Damping tower connecting structure and automobile

Abstract

The utility model discloses a shock absorption tower connecting structure and an automobile, the shock absorption tower connecting structure comprises two shock absorption towers, the opposite sides of the two shock absorption towers are respectively provided with an extension mounting seat, and the two extension mounting seats are respectively provided with a first groove; the two ends of the top bar reinforcing beam extend into the two first grooves correspondingly, and the two ends of the top bar reinforcing beam are fixedly connected with the two extending mounting bases correspondingly. The automobile adopts the shock absorption tower connecting structure. According to the utility model, the stability of a vehicle during running can be improved, the stress transmission performance of the top bar stiffening beam and the connection strength of the top bar stiffening beam and the shock absorption tower can be improved, and the assembly efficiency can also be improved.

Description

Technical Field

[0001] The utility model relates to a car body, in particular to a shock-absorbing tower connection structure and a car. Background Art

[0002] At present, the application of electric vehicles is becoming more and more widespread. In order to achieve longer driving range, lightweighting is a key research task. In the application of steel-aluminum hybrid body, the front cabin area is subjected to dynamic loads from all sides during the driving process of the vehicle, and higher strength and stiffness requirements are required. As one of the important components in the front cabin area, the shock tower has an important influence on the strength and stiffness of the front cabin area.

[0003] CN219989341U discloses a triangular body top bar structure and a car, wherein the triangular body top bar structure includes a triangular balancing component, the triangular balancing component is arranged in the car cabin, and the triangular balancing component is respectively connected to the left shock tower, the right shock tower and the front windshield reinforcement plate in the car cabin. The technical solution connects the left shock tower, the right shock tower and the front windshield reinforcement plate of the car at the same time through the triangular balancing component, significantly improves the lateral stiffness, torsional stiffness and dynamic stiffness of the shock tower of the car, and solves the problem that the stability of the car body and the driving and handling performance of the vehicle cannot be taken into account when designing the top bar structure. Undoubtedly, the technical solution disclosed in the above patent document is a beneficial attempt in the technical field, but the technical solution is to connect the left shock tower and the right shock tower with the cross bar of the triangular balancing component through the reserved mounting holes at the top of the tower, and the support strength and connection reliability still have room for improvement. Utility Model Content

[0004] In view of this, the purpose of the utility model is to provide a shock tower connection structure and a car, which can improve the stability of the vehicle during driving, improve the force transmission performance of the top bar reinforcement beam and the connection strength between the top bar reinforcement beam and the shock tower, and improve the assembly efficiency.

[0005] A shock tower connection structure in the utility model comprises:

[0006] Two shock absorbing towers, each of the two shock absorbing towers is provided with an extended mounting seat on one side facing the other, and each of the two extended mounting seats is provided with a first groove;

[0007] And a top bar reinforcement beam, two ends of which extend into the two first grooves respectively, and two ends of which are fixedly connected to the two extension mounting seats respectively.

[0008] Furthermore, a second groove is provided at the lower part of the two extension mounting seats; the first groove is recessed downward, and the second groove is recessed upward, so that the cross section of the extension mounting seat is "H"-shaped.

[0009] Furthermore, the two extended mounting seats each include a support plate and two reinforcing plates respectively arranged on the front and rear sides of the support plate; the two reinforcing plates each protrude upward from the support plate, and the first groove is formed between the upper parts of the two reinforcing plates; the two reinforcing plates each protrude downward from the support plate, and the second groove is formed between the lower parts of the two reinforcing plates.

[0010] Furthermore, a plurality of mounting holes are arranged on the support plate; the two extended mounting seats each include a local reinforcement boss, the local reinforcement boss protrudes downward from the support plate, and the local reinforcement boss is provided with mounting clearance holes at positions corresponding to the respective mounting holes.

[0011] Furthermore, a weight-reducing hole is provided on the support plate, and a plurality of the mounting holes are arranged around the outside of the weight-reducing hole; and a weight-reducing matching hole is provided at a position of the local reinforcement boss corresponding to the weight-reducing hole.

[0012] Furthermore, the number of mounting holes on each of the support plates is three, and the three mounting holes are arranged in a triangle.

[0013] Furthermore, both ends of the top bar reinforcement beam are connected to the two extension mounting seats respectively by a plurality of threaded fasteners.

[0014] Furthermore, the top bar reinforcement beam is made of aluminum profile, and the two shock towers are made of aluminum alloy.

[0015] Furthermore, the extension mounting seat and the shock absorbing tower are integrally formed by die-casting.

[0016] The utility model discloses a car which adopts the shock tower connection structure.

[0017] The beneficial effects of the utility model are:

[0018] (1) When the vehicle body is deformed by roll, the utility model can transmit external force to the top bar reinforcement beam between the two shock absorber towers, and the top bar reinforcement beam will generate a reaction force in the lateral direction to support the front cabin of the vehicle, so that the front cabin area has greater strength and rigidity, offsetting part of the influence of roll on steering accuracy, and improving the stability of the vehicle during driving.

[0019] (2) The two ends of the top bar reinforcement beam of the utility model are placed in the first groove. On the one hand, the first groove can evenly abut against multiple outer surfaces of the end of the top bar reinforcement beam, with high support strength, which can improve the force transmission performance of the top bar reinforcement beam and improve the connection strength between the top bar reinforcement beam and the shock tower. On the other hand, the first groove has a pre-positioning function during assembly, which can improve assembly efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to make the purpose, technical solution and beneficial effects of the utility model clearer, the utility model is described with the following drawings:

[0021] Figure 1 It is a structural schematic diagram of the shock tower connection structure of the utility model;

[0022] Figure 2 It is a partial enlarged schematic diagram of the connection between the shock-absorbing tower and the top bar reinforcement beam of the utility model;

[0023] Figure 3 It is a structural schematic diagram of the shock absorbing tower of the utility model;

[0024] Figure 4 It is a partially enlarged schematic diagram of the shock-absorbing tower of the utility model.

[0025] The following are marked in the accompanying drawings:

[0026] 1- shock tower, 11- extended mounting seat, 111- first groove, 112- second groove, 113- support plate, 114- reinforcement plate, 115- mounting hole, 116- local reinforcement boss, 117- weight reduction hole;

[0027] 2- Top bar reinforcement beam;

[0028] 3-Threaded fasteners. DETAILED DESCRIPTION

[0029] The technical solution of the utility model is described in detail below in conjunction with the accompanying drawings and embodiments.

[0030] like Figure 1-Figure 4 As shown, a shock tower connection structure in this embodiment includes: a top bar reinforcement beam 2 and two shock towers 1; extended mounting seats 11 are respectively provided on the opposite sides of the two shock towers 1, and first grooves 111 are provided on the two extended mounting seats 11; the two ends of the top bar reinforcement beam 2 respectively extend into the first grooves 111, and the two ends of the top bar reinforcement beam 2 are respectively fixedly connected to the two extended mounting seats 11.

[0031] Specifically, the two shock-absorbing towers 1 are respectively a left shock-absorbing tower located at the left part of the front engine room area and a right shock-absorbing tower located at the right part of the front engine room area, and an extension mounting seat 11 is provided on the right side of the left shock-absorbing tower, and an extension mounting seat 11 is provided on the left side of the right shock-absorbing tower. The length direction of the top bar reinforcement beam 2 is along the left-right direction, and the left and right ends of the top bar reinforcement beam 2 extend into the two first grooves 111 respectively, and the left end of the top bar reinforcement beam 2 is fixedly connected to the extension mounting seat 11 of the left shock-absorbing tower, and the right end of the top bar reinforcement beam 2 is fixedly connected to the extension mounting seat 11 of the right shock-absorbing tower.

[0032] When the body of the automobile is deformed by roll, the external force can be transmitted to the top bar reinforcement beam 2 between the two shock towers 1, and the top bar reinforcement beam 2 will generate a reaction force in the lateral direction to support the front cabin of the vehicle, so that the front cabin area has strong strength and rigidity, offsetting part of the influence of roll on steering accuracy, and improving the stability of the vehicle during driving. At the same time, the two ends of the top bar reinforcement beam 2 are placed in the first groove 111. On the one hand, the first groove 111 can be pressed against multiple outer surfaces of the end of the top bar reinforcement beam 2, with high support strength, which can improve the force transmission performance of the top bar reinforcement beam 2 and improve the connection strength between the top bar reinforcement beam 2 and the shock tower 1. On the other hand, the first groove 111 has a pre-positioning function during assembly, which can improve assembly efficiency.

[0033] In this embodiment, the lower part of the two extension mounting seats 11 is provided with a second groove 112; the first groove 111 is concave downward, and the second groove 112 is concave upward, so that the cross section of the extension mounting seat 11 is "H" shaped. The "H" shaped cross section of the extension mounting seat 11 can increase the connection strength while achieving lightweight.

[0034] In this embodiment, the two extension mounting seats 11 each include a support plate 113 and two reinforcing plates 114 respectively disposed at the front and rear sides of the support plate 113; the two reinforcing plates 114 each protrude upward from the support plate 113, and the first groove 111 is formed between the upper portions of the two reinforcing plates 114; the two reinforcing plates 114 each protrude downward from the support plate 113, and the second groove 112 is formed between the lower portions of the two reinforcing plates 114. The two reinforcing plates 114 can increase the overall strength of the extension mounting seat 11.

[0035] In this embodiment, a plurality of mounting holes 115 are provided on the support plate 113; the two extended mounting seats 11 also include a local reinforcement boss 116, which protrudes downward from the support plate 113, and the local reinforcement boss 116 is provided with mounting clearance holes at positions corresponding to the respective mounting holes 115. Bolt through holes are provided at positions corresponding to the respective mounting holes 115 on the top bar reinforcement beam 2, and the bolts pass through the bolt through holes, the mounting holes 115, and the mounting clearance holes and are connected with nuts to realize the detachable connection between the top bar reinforcement beam 2 and the extended mounting seat 11. The local reinforcement boss 116 can thicken the surrounding areas of the mounting holes 115 and the bolts. The preferred solution is that the sum of the thickness of the support plate 113 and the local reinforcement boss 116 is not less than 1.5 times the diameter of the bolt, so as to ensure the strength of the surrounding areas of the mounting holes 115 and the bolts.

[0036] In this embodiment, the support plate 113 is provided with a weight-reducing hole 117, and a plurality of the mounting holes 115 are arranged around the outside of the weight-reducing hole 117; the local reinforcement boss 116 is provided with a weight-reducing matching hole at a position corresponding to the weight-reducing hole 117. The weight-reducing hole 117 and the weight-reducing matching hole can be conducive to lightweighting.

[0037] In this embodiment, there are three mounting holes 115 on each of the support plates 113, and the three mounting holes 115 are arranged in a triangular shape, so that each end of the top bar reinforcement beam 2 is stably fixed, and the three bolts make the force uniform to prevent stress concentration from causing the bolts to loosen or break.

[0038] In this embodiment, the two ends of the top bar reinforcement beam 2 are connected to the two extension mounting seats 11 respectively through a plurality of threaded fasteners 3. The threaded fasteners 3 are bolts and nuts. Bolt through holes are respectively provided at positions corresponding to the mounting holes 115 on the top bar reinforcement beam 2. The bolts pass through the bolt through holes, the mounting holes 115 and the mounting clearance holes and are connected to the nuts, thereby realizing a detachable connection between the top bar reinforcement beam 2 and the extension mounting seats 11.

[0039] In this embodiment, the top bar reinforcement beam 2 is made of aluminum profile, and the two shock towers 1 are made of aluminum alloy, which is beneficial to the lightweight of the automobile and reduces energy consumption.

[0040] In this embodiment, the extension mounting seat 11 and the shock absorbing tower 1 are integrally die-casted. The extension mounting seat 11 is integrated on the shock absorbing tower 1 and integrally formed by an integral die-casting process, which can simplify the production process and has a high strength of integral molding.

[0041] A car in this embodiment adopts the shock tower connection structure.

[0042] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A shock tower connection structure, characterized in that: include: Two shock absorbing towers (1), wherein an extended mounting seat (11) is respectively provided on one side of the two shock absorbing towers (1) facing each other, and a first groove (111) is provided on each of the two extended mounting seats (11); And a top bar reinforcement beam (2), two ends of which extend into the two first grooves (111) respectively, and two ends of which are fixedly connected to the two extension mounting seats (11) respectively.

2. The shock tower connection structure according to claim 1, characterized in that: A second groove (112) is provided at the lower part of the two extension mounting seats (11); the first groove (111) is recessed downwards, and the second groove (112) is recessed upwards, so that the cross section of the extension mounting seat (11) is in an "H" shape.

3. The shock tower connection structure according to claim 2, characterized in that: The two extension mounting seats (11) each comprise a support plate (113) and two reinforcing plates (114) respectively arranged on the front and rear sides of the support plate (113); the two reinforcing plates (114) each protrude upward from the support plate (113), and the first groove (111) is formed between the upper parts of the two reinforcing plates (114); the two reinforcing plates (114) each protrude downward from the support plate (113), and the second groove (112) is formed between the lower parts of the two reinforcing plates (114).

4. The shock tower connection structure according to claim 3, characterized in that: The support plate (113) is provided with a plurality of mounting holes (115); the two extended mounting seats (11) each further include a local reinforcement boss (116), the local reinforcement boss (116) protruding downward from the support plate (113), and the local reinforcement boss (116) is provided with mounting clearance holes at positions corresponding to the respective mounting holes (115).

5. The shock tower connection structure according to claim 4, characterized in that: A weight-reducing hole (117) is provided on the support plate (113), and a plurality of mounting holes (115) are arranged around the outside of the weight-reducing hole (117); and a weight-reducing matching hole is provided at a position of the local reinforcement boss (116) corresponding to the weight-reducing hole (117).

6. The shock tower connection structure according to claim 5, characterized in that: The number of mounting holes (115) on each support plate (113) is three, and the three mounting holes (115) are arranged in a triangle.

7. The shock tower connection structure according to claim 1, characterized in that: Both ends of the top bar reinforcement beam (2) are connected to the two extension mounting seats (11) respectively via a plurality of threaded fasteners (3).

8. The shock tower connection structure according to claim 1, characterized in that: The top bar reinforcement beam (2) is made of an aluminum profile, and the two shock absorbing towers (1) are made of an aluminum alloy.

9. The shock tower connection structure according to claim 8, characterized in that: The extended mounting seat (11) and the shock absorbing tower (1) are integrally die-cast.

10. An automobile, characterized in that: A shock tower connection structure as described in any one of claims 1 to 9 is adopted.

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