11. Lower support foot; 20. Connecting plate; 30. Upper beam; 40. First reinforcing plate; 50. Lower beam; 51. Inner plate; 52. Outer plate; 60. Second reinforcing plate; 70. Robot arm. Detailed Implementation

[0019] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the accompanying drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0020] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this invention are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0021] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0022] In related technologies, vehicle shock absorber tower assemblies often adopt a steel-aluminum hybrid structure. However, due to inherent defects in traditional mechanical connections and arc welding processes, problems such as compromised structural integrity, brittle joints, softening of the heat-affected zone, and assembly difficulties in space-constrained areas exist. Especially in complex working conditions where multiple irregular joints coexist, such as the butt joint between the shock absorber tower body and the connecting plate, and the lap joint between the shock absorber tower body and the upper / lower side beam, a single welding method cannot simultaneously ensure strength, spatial adaptability, and process stability. This results in poor mass production consistency, high rework rates, and consequently affects operational efficiency.

[0023] To address the aforementioned problems, the vehicle shock absorber tower assembly connection process of this invention, as follows: Figure 1 As shown, it includes the following steps: S100, First station welding: At the first station, the first end of the shock absorber tower body 10 is brought into contact with the connecting plate 20, and continuous welding is performed at the joint position of the shock absorber tower body 10 and the connecting plate 20 by the first continuous friction stir welding gun. In the welding process at the first station, the damper tower body 10 is a core load-bearing component made of aluminum alloy, and the connecting plate 20 is a steel sheet metal part. Both are the basic connecting components of the damper tower assembly. The first station is a dedicated welding fixture station, such as... Figure 2 As shown, during operation, the damping tower body 10 and the connecting plate 20 are placed in the tooling at this workstation for positioning and fixation, so that the first end face of the damping tower body 10 and the corresponding end face of the connecting plate 20 are fitted together to form a butt joint structure. A first continuous friction stir welding torch is used to perform continuous welding along the butt joint, forming a continuous fusion weld at the butt joint position, thus completing the processing of the basic semi-finished product. The effect of this semi-finished product is as follows: Figure 3 As shown; S200, Second station welding: At the second station, the second end of the damping tower body 10 is made to overlap with a part of the folded edge of the upper beam 30, and the other part of the folded edge of the upper beam 30 is made to overlap with the connecting plate 20. Spot welding is performed at the overlap position of the damping tower body 10 and the upper beam 30 using a C-type friction stir spot welding gun. At the second work station, the end of the shock absorber tower body 10 away from the upper beam 30 overlaps with the first end of the first reinforcing plate 40. Spot welding is performed at the overlap position of the shock absorber tower body 10 and the first reinforcing plate 40, and at the overlap position of the upper beam 30 and the connecting plate 20, using a first ordinary friction stir spot welding gun. At the second work station, the inner plate 51 of the lower beam 50 is fixed below the first reinforcing plate 40, and the lower support leg 11 of the shock absorber tower body 10 overlaps with the end face of the inner plate 51 along the thickness direction, and the second end of the first reinforcing plate 40 overlaps with a part of the folded edge of the inner plate 51; continuous welding is performed at the junction of the edge of the lower support leg 11 and the inner plate 51 by the second continuous friction stir welding gun. In the welding step at the second station, the second station is another dedicated welding fixture station, such as... Figure 4 As shown, the steel upper beam 30 and the semi-finished product processed at the first station are placed together in the fixture at this station and positioned and fixed, so that the second end of the damper tower body 10 is attached to a part of the folded edge of the upper beam 30 to form an overlapping structure. At the same time, the other part of the folded edge of the upper beam 30 is also attached to the corresponding position of the connecting plate 20 to form an overlapping structure. A C-type friction stir spot welding gun is used to perform spot welding at the overlapping and attached position of the damper tower body 10 and the upper beam 30 to complete the spot connection at this position. Continue to position and fix the steel first reinforcing plate 40 in the fixture at the second station, so that the end of the damper tower body 10 away from the upper beam 30 is attached to the first end of the first reinforcing plate 40 to form an overlapping structure. A first ordinary friction stir spot welding gun is used to first perform spot welding at the overlapping and attached position of the damper tower body 10 and the first reinforcing plate 40, and then at the overlapping and attached position of the upper beam 30 and the connecting plate 20. Spot welding is performed; subsequently, in the second workstation fixture, the inner plate 51 of the steel lower beam 50 is positioned and fixed below the first reinforcing plate 40, so that the lower support leg 11 of the shock absorber tower body 10 is attached to the end face of the inner plate 51 along the thickness direction to form an overlapping structure. At the same time, the second end of the first reinforcing plate 40 is attached to another part of the folded edge of the inner plate 51 to form an overlapping structure. The second continuous friction stir welding torch is used to continuously weld along the edge of the lower support leg 11 and the overlapping joint of the inner plate 51 to form a continuous weld. The semi-finished product effect is as follows: Figure 5 As shown; S300, Third Station Welding: Spot welding is performed at the lap joint of the first reinforcing plate 40 and the inner plate 51 using the second ordinary friction stir spot welding gun at the third station, and welding of the remaining parts of the vehicle shock absorber tower assembly is also performed using the second ordinary friction stir spot welding gun. In the third welding step, the third station is the finished product welding fixture station, using a second ordinary friction stir spot welding torch, such as... Figure 6 As shown, spot welding is first performed at the overlap and contact point between the first reinforcing plate 40 and the inner plate 51. Then, spot welding is performed on the remaining un-welded parts of the vehicle shock absorber tower assembly one by one. After completing all welding processes, a complete vehicle shock absorber tower assembly is obtained. The effect of the vehicle shock absorber tower assembly is as follows. Figure 7 , 8 As shown.

[0024] In this optional embodiment, a multi-station, step-by-step welding integrated connection process is adopted. By decoupling the processes, the multiple interconnected and thermally coupled connections on the vehicle shock absorber tower assembly are decomposed into different physical spaces and time dimensions for independent completion, ensuring welding quality. Friction stir welding is used as the core connection process, and differentiated welding schemes are adopted for the structural adaptation requirements of different areas of the vehicle shock absorber tower assembly. Specifically, in the first station, a first continuous friction stir welding torch is used to perform continuous welding at the mating position of the shock absorber tower body 10 and the connecting plate 20, adapting to the continuous connection area with sufficient space to achieve continuous sealing connection; the second station uses C-type welding torches to perform continuous welding at the mating position of the shock absorber tower body 10 and the connecting plate 20. The friction stir spot welding gun and the first ordinary friction stir spot welding gun complete the spot welding operation. For complex areas with limited space, such as the shock absorber tower body 10 and the upper beam 30, the shock absorber tower body 10 and the first reinforcing plate 40, and the upper beam 30 and the connecting plate 20, the spot welding is completed to achieve dense point connection and meet the local high-strength connection requirements. At the same time, the continuous friction stir welding gun is used to complete the continuous weld formation between the lower support foot 11 of the shock absorber tower body 10 and the inner plate 51 to increase the connection strength in the high-stress area. The third station uses the second ordinary friction stir spot welding gun to complete the spot welding and fixing of the overlap position of the first reinforcing plate 40 and the inner plate 51 and the remaining parts of the vehicle shock absorber tower assembly to complete the repair welding. Because this invention uses solid-state friction stir welding throughout the process, it eliminates the drilling process and additional fasteners required for traditional mechanical connections, effectively improving the integrity of the substrate structure. At the same time, it can effectively avoid the defects caused by the difference in melting points between steel and aluminum and the large heat input in arc welding, such as the formation of Fe-Al brittle intermetallic compounds, softening of the heat-affected zone on the aluminum alloy side, and thermal deformation on the steel side, thereby improving the overall quality.

[0025] In summary, the vehicle shock absorber tower assembly connection process of the present invention, by matching different friction stir welding guns at different workstations, precisely adapts to various connection forms such as splicing and lapping, as well as the process requirements of two different connection areas: complex and constrained, and space-constrained, thus greatly improving work efficiency and overall quality.

[0026] It should be noted that the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch are all mature products on the market, and will not be described in detail here. The first, second, and third workstations are all equipped with robotic arms 70 to cooperate with the aforementioned welding torches to perform welding of the vehicle shock absorber tower assembly in three-dimensional space.

[0027] Optionally, welding of the remaining components of the vehicle shock absorber tower assembly using a second conventional friction stir spot welding torch includes: At the third work station, the second reinforcing plate 60 and the semi-finished product obtained at the second work station are fixed, and a portion of the folded edge of the second reinforcing plate 60 facing the connecting plate 20 overlaps with the shock absorber tower body 10, and another portion of the folded edge of the second reinforcing plate 60 facing the connecting plate 20 overlaps with the connecting plate 20, and the folded edge of the second reinforcing plate 60 away from the connecting plate 20 overlaps with the upper side beam 30. Spot welding is performed at the overlap position of the second reinforcing plate 60 and the shock absorber tower body 10, the overlap position of the second reinforcing plate 60 and the connecting plate 20, and the overlap position of the second reinforcing plate 60 and the upper side beam 30 using a second ordinary friction stir spot welding gun.

[0028] Specifically, the second reinforcing plate 60 is a steel sheet metal part and is an important reinforcing component of the shock absorber tower assembly. The remaining components of the vehicle shock absorber tower assembly are welded using a second ordinary friction stir spot welding torch, specifically including the welding process of the second reinforcing plate 60, i.e., as follows... Figure 6 As shown, the second reinforcing plate 60 and the semi-finished product processed at the second station are placed together in the tooling at the third station for positioning and fixing. A portion of the folded edge of the second reinforcing plate 60 facing the connecting plate 20 is fitted with the corresponding position of the damping tower body 10 to form an overlap structure. At the same time, the other portion of the folded edge at that end is fitted with the corresponding position of the connecting plate 20 to form an overlap structure. The folded edge of the second reinforcing plate 60 away from the connecting plate 20 is fitted with the corresponding position of the upper beam 30 to form an overlap structure. Using a second ordinary friction stir spot welding gun, spot welding operations are performed sequentially at the overlap joints of the second reinforcing plate 60 and the damping tower body 10, the overlap joints of the second reinforcing plate 60 and the connecting plate 20, and the overlap joints of the second reinforcing plate 60 and the upper beam 30 to complete the welding and fixing of the second reinforcing plate 60 to each component.

[0029] In this optional embodiment, the welding process of the second reinforcing plate 60 is integrated into the welding process of the remaining components at the third station. Through precise positioning and fixing, the different folds of the second reinforcing plate 60 form lap structures with the damping tower body 10, the connecting plate 20, and the upper beam 30, respectively. Then, spot welding is completed at each lap position using a second ordinary friction stir spot welding gun, achieving a reliable connection between the second reinforcing plate 60 and each foundation component, thus becoming a connecting and reinforcing structure between the components. By clarifying the lap connection relationship between the second reinforcing plate 60 and each component and the specific welding process, the welding positioning accuracy of the second reinforcing plate 60 is ensured, enabling the second reinforcing plate 60 to effectively play its structural reinforcing role and further improve the structural strength of the damping tower assembly. At the same time, integrating this process into the third station eliminates the need for additional stations, ensuring the overall efficiency of the welding operation.

[0030] Optionally, after the inner plate 51 is fixed, the third end of the shock absorber tower body 10 is also made to overlap with part of the folded edge of the inner plate 51. Welding of the remaining components of the vehicle shock absorber tower assembly using a second ordinary friction stir spot welding torch also includes: At the third work station, the outer plate 52 of the lower beam 50 is fixed, and the outer plate 52 and the inner plate 51 overlap. Part of the inner plate 51 overlaps between the outer plate 52 and the third end of the shock absorber tower body 10. The second ordinary friction stir spot welding gun is used to spot weld at the overlap position of the outer plate 52 and the inner plate 51, as well as at the third end of the shock absorber tower body 10, the overlap position of the inner plate 51 and the outer plate 52.

[0031] Specifically, after the inner plate 51 of the lower beam 50 is positioned and fixed at the second work station, in addition to ensuring the overlapping relationship between the lower support leg 11 of the shock absorber tower body 10 and the inner plate 51, the third end of the shock absorber tower body 10 is also made to fit with part of the folded edge of the inner plate 51 to form an overlapping structure, thus completing the preliminary positioning of this position.

[0032] The outer plate 52 of the lower side beam 50 is a steel sheet metal part. Welding of the remaining components of the vehicle shock absorber tower assembly is achieved using a second ordinary friction stir spot welding torch, including the welding process of the outer plate 52 of the lower side beam 50. Figure 6 As shown, the outer plate 52 is placed in the tooling of the third station and positioned and fixed with the semi-finished product of the second station, so that the folded edges of the outer plate 52 and the inner plate 51 are fitted together to form an overlapping structure, and part of the folded edge of the inner plate 51 is located between the outer plate 52 and the third end of the shock absorber tower body 10, forming a three-layer overlapping structure. Using a second ordinary friction stir spot welding gun, spot welding is first performed at the overlapping joint of the outer plate 52 and the inner plate 51, and then spot welding is performed at the three-layer overlapping joint of the third end of the shock absorber tower body 10, the inner plate 51, and the outer plate 52, to complete the welding and fixing of the inner and outer plates 52 of the lower beam 50 to the shock absorber tower body 10.

[0033] In this optional embodiment, when fixing the inner plate 51, the third end of the damping tower body 10 is overlapped with the inner plate 51, so that the damping tower body 10 and the inner plate 51 form a multi-point overlap relationship, which improves the connection tightness between the damping tower body 10 and the lower beam 50. When the outer plate 52 overlaps with the inner plate 51, the inner plate 51 is sandwiched between the outer plate 52 and the third end of the damping tower body 10 to form a three-layer overlap. The spot welding of the double-layer overlap and the three-layer overlap positions is completed by the second ordinary friction stir spot welding gun, realizing the all-round connection between the lower beam 50, the inner and outer plates 52 and the damping tower body 10, further improving the connection strength between the lower beam 50 and the damping tower body 10, ensuring the load-bearing stability of the lower part of the damping tower assembly, and the multi-layer overlap spot welding form also avoids stress concentration at the connection position.

[0034] Optionally, before continuously welding at the junction of the lower support leg 11 and the inner plate 51 using a second continuous friction stir welding torch, the process further includes: A spot weld is formed at the overlap position between the lower support leg 11 and the first reinforcing plate 40 using a first ordinary friction stir spot welder, and the spot weld is located within the outline of the lower support leg 11.

[0035] Specifically, in the second work station, before continuously welding at the junction of the lower support leg 11 and the inner plate 51 using the second continuous friction stir welding torch, a spot welding positioning process is first performed: using the first ordinary friction stir spot welding torch, spot welding is performed at the overlap and contact point between the lower support leg 11 and the first reinforcing plate 40 of the shock absorber tower body 10 to form a spot weld. The overall range of this spot weld is within the outline boundary of the lower support leg 11 and does not exceed the outer shape range of the lower support leg 11, with the effect as follows: Figure 5 As shown.

[0036] In this optional embodiment, before performing continuous friction stir welding on the lower support leg 11 and the inner plate 51, a spot weld is formed between the lower support leg 11 and the first reinforcing plate 40 by first ordinary friction stir spot welding. The position of the lower support leg 11 is pre-fixed using the fixing effect of the spot weld, preventing relative positional shifts between the lower support leg 11, the inner plate 51, and the first reinforcing plate 40 during subsequent continuous welding. Then, continuous friction stir welding is performed to form a continuous weld. This ensures the forming accuracy and welding quality of the continuous weld, improves the sealing performance and structural strength of the connection between the lower support leg 11 and the inner plate 51, and since the spot weld is located within the outline of the lower support leg 11, it does not affect the structural integrity of the lower support leg 11.

[0037] Optionally, during the welding process of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch, when it is detected that the welding effect does not meet the preset effect, the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch is controlled to pause its movement at the current welding position, the stirring head speed and welding speed are adjusted to perform local remelting to eliminate defects, and then the original welding parameters are restored to continue the operation.

[0038] It is important to understand that in traditional welding processes, if welding defects occur, rework is usually required after the overall welding is completed. This not only makes rework difficult but also easily affects the quality of surrounding welded areas.

[0039] To address the aforementioned issues, this embodiment employs the following approach: During the welding operations of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch, the welding effect of each torch is continuously monitored. When the monitoring results indicate that the welding effect does not meet the preset welding quality standard, a control command is immediately issued to stop the corresponding torch at the current welding position, maintaining the contact between the torch and the welding position. Subsequently, the rotation speed of the torch's stirring head and the welding travel speed are adjusted. Through parameter adjustment, the fusion area at the current welding position is partially remelted, and the welding defects are eliminated through the remelting process. After the defects are eliminated, the stirring head rotation speed and welding speed of the torch are restored to the preset original welding parameters, and the welding operation continues along the predetermined welding path.

[0040] In this optional embodiment, the welding effect is monitored in real time during the welding process. Once a welding defect is detected, the welding torch is immediately paused at the defect location and parameters are adjusted. The defect is eliminated on-site through local remelting. After the defect is eliminated, the original parameters are restored and welding continues. This achieves real-time handling of welding defects, eliminating the need for subsequent rework. This ensures the welding quality at each welding position, improves the overall welding reliability of the shock absorber tower assembly, and the local remelting method only addresses the defect location, without affecting surrounding completed welding positions, thus ensuring the overall stability of the welding operation.

[0041] Optionally, time-domain analysis is performed on the welding force and displacement signals of the first continuous friction stir welding torch, C-type friction stir spot welding torch, second continuous friction stir welding torch, first ordinary friction stir spot welding torch, or second ordinary friction stir spot welding torch to obtain the relationship characteristics between forging pressure and pressing depth. Frequency-domain analysis is performed on the spindle torque signal of the first continuous friction stir welding torch, C-type friction stir spot welding torch, second continuous friction stir welding torch, first ordinary friction stir spot welding torch, or second ordinary friction stir spot welding torch to obtain the stirring heat input characteristics. Time-frequency domain joint analysis is performed on the acoustic emission signals of the first continuous friction stir welding torch, C-type friction stir spot welding torch, second continuous friction stir welding torch, first ordinary friction stir spot welding torch, or second ordinary friction stir spot welding torch to obtain the defect initiation characteristics. The relationship characteristics between forging pressure and pressing depth, stirring heat input characteristics, and defect initiation characteristics are input into a preset quality assessment model, and the current welding quality index is output. When the quality assessment index is lower than the threshold, it is determined that the welding effect has not reached the preset effect.

[0042] Specifically, during the welding process of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch, the welding force signal, displacement signal, spindle torque signal, and acoustic emission signal of the welding torch are collected in real time; the welding force signal and displacement signal are analyzed in the time domain to extract the relationship between forging pressure and pressing depth, which reflects the welding pressure and bonding depth of the welding torch; the spindle torque signal is analyzed in the frequency domain to extract the stirring heat input characteristics, which reflects the amount of heat input during the welding process; and the acoustic emission signal is analyzed in the time domain to extract the relationship between forging pressure and pressing depth, which reflects the welding pressure and bonding depth of the welding torch. The system performs joint time-frequency domain analysis to extract defect initiation features, which reflect whether defects have occurred at the welding position. The extracted forging pressure and pressing depth relationship features, stirring heat input features, and defect initiation features are input into a preset quality assessment model. This model is an algorithm model that has been trained in advance with a large amount of welding test data. The model performs calculations based on the input feature data and outputs the welding quality index of the current welding position. A preset threshold for the welding quality index is set, and the output welding quality index is compared with the threshold. When the welding quality index is lower than the threshold, it is determined that the welding effect of the current welding position has not achieved the preset effect.

[0043] In this optional embodiment, multiple working signals from the welding torch are collected, and feature data reflecting the welding state and defects are extracted using different analysis methods. This feature data is then input into a preset quality assessment model, and a quantified welding quality index is obtained through model calculation. The index threshold is used as the criterion for determining whether the welding effect meets the standards, achieving precise and quantitative monitoring of the welding effect. This multi-signal analysis and quantitative assessment method improves the accuracy and objectivity of welding effect judgment, enabling timely and accurate detection of minute defects arising during the welding process. This provides a reliable basis for subsequent real-time defect elimination, further ensuring welding quality and avoiding welding quality problems caused by inaccurate defect judgment.

[0044] Optionally, during the welding process of the C-type friction stir spot welding gun, the first ordinary friction stir spot welding gun, or the second ordinary friction stir spot welding gun, multiple dense weld points are arranged in the stress concentration area of ​​the vehicle shock absorber tower assembly, and multiple sparse weld points are arranged in the stress flat area of ​​the vehicle shock absorber tower assembly.

[0045] Specifically, during spot welding operations using a C-type friction stir welding torch, a first ordinary friction stir welding torch, or a second ordinary friction stir welding torch, stress distribution analysis is first performed on each lap welding position of the shock absorber tower assembly to determine the stress state at each position. Areas with high stress values ​​and prone to stress concentration are designated as stress concentration areas, while areas with low stress values ​​and uniform stress distribution are designated as stress-relieving areas. At the lap joints in stress concentration areas, a larger number of weld points with smaller spacing are arranged to form a dense weld point distribution. At the lap joints in stress-relieving areas, a smaller number of weld points with larger spacing are arranged to form a sparse weld point distribution.

[0046] In this optional embodiment, based on the actual stress distribution at each welding position of the shock absorber tower assembly, the welding positions are divided into stress concentration areas and stress easing areas. Two differentiated weld point arrangements—dense and sparse—are adopted to match the stress distribution, addressing the stress characteristics of different areas. This differentiated weld point arrangement enhances connection strength in stress concentration areas through dense weld points, effectively resisting structural damage caused by stress concentration and ensuring connection reliability. In stress easing areas, sparse weld points reduce welding steps, avoiding process redundancy and improving the overall efficiency of spot welding. Simultaneously, a reasonable weld point arrangement avoids thermal damage to the substrate caused by excessive weld points, balancing connection strength and welding efficiency.

[0047] Optionally, during the welding process of the first continuous friction stir welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, and the second ordinary friction stir spot welding torch, a block is used to support the back of the welding position.

[0048] Specifically, during continuous welding operations using the first or second continuous friction stir welding torch, and during spot welding operations using the first or second ordinary friction stir spot welding torch, a block matching the back contour of the welding position is made according to the shape and structure of the welding position. The block is then fitted onto the back of the welding position, providing rigid support. The forging pressure generated during welding is transmitted through the welding position to the block on the back, where the block bears this pressure.

[0049] In this optional embodiment, matching blocks are designed for each welding position. During welding, the blocks serve as a support structure on the back of the welding position, offsetting the force exerted by the forging pressure during welding and preventing deformation of the welding position due to pressure. In this way, the rigid support of the back of the welding position by the blocks effectively resists the deformation caused by the welding forging pressure, ensuring the forming accuracy of the welding position, preventing defects such as dents and warping of the substrate due to pressure, and also ensuring the overall dimensional accuracy and structural flatness of the shock absorber tower assembly, improving the appearance and assembly precision of the assembly.

[0050] Optionally, the following steps are also included before welding at the first station: Preparation before welding: Based on the structure and stress analysis of the vehicle shock absorber tower assembly, determine the joint type and welding method for each welding position of the vehicle shock absorber tower assembly.

[0051] Specifically, before the welding operation at the first station, a pre-welding preparation process is performed: First, a comprehensive analysis of the overall structure of the vehicle shock absorber tower assembly is conducted to clarify the connection positions and structural forms between the components. Then, a stress analysis is performed on the actual working state of the shock absorber tower assembly to determine the magnitude, direction, and stress distribution characteristics of the forces at each connection position during actual use. Based on the structural form and stress analysis results of each connection position, the joint type corresponding to each welding position is determined. At the same time, combining the joint type and stress characteristics, a corresponding welding method is matched for each welding position to form a complete welding process plan. Subsequent welding operations at each station are carried out according to this plan.

[0052] In this optional embodiment, the pre-welding preparation process is considered a prerequisite for the entire welding process. Through structural and stress analysis, the joint type and welding method are scientifically matched for each welding position, forming a standardized welding process plan. Subsequent multi-station welding operations are strictly performed according to this plan, ensuring that the welding process is compatible with the structure and stress characteristics of the assembly. This avoids welding quality problems caused by improper process matching, makes the welding process more suitable for the actual use requirements of the shock absorber tower assembly, improves the reliability of the welded connection and the overall load-bearing capacity of the assembly, and the standardized process plan also improves the standardization and efficiency of subsequent welding operations.

[0053] Another embodiment of the present invention uses a vehicle shock absorber tower assembly manufactured using the vehicle shock absorber tower assembly connection process described above.

[0054] Specifically, the vehicle shock absorber tower assembly includes an aluminum alloy shock absorber tower body 10 and a steel connecting plate 20, an upper beam 30, a first reinforcing plate 40, an inner plate 51 of the lower beam 50, an outer plate 52 of the lower beam 50, and a second reinforcing plate 60. The vehicle shock absorber tower assembly is integrally processed and formed using the above-mentioned vehicle shock absorber tower assembly connection process. Through a series of process steps such as multi-station step welding, differentiated friction stir welding, real-time welding quality monitoring, and defect elimination, the welding and fixing between the components are completed, and finally a complete vehicle shock absorber tower assembly is obtained.

[0055] The vehicle shock absorber tower assembly in this embodiment has the same beneficial effects as the above-described vehicle shock absorber tower assembly connection process compared to related technologies, so it will not be described again here.

[0056] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A connection process for a vehicle shock absorber tower assembly, characterized in that, Includes the following steps: First station welding: At the first station, the first end of the shock absorber tower body (10) is brought into contact with the connecting plate (20), and continuous welding is performed at the joint position of the shock absorber tower body (10) and the connecting plate (20) by the first continuous friction stir welding torch. Second station welding: At the second station, the second end of the shock absorber tower body (10) is overlapped with a part of the folded edge of the upper beam (30), and another part of the folded edge of the upper beam (30) is overlapped with the connecting plate (20). Spot welding is performed at the overlap position of the shock absorber tower body (10) and the upper beam (30) using a C-type friction stir spot welding gun. At the second work station, the end of the shock absorber tower body (10) away from the upper beam (30) is overlapped with the first end of the first reinforcing plate (40). The shock absorber tower body (10) and the first reinforcing plate (40) are spot welded at the overlap position by the first ordinary friction stir spot welding gun, and the shock absorber tower body (10) and the first reinforcing plate (40) are spot welded at the overlap position by the upper beam (30) and the connecting plate (20). At the second work station, the inner plate (51) of the lower side beam (50) is fixed below the first reinforcing plate (40), and the lower support foot (11) of the shock absorber tower body (10) overlaps with the end face of the inner plate (51) along the thickness direction, and the second end of the first reinforcing plate (40) overlaps with a part of the folded edge of the inner plate (51); the second continuous friction stir welding gun is used to continuously weld at the junction of the edge of the lower support foot (11) and the inner plate (51); Third station welding: at the third station, spot welding is performed at the overlap position of the first reinforcing plate (40) and the inner plate (51) using a second ordinary friction stir spot welding gun, and the remaining parts of the vehicle shock absorber tower assembly are welded using the second ordinary friction stir spot welding gun.

2. The vehicle shock absorber tower assembly connection process according to claim 1, characterized in that, The welding of the remaining components of the vehicle shock absorber tower assembly using the second ordinary friction stir spot welding torch includes: At the third work station, the second reinforcing plate (60) and the semi-finished product obtained at the second work station are fixed, and a portion of the folded edge of the second reinforcing plate (60) facing the connecting plate (20) overlaps with the shock absorber tower body (10), and another portion of the folded edge of the second reinforcing plate (60) facing the connecting plate (20) overlaps with the connecting plate (20), and the folded edge of the second reinforcing plate (60) away from the connecting plate (20) overlaps with the upper beam (30). Spot welding is performed at the overlap position of the second reinforcing plate (60) and the shock absorber tower body (10) using the second ordinary friction stir spot welding gun, and spot welding is performed at the overlap position of the second reinforcing plate (60) and the connecting plate (20), and spot welding is performed at the overlap position of the second reinforcing plate (60) and the upper beam (30).

3. The vehicle shock absorber tower assembly connection process according to claim 2, characterized in that, After the inner plate (51) is fixed, the third end of the shock absorber tower body (10) is also made to overlap with part of the folded edge of the inner plate (51); The welding of the remaining components of the vehicle shock absorber tower assembly using the second ordinary friction stir spot welding torch also includes: At the third work station, the outer plate (52) of the lower beam (50) is fixed, and the outer plate (52) overlaps with the folded edge of the inner plate (51), and part of the folded edge of the inner plate (51) is located between the outer plate (52) and the third end of the shock absorber tower body (10). The second ordinary friction stir spot welding gun is used to spot weld at the overlap position of the outer plate (52) and the inner plate (51), and spot weld at the third end of the shock absorber tower body (10), the overlap position of the inner plate (51) and the outer plate (52).

4. The vehicle shock absorber tower assembly connection process according to claim 1, characterized in that, Before the continuous welding at the junction of the lower support leg (11) and the inner plate (51) by the second continuous friction stir welding torch, the method further includes: The first ordinary friction stir spot welding gun is used to spot weld at the overlap position of the lower support foot (11) and the first reinforcing plate (40) to form a spot weld point, and the spot weld point is located within the outline of the lower support foot (11).

5. The vehicle shock absorber tower assembly connection process according to claim 1, characterized in that, During the welding process of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch, when it is detected that the welding effect does not meet the preset effect, the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch is controlled to pause its movement at the current welding position, the stirring head speed and welding speed are adjusted to perform local remelting to eliminate defects, and then the original welding parameters are restored to continue the operation.

6. The vehicle shock absorber tower assembly connection process according to claim 5, characterized in that, Time-domain analysis is performed on the welding force and displacement signals of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch to obtain the relationship characteristics between forging pressure and pressing depth. Frequency-domain analysis is performed on the spindle torque signal of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch to obtain the stirring heat input characteristics. Time-frequency domain joint analysis is performed on the acoustic emission signals of the first continuous friction stir welding torch, the C-type friction stir spot welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, or the second ordinary friction stir spot welding torch to obtain the defect initiation characteristics. The forging pressure and pressing depth relationship characteristics, the stirring heat input characteristics, and the defect initiation characteristics are input into a preset quality assessment model, and the current welding quality index is output. When the welding quality index is lower than the threshold, it is determined that the welding effect has not reached the preset effect.

7. The vehicle shock absorber tower assembly connection process according to claim 1, characterized in that, During the welding process of the C-type friction stir spot welding gun, the first ordinary friction stir spot welding gun, or the second ordinary friction stir spot welding gun, multiple dense weld points are arranged in the stress concentration area of ​​the vehicle shock absorber tower assembly, and multiple sparse weld points are arranged in the stress flat area of ​​the vehicle shock absorber tower assembly.

8. The vehicle shock absorber tower assembly connection process according to claim 1, characterized in that, During the welding process of the first continuous friction stir welding torch, the second continuous friction stir welding torch, the first ordinary friction stir spot welding torch, and the second ordinary friction stir spot welding torch, a block is used to support the back of the welding position.

9. The vehicle shock absorber tower assembly connection process according to claim 1, characterized in that, The following steps are also included before welding at the first station: Preparation before welding: Based on the structure and stress analysis of the vehicle shock absorber tower assembly, determine the joint type and welding method for each welding position of the vehicle shock absorber tower assembly.

10. A vehicle shock absorber tower assembly, characterized in that, It is manufactured using the vehicle shock absorber tower assembly connection process as described in any one of claims 1 to 9.

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