Vibration reduction tower assembly structure and vehicle

Abstract

The utility model discloses a vibration reduction tower assembly structure and a vehicle, the vibration reduction tower assembly structure comprises two vibration reduction towers which are respectively arranged at the left end and the right end of the vehicle, and the top of each vibration reduction tower is provided with a vibration damper mounting plate; the two connecting brackets are fixedly mounted on the two shock absorber mounting plates respectively; the two ends of the connecting rod are fixedly installed on the two connecting supports respectively. According to the vibration reduction tower assembly structure, the response speed of a vehicle body can be increased, the control stability is improved, road noise is reduced, and the vibration reduction tower assembly structure has the advantages of being not prone to being limited by the structure, good in flexibility, high in applicability and the like.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle engineering, and particularly to a shock tower assembly structure and a vehicle with the shock tower assembly structure. Background Art

[0002] As an important load transfer path of a vehicle, improving the rigidity of the shock tower is a key factor in reducing vehicle interior vibration and improving comfort and handling performance.

[0003] In the related art, the rigidity of the shock tower is improved by adding a welded cross beam at the water trough or by increasing the cross section of the upper side beam. Adding a cross beam at the water trough will affect pedestrian protection performance and is limited by space layout. By increasing the cross section of the upper side beam, it is difficult to achieve an ideal improvement effect due to tire size and offset limitations. Summary of the Utility Model

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, the utility model provides a shock tower assembly structure, which can improve the body response speed, improve the handling stability, reduce road noise, and has the advantages of being not easily restricted by the structure, good flexibility, and strong applicability.

[0005] The utility model also provides a vehicle with the shock tower assembly structure.

[0006] To achieve the above object, according to an embodiment of the first aspect of the utility model, a shock tower assembly structure is provided, which includes: two shock towers, respectively arranged at the left and right ends of the vehicle, and each shock tower is provided with a shock absorber mounting plate at the top; two connecting brackets, which are respectively fixedly installed on the two shock absorber mounting plates; and a connecting rod, the two ends of which are respectively fixedly installed on the two connecting brackets.

[0007] The shock tower assembly structure according to the embodiment of the utility model can improve the body response speed, improve the handling stability, reduce road noise, and has the advantages of being not easily restricted by the structure, good flexibility, and strong applicability.

[0008] In addition, the shock tower assembly structure according to the above embodiment of the utility model may further have the following additional technical features:

[0009] According to an embodiment of the utility model, the connecting rod is a hollow tubular shape.

[0010] According to an embodiment of the present utility model, the cross-sectional width of the connection bracket gradually increases in a preset direction, where the direction from the end of the connecting rod connected by the connection bracket to the end of the connection bracket connected to the shock absorber mounting plate is defined as the preset direction.

[0011] According to an embodiment of the present utility model, the diameter of the connecting rod is 30 - 50 millimeters.

[0012] According to an embodiment of the present utility model, each connection bracket includes: a top plate having a first connection portion and a second connection portion, the first connection portion being connected to the shock absorber mounting plate, and the second connection portion being located above and connected to the connecting rod; two side plates respectively connected to the front and rear side edges of the top plate, and the connecting rod is located between the two side plates.

[0013] According to an embodiment of the present utility model, the two connection brackets are respectively lapped on the top surfaces of the two shock absorber mounting plates.

[0014] According to an embodiment of the present utility model, the connecting rod is arranged horizontally in the transverse direction within the interval between the two shock towers, and the two ends of the connecting rod respectively face the side walls of the two shock towers.

[0015] According to an embodiment of the present utility model, the two connection brackets are both arranged at an obtuse angle with respect to the length direction of the connecting rod.

[0016] According to an embodiment of the present utility model, the connection bracket is connected to the shock absorber mounting plate through a threaded fastener, and the connecting rod is connected to the connection bracket through a threaded fastener.

[0017] According to an embodiment of the second aspect of the present utility model, a vehicle is provided, which includes the shock tower assembly structure according to the embodiment of the first aspect of the present utility model.

[0018] The vehicle according to the embodiment of the present utility model, by using the shock tower assembly structure according to the embodiment of the first aspect of the present utility model, has the advantages of high body response speed, good handling stability, and low road noise.

[0019] The additional aspects and advantages of the present utility model will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present utility model. Description of the Drawings

[0020] The above and / or additional aspects and advantages of the present utility model will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, where:

[0021] Figure 1 It is a schematic structural diagram of a shock absorber tower assembly structure according to an embodiment of the present utility model.

[0022] Figure 2 It is a partial structural schematic diagram of a shock absorber tower assembly structure according to an embodiment of the present utility model.

[0023] Figure 3 It is a partial structural schematic diagram of a shock absorber tower assembly structure according to an embodiment of the present utility model.

[0024] Figure 4 It is an exploded view of a shock absorber tower assembly structure according to an embodiment of the present utility model.

[0025] Figure 5 It is a schematic structural diagram of a connecting rod and a connecting bracket of a shock absorber tower assembly structure according to an embodiment of the present utility model.

[0026] Figure 6 It is a schematic structural diagram of a connecting rod and a connecting bracket of a shock absorber tower assembly structure according to an embodiment of the present utility model.

[0027] Reference numerals: shock absorber tower assembly structure 1, shock absorber mounting plate 10, connecting bracket 20, top plate 21, first connecting portion 211, second connecting portion 212, side plate 22, connecting rod 30, shock absorber tower 2. Detailed implementation manners

[0028] This application is made based on the inventor's discovery and recognition of the following facts and problems:

[0029] As an important load transfer path of a vehicle, improving the rigidity of the shock absorber tower is a key factor in reducing vehicle interior vibration and improving comfort and handling performance.

[0030] In the related art, the method of improving the rigidity of the shock absorber tower is to increase the welding cross beam at the water trough to improve the rigidity, or to increase the cross section of the upper side beam to improve the rigidity. The method of adding a cross beam at the water trough will affect the pedestrian protection performance and is limited by the space layout. By increasing the cross section of the upper side beam, it is difficult to achieve an ideal improvement effect due to the tire size and offset.

[0031] In some vehicles in the related art, the rigidity is improved by connecting a cross beam between the shock absorber towers. However, the cross beam in the related art is an integral stamping structure. If cross beams of different sizes are required, new molds need to be opened, and it is difficult to adjust according to different vehicle models and different requirements.

[0032] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where like or similar reference numerals denote like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present utility model, and should not be construed as a limitation to the present utility model.

[0033] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model. In addition, features defined as "first", "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more.

[0034] In the description of the present utility model, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "connected" and "connected" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0035] The vibration damping tower assembly structure 1 according to an embodiment of the present utility model will be described below with reference to the accompanying drawings.

[0036] As Figures 1-6 shown, the vibration damping tower assembly structure 1 according to an embodiment of the present utility model includes two vibration damping towers 2, two connection brackets 20 and a connecting rod 30.

[0037] The two vibration damping towers 2 are respectively arranged at the left and right ends of the vehicle (the up-down, left-right and front-back directions are as shown by the arrows in the figure). Each vibration damping tower 2 is provided with a shock absorber mounting plate 10 at the top. The two connection brackets 20 are respectively fixedly mounted on the two shock absorber mounting plates 10. The two ends of the connecting rod 30 are respectively fixedly mounted on the two connection brackets 20.

[0038] Specifically, the connecting rod 30 connects the two shock absorber mounting plates 10 through the two connection brackets 20, thereby connecting the two vibration damping towers 2 to each other.

[0039] When the vehicle steers, lateral centrifugal forces in the left - right direction are generated by the friction between the tires and the ground. The connection structure formed by the shock absorber mounting plate 10, the connection bracket 20, and the connecting rod 30 can effectively resist deformation in the left - right direction, thereby reducing the body deformation, improving the body response speed, and enhancing the handling stability.

[0040] When the vehicle passes through a rough road surface, after the road surface vibration passes through the suspension, the remaining vibration is transmitted into the vehicle through the shock absorber mounting plate 10. In related - art vehicles, the support in the left - right direction is insufficient, and the resonance frequency of the shock tower itself is relatively low, easily causing low - frequency road noise problems. By providing the shock tower assembly structure 1, the shock tower assembly structure 1 can transmit the vibrations of the two shock towers 2. It can not only improve the low - frequency road noise problem caused by the resonance of the shock tower itself, but also because the shock tower assembly structure 1 is introduced and participates in the resonance to improve the resonance frequency, thereby suppressing the mid - frequency road noise problem.

[0041] Due to the use of the split - type structure of the shock absorber mounting plate 10, the connection bracket 20, and the connecting rod 30, the force transmission efficiency in the left - right direction of the shock tower assembly structure 1 can be adjusted by adjusting the cross - section thickness of the connection bracket 20. Different requirements can also be met by adjusting the size of the connecting rod 30.

[0042] According to the shock tower assembly structure 1 of the embodiment of the present utility model, by providing the shock absorber mounting plate 10, the connection bracket 20, and the connecting rod 30, the connecting rod 30 can connect the two shock absorber mounting plates 10 through the two connection brackets 20, thereby connecting the two shock towers 2 to improve the stiffness of the shock tower 2. On the one hand, when the vehicle steers, the shock tower assembly structure 1 can be used to resist the deformation of the vehicle body in the left - right direction, improve the static rigidity of the front shock tower 2, thereby enhancing the body response speed and the handling stability. On the other hand, when the vehicle passes through a rough road surface, the shock tower assembly structure 1 connects the two shock towers 2 to transmit vibrations, and the shock tower assembly structure 1 participates in the resonance to increase the dynamic stiffness of the shock tower 2 in the left - right direction, reduce the vibration amplitude of the shock tower, improve the low - frequency and mid - frequency resonances, and suppress the road noise problem.

[0043] Moreover, by connecting the two shock towers 2 through the shock tower assembly structure 1, compared with the related art methods of adding a water - trough cross - beam and increasing the cross - section of the upper side beam, it will not affect the pedestrian protection performance, nor will it be restricted by structural limitations such as space layout and tire size. In the case where a water - trough cross - beam cannot be added and the cross - section of the upper side beam cannot be increased, it can avoid the insufficient effect of improving the rigidity of the shock tower caused by structural limitations, and effectively improve the handling stability and road noise problem.

[0044] In addition, by setting the split structure of the two shock absorber mounting plates 10, the two connecting brackets 20 and the connecting rod 30, compared with the method of using an integral crossbeam in the related art, on the one hand, the connecting rod 30 occupies less space and is simple to form, which is convenient for adjusting the cross-sectional size of the connecting rod 30 according to different needs to match the requirements. On the other hand, by adjusting the cross-sectional thickness of the connecting bracket 20, the force transmission efficiency in the left-right direction of the shock tower assembly structure 1 can be adjusted, so that the shock tower assembly structure 1 is convenient for adjustment according to different needs, and the flexibility and applicability of the shock tower assembly structure 1 are improved.

[0045] Therefore, the shock tower assembly structure 1 according to the embodiment of the present invention can improve the body response speed, improve the handling stability, and reduce the road noise, and has the advantages of being not easily restricted by the structure, good flexibility, and strong applicability.

[0046] The shock tower assembly structure 1 according to the specific embodiment of the present invention will be described below with reference to the drawings.

[0047] In some specific embodiments of the present invention, as Figures 1-6 shown, the shock tower assembly structure 1 according to the embodiment of the present invention includes two shock absorber mounting plates 10, two connecting brackets 20, and a connecting rod 30.

[0048] Advantageously, as Figure 6 shown, the connecting rod 30 is a hollow tube. This can not only facilitate reducing the weight of the connecting rod 30, but also facilitate improving resonance and further reducing road noise.

[0049] More advantageously, as Figure 6 shown, the cross-section of the connecting rod 30 is a circular ring. This can facilitate improving the structural strength and stiffness of the connecting rod 30, ensuring the vibration transmission effect of the shock tower assembly structure 1, improving the reliability of the shock tower assembly structure 1, and can also facilitate the manufacturing of the connecting rod 30, facilitating the adjustment of the pipe diameter of the connecting rod 30 according to actual needs, and facilitating reducing the space occupied by the connecting rod 30.

[0050] Optionally, the diameter of the connecting rod 30 is 30-50 mm. This can reduce the weight of the connecting rod 30 and the space occupied by the connecting rod 30 while ensuring the structural strength and stiffness of the connecting rod 30, and is convenient for adjusting the diameter of the connecting rod 30 according to different needs.

[0051] Figures 1-6 The shock tower assembly structure 1 according to some examples of the present invention is shown. As Figures 1-6As shown, each connecting bracket 20 includes a top plate 21 and side plates 22. The top plate 21 has a first connecting portion 211 and a second connecting portion 212. The first connecting portion 211 is connected to the shock absorber mounting plate 10, and the second connecting portion 212 is located above and connected to the connecting rod 30. The two side plates 22 are respectively connected to the front and rear edges of the top plate 21, and the connecting rod 30 is located between the two side plates 22. In this way, the shock absorber mounting plate 10 and the connecting rod 30 can be connected by the top plate 21, and the structural strength and stiffness of the connecting bracket 20 can be improved by the side plates 22. The side plates 22 can also clamp and position the connecting rod 30, further improving the connection stability and the vibration transmission effect.

[0052] Specifically, as Figure 4 and Figure 5 shown, the cross-sectional width of the connecting bracket 20 gradually increases in the preset direction. Herein, the direction from the end of the connecting rod 30 connected by the connecting bracket 20 to the end of the shock absorber mounting plate 10 connected by the connecting bracket 20 is defined as the preset direction. In this way, it is convenient for the connecting bracket 20 to connect to the shock absorber mounting plate 10, improving the connection stability and reliability between the connecting bracket 20 and the shock absorber mounting plate 10, enhancing the vibration transmission effect between the connecting bracket 20 and the shock absorber mounting plate 10, and it is also convenient for the connecting bracket 20 to connect to the connecting rod 30, improving the connection stability and the vibration transmission effect.

[0053] Advantageously, as Figure 1 and Figure 2 shown, the two connecting brackets 20 are respectively lapped on the top surfaces of the two shock absorber mounting plates 10. In this way, it is further convenient for the connecting bracket 20 to transmit the force and vibration in the up and down directions, facilitating the vibration transmission of the two shock towers 2 by the shock tower assembly structure 1, further improving the stiffness of the shock tower 2, reducing the resonance frequency of the shock tower 2, and improving the low-frequency and mid-frequency road noise problems.

[0054] More advantageously, as Figure 1 and Figure 2 shown, the connecting rod 30 is arranged horizontally in the transverse direction within the interval between the two shock towers 2, and the two ends of the connecting rod 30 respectively face the side walls of the two shock towers 2. In this way, it is further convenient for the connecting rod 30 to transmit the force and vibration in the left and right directions, further improving the stiffness of the shock tower 2, facilitating the improvement of the body response speed, enhancing the handling stability, reducing the resonance frequency of the shock tower 2, and improving the low-frequency and mid-frequency road noise problems.

[0055] Furthermore, as Figure 3As shown, both of the two connecting brackets 20 are arranged at an obtuse angle relative to the longitudinal direction of the connecting rod 30. In this way, the forces in the left-right direction and up-down direction received by the connecting bracket 20 can be fully transmitted through the longitudinal direction of the connecting rod 30, further improving the stiffness of the shock absorber tower 2, facilitating the improvement of the vehicle body response speed, enhancing the handling stability, reducing the resonance frequency of the shock absorber tower 2, and improving the low-frequency and mid-frequency road noise problems.

[0056] More specifically, as Figures 1-6 shown, the connecting bracket 20 is provided with reinforcing ribs. In this way, the structural strength and stiffness of the connecting bracket 20 can be improved, and the vibration transmission effect of the connecting bracket 20 can be enhanced.

[0057] Optionally, the thickness of the connecting bracket 20 is 1.5 - 3.2 millimeters. In this way, the weight of the connecting bracket 20 can be reduced while ensuring the structural strength and stiffness of the connecting bracket 20, and it is convenient to adjust the thickness of the connecting bracket 20 according to different requirements.

[0058] Furthermore, the connecting bracket 20 is connected to the shock absorber mounting plate 10 through threaded fasteners, and the connecting rod 30 is connected to the connecting bracket 20 through threaded fasteners. In this way, it is convenient to select and replace the connecting bracket 20 and the connecting rod 30, and it is also convenient to ensure the connection strength and stability between the shock absorber mounting plate 10, the connecting bracket 20, and the connecting rod 30.

[0059] The vehicle according to an embodiment of the present invention will be described below. The vehicle according to an embodiment of the present invention includes the shock absorber tower assembly structure 1 according to the above embodiment of the present invention.

[0060] The vehicle according to an embodiment of the present invention, by utilizing the shock absorber tower assembly structure 1 according to the above embodiment of the present invention, has the advantages of high vehicle body response speed, good handling stability, and low road noise.

[0061] The other components and operations of the vehicle according to an embodiment of the present invention are known to those of ordinary skill in the art and will not be described in detail here.

[0062] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0063] Although embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principle and spirit of the present utility model. The scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A vibration-damping tower assembly structure, characterized in that: include: Two vibration-damping towers are respectively arranged at the left and right ends of the vehicle, and each vibration-damping tower is provided with a vibration-damping mounting plate at the top; Two connecting brackets, the two connecting brackets are respectively fixedly mounted on the two shock absorber mounting plates; A connecting rod, both ends of which are fixedly mounted on the two connecting brackets.

2. The vibration-damping tower assembly structure according to claim 1, characterized in that: The connecting rod is in the shape of a hollow tube.

3. The vibration-damping tower assembly structure according to claim 1, characterized in that: The cross-sectional width of the connecting bracket gradually increases in a preset direction, wherein a direction from one end of the connecting bracket connected to the connecting rod to one end of the connecting bracket connected to the shock absorber mounting plate is defined as the preset direction.

4. The vibration-damping tower assembly structure according to claim 1, characterized in that: The diameter of the connecting rod is 30-50 mm.

5. The vibration-damping tower assembly structure according to claim 1, characterized in that: Each of the connecting brackets comprises: A top plate, the top plate having a first connecting portion and a second connecting portion, the first connecting portion being connected to the shock absorber mounting plate, the second connecting portion being located above the connecting rod and connected to the connecting rod; Two side panels, the two side panels are respectively connected to the front and rear edges of the top panel, and the connecting rod is located between the two side panels.

6. The vibration-damping tower assembly structure according to claim 1, characterized in that: The two connecting brackets are respectively overlapped on the top surfaces of the two shock absorber mounting plates.

7. The vibration-damping tower assembly structure according to claim 1, characterized in that: The connecting rod is arranged in a horizontal direction in the interval between the two vibration-damping towers, and two ends of the connecting rod are respectively directed toward the side walls of the two vibration-damping towers.

8. The vibration-damping tower assembly structure according to claim 7, characterized in that: The two connecting brackets are both arranged at an obtuse angle relative to the length direction of the connecting rod.

9. The vibration-damping tower assembly structure according to claim 1, characterized in that: The connecting bracket is connected to the shock absorber mounting plate through a threaded fastener, and the connecting rod is connected to the connecting bracket through a threaded fastener.

10. A vehicle, characterized in that: It comprises a vibration damping tower assembly structure according to any one of claims 1-9.

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