Integrated support and vehicle

Abstract

The embodiment of the utility model relates to the technical field of vehicles, and discloses an integrated support and a vehicle. The integrated support comprises a support body, a first connecting structure and a second connecting structure are arranged on the peripheral side of the support body, and the first connecting structure, the second connecting structure and the support body are integrally formed; the first connecting structure is suitable for being connected with a vibration reduction tower of the vehicle, and the second connecting structure is suitable for being connected with a cabin longitudinal beam of the vehicle. According to the integrated support, the vibration reduction tower and the cabin longitudinal beam can be connected at the same time through one integrated support, so that the number of supports in the vehicle is reduced, the number of parts of the vehicle and the number of molds needed for manufacturing the supports are reduced, and therefore the number of the parts of the vehicle can be reduced, and the manufacturing cost is reduced. And the preparation process of the integrated bracket is simplified, and the production takt of the whole vehicle is accelerated.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle technology, and in particular, to an integrated bracket and a vehicle. Background Art

[0002] The vibration tower of existing vehicles is connected to the cabin longitudinal beam. However, the structural strength between the cabin longitudinal beam and the vibration tower is poor, resulting in poor vehicle performance and reduced user experience. In the prior art, a sheet metal bracket is generally welded to the side of the vibration tower and the upper part of the cabin longitudinal beam, and then the two sheet metal brackets are welded and connected, thereby improving the structural strength between the cabin longitudinal beam and the vibration tower. However, this increases the number of vehicle parts, and different sheet metal brackets need to be made using different molds, and the preparation process is complicated. Utility Model Content

[0003] In view of this, an embodiment of the present application provides an integrated bracket and a vehicle to solve the problem in the prior art that the sheet metal bracket increases the number of vehicle parts and causes a complex vehicle manufacturing process.

[0004] In order to achieve the above-mentioned purpose, the technical solution of the embodiment of the present application is implemented as follows:

[0005] In a first aspect, an embodiment of the present application provides an integrated bracket, comprising:

[0006] The bracket body has a first connection structure and a second connection structure on its circumferential side. The first connection structure, the second connection structure and the bracket body are integrally formed. The first connection structure is suitable for connecting to the vehicle's vibration damping tower, and the second connection structure is suitable for connecting to the vehicle's cabin longitudinal beam.

[0007] An integrated bracket provided in an embodiment of the present application has a first connecting structure and a second connecting structure formed on its bracket body, and the first connecting structure and the second connecting structure are respectively suitable for connecting to the vehicle's vibration damping tower and the cabin longitudinal beam. Therefore, the integrated bracket in the embodiment of the present application can simultaneously connect the vibration damping tower and the cabin longitudinal beam through one integrated bracket, thereby reducing the number of brackets inside the vehicle, and further reducing the number of parts of the vehicle, as well as the number of molds required to prepare the bracket. Therefore, the integrated bracket in the embodiment of the present application can reduce the number of parts of the vehicle, help simplify the preparation process of the integrated bracket, and speed up the production rhythm of the whole vehicle.

[0008] Secondly, in the present embodiment, the integrated bracket, the first connecting structure and the second connecting structure are integrally die-cast. Therefore, compared with the sheet metal parts in the prior art, the integrated bracket of the present embodiment can reduce the mass of the integrated bracket itself while ensuring the stability and durability of the integrated bracket, which is beneficial to the lightweight of the vehicle body and the improvement of the vehicle's cruising range.

[0009] On this basis, the vibration-damping tower is fixedly connected to the cabin longitudinal beam to form an L-shaped frame structure. The integrated bracket, the vibration-damping tower and the cabin longitudinal beam are connected in sequence to form an inverted L-shaped frame structure. Through the above design, the L-shaped frame structure and the inverted L-shaped frame structure can be assembled into a closed square structure to form a stable frame, which can greatly improve the structural strength of the integrated bracket and fully meet the installation requirements of the integrated bracket.

[0010] In a possible implementation of the present application, the first connection structure includes a first flange and a first bolt hole formed on the first flange, and the first flange is suitable for being connected to the side of the vibration damping tower through the first bolt hole; and / or,

[0011] The second connection structure includes a second flange and a second bolt hole formed on the second flange, and the second flange is suitable for being connected to the upper surface of the cabin longitudinal beam through the second bolt hole.

[0012] In a possible implementation of the present application, a controller connection structure is formed on at least one side panel of the bracket body, and the controller connection structure is suitable for connecting to a controller of a vehicle.

[0013] In a possible implementation of the present application, a controller connection structure is formed on the two opposite side panels of the bracket body, and the controller connection structures on the two opposite sides include a plurality of connection holes that penetrate the bracket body, and the connection holes on the two opposite side panels are staggered.

[0014] In a possible implementation of the present application, the connecting hole includes a through hole and a nut fixedly disposed in the through hole, and the nut is coaxially disposed with the through hole.

[0015] In a possible implementation of the present application, the connecting hole further includes an annular rib surrounding the through hole, and a reinforcing rib is connected between the annular rib and the plate surface where the annular rib is located.

[0016] In a possible implementation of the present application, at least one side surface of the bracket body is formed with a reinforcement structure protruding from the surface.

[0017] In a possible implementation of the present application, the reinforcement structure includes:

[0018] A plurality of first ribs are arranged at intervals along a first direction of the bracket body;

[0019] A plurality of second convex ribs are arranged at intervals along a second direction of the bracket body and intersect with the first convex ribs, wherein the first direction and the second direction are perpendicular.

[0020] In a possible implementation of the present application, the reinforcement structure further includes:

[0021] A middle round rib formed in the middle region of the stent body;

[0022] A plurality of peripheral circular ribs are distributed along the circumference of the middle circular rib, and the middle circular rib and each peripheral circular rib are arranged at the intersection of the first convex rib and the second convex rib;

[0023] A plurality of connecting convex ribs are respectively connected between the middle circular rib and each of the surrounding circular ribs;

[0024] and / or,

[0025] The reinforcing flange is formed at the peripheral edge of the bracket body and is connected to the first connecting structure and the second connecting structure.

[0026] In a second aspect, an embodiment of the present application provides a vehicle, including:

[0027] Engine room longitudinal beams;

[0028] A vibration reduction tower is arranged on the cabin longitudinal beam and connected to the cabin longitudinal beam;

[0029] The integrated bracket provided in the first aspect of the embodiment of the present application is connected to the vibration reduction tower through a first connection structure, and the integrated bracket is connected to the cabin longitudinal beam through a second connection structure.

[0030] The vehicle of the embodiment of the present application includes a cabin longitudinal beam, a vibration damping tower installed on the cabin longitudinal beam, and an integrated bracket, which can be used to strengthen the connection strength between the cabin longitudinal beam and the vibration damping tower, thereby improving the performance of the vehicle. The vibration damping tower is fixedly connected to the cabin longitudinal beam to form an L-shaped frame structure. The integrated bracket, the vibration damping tower and the cabin longitudinal beam are connected in sequence to form an inverted L-shaped frame structure. Through the above design, the L-shaped frame structure and the inverted L-shaped frame structure can be assembled into a closed mouth-shaped structure to form a stable frame, which can greatly improve the structural strength of the integrated bracket and fully meet the installation requirements of the integrated bracket.

[0031] In addition, the vehicle of the embodiment of the present application includes or uses the integrated bracket of the first aspect of the embodiment of the present application, and therefore has its advantage, namely, it can simultaneously connect the shock absorber tower and the cabin longitudinal beam through an integrated bracket, thereby reducing the number of internal brackets of the vehicle, and then reducing the number of parts of the vehicle, as well as the number of molds required to prepare the bracket. Therefore, the integrated bracket of the embodiment of the present application can reduce the number of parts of the vehicle, help simplify the preparation process of the integrated bracket, and speed up the production cycle of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 A schematic diagram of the integrated bracket in use provided in an embodiment of the present application;

[0033] Figure 2 A schematic diagram of the integrated bracket provided in an embodiment of the present application in use at another angle;

[0034] Figure 3 An exploded view of the integrated bracket provided in an embodiment of the present application before installation;

[0035] Figure 4 An exploded view of the integrated bracket provided in an embodiment of the present application before installation at another angle;

[0036] Figure 5 A schematic diagram of the integrated bracket provided in the embodiment of the present application in use, wherein the first controller of the vehicle is hidden for the convenience of showing the reinforcement structure;

[0037] Figure 6 A schematic diagram of the integrated bracket provided in an embodiment of the present application in a use state at another angle, wherein the second controller of the vehicle is hidden in order to facilitate display of the reinforcement structure;

[0038] Figure 7 This is a schematic diagram of the structure of an integrated bracket according to an embodiment of the present application;

[0039] Figure 8 This is a schematic structural diagram of the integrated bracket of an embodiment of the present application at another angle;

[0040] Fig. 9 This is a front view of the integrated bracket of an embodiment of the present application;

[0041] Fig.10 It is an axial cross-sectional view of a bolt hole in an integrated bracket according to an embodiment of the present application.

[0042] Reference numerals:

[0043] 1. Integrated bracket; 101. bracket body; 102. first connection structure; 1021. first bolt hole; 1022. first flange; 103. second connection structure; 1031. second flange; 1032. second bolt hole; 104. connection hole; 1041. through hole; 1042. nut; 1043. annular rib; 1044. reinforcing rib; 1051. middle round rib; 1052. surrounding round rib; 1053. connecting convex rib; 1054. first convex rib; 1055. second convex rib; 1056. reinforcing flange;

[0044] 2. Transition bracket; 201. Third flange;

[0045] 3. Cabin longitudinal beam; 4. Vibration reduction tower; 5. First controller; 6. Second controller. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the specific technical solution of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application, but are not used to limit the scope of the present application.

[0047] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0048] The embodiment of the present application provides an integrated bracket 1, and the vehicle includes a cabin longitudinal beam 3 and a vibration reduction tower 4 installed on the cabin longitudinal beam 3. The integrated bracket 1 includes a bracket body 101. The bracket body 101 is provided with a first connection structure 102 and a second connection structure 103 on the peripheral side. The first connection structure 102, the second connection structure 103 and the bracket body 101 are integrally formed. The first connection structure 102 is suitable for connecting to the vibration reduction tower 4, and the second connection structure 103 is suitable for connecting to the cabin longitudinal beam 3.

[0049] An integrated bracket 1 provided in an embodiment of the present application has a first connecting structure 102 and a second connecting structure 103 formed on a bracket body 101, and the first connecting structure 102 and the second connecting structure 103 are respectively suitable for connecting to the vibration damping tower 4 and the cabin longitudinal beam 3. Therefore, the integrated bracket 1 in the embodiment of the present application can simultaneously connect the vibration damping tower 4 and the cabin longitudinal beam 3 of the vehicle through one integrated bracket 1, thereby reducing the number of internal brackets of the vehicle, and further reducing the number of parts of the vehicle, as well as the number of molds required for preparing the bracket. Therefore, the integrated bracket 1 in the embodiment of the present application can reduce the number of parts of the vehicle, help simplify the preparation process of the integrated bracket 1, and speed up the production rhythm of the whole vehicle.

[0050] In some embodiments of the present application, the integrated bracket 1, the first connecting structure 102 and the second connecting structure 103 are die-cast as one piece. Therefore, compared with the sheet metal parts in the prior art, the integrated bracket 1 of the present embodiment can reduce the mass of the integrated bracket 1 while ensuring the stability and durability of the integrated bracket 1, which is beneficial to the lightweight of the vehicle body and the improvement of the vehicle's cruising range.

[0051] Secondly, since in this embodiment, the integrated bracket 1 is formed by one-piece die-casting, it has a larger design space and design freedom, allowing the designer to improve its structural performance through effective structural design and adjustment of the direction, layout and material thickness of the internal cavity of the structure, so as to improve the installation stiffness and lightweight effect of the bracket body 101.

[0052] On this basis, if Figure 1 and Figure 2 As shown, the vibration-damping tower 4 is fixedly connected to the cabin longitudinal beam 3 to form an "L"-shaped frame structure. The integrated bracket 1, the vibration-damping tower 4 and the cabin longitudinal beam 3 are connected in sequence to form an inverted "L"-shaped frame structure. Through the above design, the "L"-shaped frame structure and the inverted "L"-shaped frame structure can be assembled into a closed square structure to form a stable frame, which can greatly improve the structural strength of the integrated bracket 1 and fully meet the installation requirements of the integrated bracket 1.

[0053] In some embodiments of the present application, the bracket body 101, the first connecting structure 102 and the second connecting structure 103 are made of vacuum die-cast cast aluminum alloy. The material has sufficient tensile elongation and bending angle, which can ensure that the integrated bracket 1 has good plasticity, thereby improving the integration and performance coefficient of the integrated bracket 1. In order to further improve the plasticity of the integrated bracket 1, the integrated bracket 1 is subjected to T7 heat treatment so that its shape and size changes can be maintained within the specified range under long-term service conditions, thereby ensuring the performance stability of the integrated bracket 1.

[0054] In the embodiment of the present application, the material of the integrated bracket 1 is not limited, and the above description can be referred to for adaptation. In addition, in the embodiment of the present application, the type of die-casting process is not limited, and high vacuum die-casting or low vacuum die-casting can be selected. The bracket body 101 can be selected as a plate-like structure, refer to Fig. 9 The edge of the bracket body 101 can be adaptively set according to the use environment of the integrated bracket 1 to avoid interference with surrounding components.

[0055] It should be noted that in the embodiments of the present application, the terms "first" and "second" are used only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present application, unless otherwise specified, the meaning of "multiple" is two or more.

[0056] In addition, in the embodiments of the present application, directional terms such as "upper" and "lower" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they may change accordingly according to the changes in the orientation of the components in the drawings.

[0057] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0058] Further, in some embodiments of the present application, the first connection structure 102 includes a first flange 1022 and a first bolt hole 1021 formed on the first flange 1022, and the first flange 1022 is suitable for being connected to the side of the vibration reduction tower 4 through the first bolt hole 1021; and / or,

[0059] The second connection structure 103 includes a second flange 1031 and a second bolt hole 1032 formed on the second flange 1031 . The second flange 1031 is suitable for being connected to the upper surface of the cabin longitudinal beam 3 through the second bolt hole 1032 .

[0060] The sheet metal bracket in the prior art is generally formed by stamping steel plates and connected to the vibration tower 4 or the cabin longitudinal beam 3 by welding. During the welding process of the sheet metal bracket, a fixture is also required to clamp the sheet metal bracket. The welding process will produce welding errors and form multiple welding points, resulting in stress concentration, which affects the stability and durability of the sheet metal bracket.

[0061] In the integrated bracket 1 of this embodiment, Figure 3 and Figure 4 As shown, the first connection structure 102 can be bolted to the vibration damping tower 4, and the second connection structure 103 can be bolted to the cabin longitudinal beam 3. No welding spots are required during the connection process, which avoids welding errors and stress concentration caused by welding, helps to improve the stability and durability of the integrated bracket 1, and eliminates the tooling brackets, inspection fixtures and molds required in the traditional welding process.

[0062] In some embodiments of the present application, the side of the vibration-damping tower 4 is connected to a transition bracket 2, and the first flange 1022 is suitable for being connected to the transition bracket 2 through the first bolt hole 1021. The transition bracket 2 is preferably a sheet metal structure, which is used for the installation relationship between the transition vibration-damping tower 4 and the integrated bracket 1 to form an effective frame structure.

[0063] In some embodiments of the present application, reference Figure 2 and Figure 3 The edge of the bracket body 101 facing the vibration-damping tower 4 is concavely arranged, which helps to improve the strength of the bracket body 101 .

[0064] Among them, the second connection structure 103 preferably includes multiple groups of second flanges 1031, each second flange 1031 is provided with at least one second bolt hole 1032, and the multiple groups of second flanges 1031 are arranged at intervals along the lower edge of the bracket body 101 to ensure the connection stability between the integrated bracket 1 and the cabin longitudinal beam 3.

[0065] Optionally, the transition bracket 2 is bolted to the vibration reduction tower 4 by a plurality of bolts to ensure the connection stability between the transition bracket 2 and the vibration reduction tower 4. In addition, in the embodiment of the present application, the number of bolts on the second connection structure 103 and the transition bracket 2 is not limited, as long as the connection strength between the integrated bracket 1 and the cabin longitudinal beam 3 and the transition bracket 2 can be guaranteed.

[0066] Furthermore, a controller connection structure is formed on at least one side surface of the bracket body 101, and the controller connection structure is suitable for connecting to a controller of a vehicle.

[0067] The integrated bracket 1 of this embodiment can be used to connect the vibration damping tower 4 and the cabin longitudinal beam 3 to improve the connection strength between the cabin longitudinal beam 3 and the vibration damping tower 4, and can also be used to fix the controller, so that the function of the integrated bracket 1 is more diversified, and the sheet metal bracket used to support the controller is omitted, further reducing the number of parts of the vehicle.

[0068] In some embodiments of the present application, reference Figure 1 and Figure 2 The vehicle includes a first controller 5 and a second controller 6. The first controller 5 is arranged on the panel of the integrated bracket 1 facing the inside of the vehicle, and the second controller 6 is arranged on the panel of the integrated bracket 1 facing the outside of the vehicle. Controller connection structures are formed on both side panels of the integrated bracket 1. The controller connection structures on the two side panels are suitable for connecting with the first controller 5 and the second controller 6 respectively. That is to say, the integrated bracket 1 of this embodiment can meet the installation requirements of the two controllers at the same time, further reducing the number of parts of the vehicle, contributing to the lightweight of the vehicle, and speeding up the production cycle of the whole vehicle.

[0069] Furthermore, controller connection structures are formed on the two opposite side panels of the bracket body 101, and the controller connection structures on the two opposite sides each include a plurality of connection holes 104 that penetrate the bracket body 101, and the connection holes 104 on the two opposite side panels are staggered. The operator can sequentially pass bolts through the controller and the connection holes 104 to fix the controller on the integrated bracket 1, and since the connection holes 104 on both sides are staggered, there will be no interference when installing the controllers on both sides.

[0070] Preferably, a plurality of connection holes 104 are provided on both side panels of the bracket body 101 to ensure the stability of the connection. Figure 5and Figure 6 , four connection holes 104 are respectively arranged on the two side panels of the bracket body 101, and the connection holes 104 on the two side panels of the bracket body 101 are staggered. In addition, in the embodiment of the present application, the number of the connection holes 104 is not limited, as long as it can ensure that the controller can be reliably connected to the bracket body 101.

[0071] As a convertible implementation, the controller connection structure may also be selected as a riveted structure or a clamping structure.

[0072] Furthermore, the connecting hole 104 includes a through hole 1041 and a nut 1042 fixedly disposed in the through hole 1041 , and the nut 1042 is coaxially disposed with the through hole 1041 .

[0073] Through such a configuration, the bracket body 101 of the integrated bracket 1 can be pressed from a cast aluminum alloy to meet the process requirements of die-casting and reduce the weight of the bracket while ensuring that the integrated bracket 1 has sufficient rigidity. The nut 1042 can be used to increase the hardness of the internal thread of the connecting hole 104 to avoid the connecting hole 104 slipping when the operator connects the bolt to the connecting hole 104, thereby effectively improving the reliability of the connection between the bolt and the integrated bracket 1.

[0074] The nut 1042 may be optionally cast in one piece in the through hole 1041 . As a convertible embodiment, the nut 1042 is pressed into the through hole 1041 by a riveting process.

[0075] On this basis, refer to Fig.10 In some embodiments of the present application, the connecting hole 104 also includes an annular rib 1043 arranged around the outside of the through hole 1041, and a reinforcing rib 1044 is connected between the annular rib 1043 and the plate surface where it is located. The annular rib 1043 cooperates with the reinforcing rib 1044 to further improve the reliability of the connection between the nut 1042 and the bracket body 101.

[0076] As a convertible implementation, the connection hole 104 can also be cut on the bracket body 101 by using a tap.

[0077] Furthermore, at least one side of the support body 101 is formed with a reinforcement structure protruding from the board surface. The reinforcement structure is used to improve the structural strength of the support body 101 and enhance the structural performance of the support body 101.

[0078] On this basis, refer to Figure 7 , Figure 8 and Fig. 9The reinforcement structure includes a central circular rib 1051, a plurality of peripheral circular ribs 1052 and a plurality of connecting convex ribs 1053. The central circular rib 1051 is formed in the central region of the support body 101. The plurality of peripheral circular ribs 1052 are arranged at intervals along the circumference of the central circular rib 1051. The plurality of connecting convex ribs 1053 are connected between the central circular rib 1051 and each peripheral circular rib 1052.

[0079] The middle round rib 1051 and the surrounding round rib 1052 can be used to disperse stress and avoid deformation caused by stress concentration, and the connecting convex rib 1053 can be used to transfer energy so that stress can be evenly dispersed on the board surface. In addition, the middle round rib 1051, the surrounding round rib 1052 and the connecting convex rib 1053 can support each other to fully strengthen the bracket body 101.

[0080] Preferably, the middle circular rib 1051, the multiple surrounding circular ribs 1052 and the connecting convex rib 1053 correspond to the position of the controller, which can fully strengthen the installation area of ​​the bracket body 101 used for the controller and avoid deformation of the bracket body 101 causing compression of the controller, or displacement of the controller structure, which affects the connection strength between the controller and the bracket body 101.

[0081] Furthermore, the reinforcement structure further includes a plurality of first convex ribs 1054 and a plurality of second convex ribs 1055. The plurality of first convex ribs 1054 are arranged at intervals along the first direction of the bracket body 101. The plurality of second convex ribs 1055 are arranged at intervals along the second direction of the bracket body 101 and intersect with the first convex ribs 1054. The first direction and the second direction are perpendicular.

[0082] Further, the reinforcement structure also includes a central circular rib, a plurality of peripheral circular ribs and a plurality of connecting convex ribs. The central circular rib 1051 is formed in the central region of the support body 101. A plurality of peripheral circular ribs 1052 are distributed along the circumference of the central circular rib 1051. The central circular rib 1051 and each peripheral circular rib 1052 are arranged at the intersection of the first convex rib 1054 and the second convex rib 1055. A plurality of connecting convex ribs 1053 are respectively connected between the central circular rib 1051 and each peripheral circular rib 1052.

[0083] Furthermore, a reinforcing flange 1056 is formed at the peripheral edge of the bracket body 101 and is connected to the first connecting structure 102 and the second connecting structure 103 .

[0084] The first convex rib 1054 and the second convex rib 1055 are spread over the entire plate surface of the bracket body 101, which can fully enhance the main performance of the bracket body 101. The reinforcing flange 1056 is formed at the peripheral edge of the bracket body 101, which can be used to strengthen the surrounding boundary of the bracket body 101, so as to greatly improve the structural performance of the bracket body 101.

[0085] For example, Fig. 9 As shown, there is one middle circular rib 1051 and four surrounding circular ribs 1052, which are all arranged at the intersection of the first convex rib 1054, the second convex rib 1055 and the connecting convex rib 1053, so as to transfer energy to each other, provide structural support to each other, and fully strengthen the installation area of ​​the controller. It should be noted that in the embodiment of the present application, the specific size and number of the middle circular rib 1051 and the surrounding circular rib 1052 are not limited, and can be set according to the actual use environment of the integrated bracket 1.

[0086] Furthermore, both side panels of the bracket body 101 are formed with reinforcement structures, and the positions of the reinforcement structures on both sides are corresponding. The reinforcement structures on the two side panels complement each other, which can greatly improve the performance of the integrated bracket 1, improve the performance of the vehicle while meeting the installation performance of the controller, improve the vehicle's overall accuracy, and reduce the weight of the integrated bracket 1 while ensuring that the integrated bracket 1 has sufficient strength, which is conducive to the lightweight of the vehicle.

[0087] In some embodiments of the present application, reference Figure 7 and Figure 8 The reinforcing flange 1056 is an L-shaped flange. The reinforcing flanges 1056 on both sides of the bracket body 101 can form a "T" shape, which greatly improves the performance of the integrated bracket 1.

[0088] To sum up, the integrated bracket 1 of the embodiment of the present application can simultaneously connect the vibration damping tower 4 and the cabin longitudinal beam 3, thereby reducing the number of internal brackets of the vehicle, and then reducing the number of parts of the vehicle, and the number of molds required to prepare the brackets. Therefore, the integrated bracket 1 of the embodiment of the present application can reduce the number of parts of the vehicle, help simplify the preparation process of the integrated bracket 1, and speed up the production cycle of the whole vehicle.

[0089] According to an embodiment of the present application, on the other hand, a vehicle is further provided, comprising a cabin longitudinal beam 3, a vibration reduction tower 4 and an integrated bracket 1. The vibration reduction tower 4 is arranged on the cabin longitudinal beam 3 and connected to the cabin longitudinal beam 3. The integrated bracket 1 is the integrated bracket 1 involved in the first aspect of the embodiment of the present application, the integrated bracket 1 is connected to the vibration reduction tower 4 through a first connecting structure 102, and the integrated bracket 1 is connected to the cabin longitudinal beam 3 through a second connecting structure 103.

[0090] The vehicle of the embodiment of the present application includes a cabin longitudinal beam 3, a vibration damping tower 4 installed on the cabin longitudinal beam 3, and an integrated bracket 1 arranged on one side of the vibration damping tower 4, and the integrated bracket 1 can be used to strengthen the connection strength between the cabin longitudinal beam 3 and the vibration damping tower 4, thereby improving the performance of the vehicle. The vibration damping tower 4 is fixedly connected to the cabin longitudinal beam 3 to form an "L"-shaped frame structure. The integrated bracket 1, the vibration damping tower 4 and the cabin longitudinal beam 3 are connected in sequence to form an inverted "L"-shaped frame structure. Through the above design, the "L"-shaped frame structure and the inverted "L"-shaped frame structure can be assembled into a closed mouth-shaped structure to form a stable frame, which can greatly improve the structural strength of the integrated bracket 1 and fully meet the installation requirements of the integrated bracket 1.

[0091] In addition, the vehicle of the embodiment of the present application includes or uses the integrated bracket 1 of the first aspect of the embodiment of the present application, and therefore has its advantage, namely, it can simultaneously connect the shock absorber tower 4 and the cabin longitudinal beam 3 through an integrated bracket 1, thereby reducing the number of internal brackets of the vehicle, and then reducing the number of parts of the vehicle, as well as the number of molds required to prepare the bracket. Therefore, the integrated bracket 1 of the embodiment of the present application can reduce the number of parts of the vehicle, help simplify the preparation process of the integrated bracket 1, and speed up the production cycle of the entire vehicle.

[0092] It should be noted that the vehicle in this application may refer to a large car, a small car, a special-purpose car, etc. For example, according to the car model, the car in this application may be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV) or other models. Generally, a vehicle is provided with wheels, a power source, and a transmission system arranged between the wheels and the power source. The transmission system can transmit the power provided by the power source to the wheels, so that the wheels rotate, thereby driving the vehicle to travel.

[0093] It should be noted that in the embodiments of the present application, the type of the power source of the vehicle is not limited. For example, for a fuel vehicle, the power source may refer to a fuel engine such as a gasoline engine or a diesel engine; for an electric vehicle, the power source may refer to an electric motor; for a hybrid vehicle, the power source may refer to an engine or an electric motor; for a vehicle powered by other means, the power source may refer to a device that generates power.

[0094] The serial numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments. The above are only preferred embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made by using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. An integrated bracket (1), characterized in that: include: A support body (101), wherein a first connection structure (102) and a second connection structure (103) are provided on the peripheral side of the support body (101), wherein the first connection structure (102), the second connection structure (103) and the support body (101) are integrally formed, wherein the first connection structure (102) is suitable for connection to a vibration damping tower (4) of a vehicle, and the second connection structure (103) is suitable for connection to a cabin longitudinal beam (3) of the vehicle.

2. The integrated bracket (1) according to claim 1, characterized in that: The first connection structure (102) comprises a first flange (1022) and a first bolt hole (1021) formed on the first flange (1022), and the first flange (1022) is suitable for being connected to the side of the vibration damping tower (4) through the first bolt hole (1021); and / or, The second connection structure (103) comprises a second flange (1031) and a second bolt hole (1032) formed on the second flange (1031), and the second flange (1031) is suitable for being connected to the upper surface of the cabin longitudinal beam (3) through the second bolt hole (1032).

3. The integrated bracket (1) according to claim 1 or 2, characterized in that: A controller connection structure is formed on at least one side panel of the bracket body (101), and the controller connection structure is suitable for connecting to a controller of a vehicle.

4. The integrated bracket (1) according to claim 3, characterized in that: The controller connection structure is formed on the two opposite side panels of the bracket body (101), and the controller connection structure on the two opposite sides includes a plurality of connection holes (104) penetrating the bracket body (101), and the connection holes (104) on the two opposite side panels are staggered.

5. The integrated bracket (1) according to claim 4, characterized in that: The connecting hole (104) comprises a through hole (1041) and a nut (1042) fixedly arranged in the through hole (1041); the nut (1042) is coaxially arranged with the through hole (1041).

6. The integrated bracket (1) according to claim 5, characterized in that: The connection hole (104) further comprises an annular rib (1043) surrounding the through hole (1041), and a reinforcing rib (1044) is connected between the annular rib (1043) and the plate surface where it is located.

7. The integrated bracket (1) according to claim 1 or 2, characterized in that: At least one side surface of the support body (101) is formed with a reinforcement structure protruding from the surface.

8. The integrated bracket (1) according to claim 7, characterized in that: The reinforcement structure comprises: A plurality of first convex ribs (1054) are arranged at intervals along a first direction of the bracket body (101); A plurality of second convex ribs (1055) are arranged at intervals along a second direction of the bracket body (101) and intersect with the first convex ribs (1054), wherein the first direction is perpendicular to the second direction.

9. The integrated bracket (1) according to claim 8, characterized in that: The reinforcement structure further comprises: A middle circular rib (1051) formed in the middle region of the stent body (101); A plurality of peripheral circular ribs (1052) are distributed along the circumference of the middle circular rib (1051), and the middle circular rib (1051) and each of the peripheral circular ribs (1052) are arranged at the intersection of the first convex rib (1054) and the second convex rib (1055); A plurality of connecting convex ribs (1053), respectively connected between the middle circular rib (1051) and each of the peripheral circular ribs (1052); and / or, A reinforcing flange (1056) is formed at the peripheral edge of the bracket body (101) and is connected to the first connecting structure (102) and the second connecting structure (103).

10. A vehicle, characterized in that: include: Cabin longitudinal beams (3); A vibration reduction tower (4) is arranged on the cabin longitudinal beam (3) and connected to the cabin longitudinal beam (3); The integrated bracket (1) according to any one of claims 1 to 9, wherein the integrated bracket (1) is connected to the vibration damping tower (4) via the first connecting structure (102), and the integrated bracket (1) is connected to the cabin longitudinal beam (3) via the second connecting structure (103).

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