Automobile stress releasing support and automobile stress releasing device

Abstract

The utility model provides an automobile stress releasing support and an automobile stress releasing device, relates to the technical field of automobiles, and aims to instantly and freely adjust the height and the inclination, expand the application range of the automobile stress releasing support and save the time cost and the labor cost under the condition that the automobile stress releasing support is not transformed. The automobile stress releasing support comprises a plurality of bases, a plurality of length adjusting columns corresponding to the bases respectively and an impact block, each length adjusting column comprises a hollow column and an adjusting column, the hollow columns comprise a first hollow column and a second hollow column which are connected, and the first end of the first hollow column is connected to the side face of the second hollow column; the first hollow column sleeves the first end of the adjusting column and is in threaded connection with the adjusting column, and the second hollow column is connected with the corresponding base; the impact block is connected with the second end of the length adjusting column through a spherical hinge structure.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, specifically to an automotive stress relief bracket and an automotive stress relief device. Background Technology

[0002] Vehicle factory inspection is a crucial step in comprehensively testing the overall quality of the vehicle and the functionality of its components. Among the many aspects of this process, adjusting the four-wheel alignment parameters is paramount. Correct four-wheel alignment parameters ensure vehicle handling performance, maintain a tight grip between the tires and the ground, prevent improper tire wear, and guarantee steering stability. However, during vehicle assembly, factors such as component dimensional tolerances, bolt tightening torque, and deformation of flexible parts create significant assembly stress between components. If four-wheel alignment is performed immediately after the vehicle leaves the assembly line, the parameters will change during road testing, potentially leading to inaccurate alignments, such as excessive height difference between the left and right wheels. Therefore, it is essential to fully release the assembly stress before performing four-wheel alignment to ensure the accuracy of the parameters.

[0003] Generally, stress relief devices are used to release this assembly stress in vehicles. For example, Chinese Patent Publication No. CN216082040U, published on March 18, 2022, discloses an automotive assembly stress relief device. This device includes a first stress relief frame supporting the left tire and a second stress relief frame supporting the right tire. Both the first and second stress relief frames include longitudinally placed longitudinal beams and several transversely arranged crossbeams on the longitudinal beams. The crossbeams of the first and second stress relief frames are staggered. This allows the left and right tires of the vehicle to vibrate alternately, effectively eliminating the stress generated by the assembly of the vehicle's chassis suspension.

[0004] However, since the automotive assembly stress relief device is fixed to the ground and its shape is also fixed, the only adjustable parameter for this device is its arrangement, which limits the upper limit of adjustment and makes it impossible to adjust. When different vehicle models pass through the stress relief device, the stress relief effect varies. This will result in some vehicle models not being able to fully release their assembly stress. After a certain mileage, the four-wheel alignment parameters of these vehicles will change significantly, leading to problems such as vehicle drift or steering wheel misalignment. Utility Model Content

[0005] The purpose of this utility model is to provide an automotive stress relief bracket and an automotive stress relief device, which allows for immediate and free adjustment of height and inclination without modifying the automotive stress relief bracket, thereby expanding the range of car models that the automotive stress relief bracket can be applied to and saving time and labor costs.

[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows: This utility model provides an automotive stress relief bracket, including multiple bases, multiple length adjustment columns corresponding to the multiple bases, and an impact block. The length adjustment column includes a hollow column and an adjustment column. The hollow column includes a first hollow column and a second hollow column connected to each other. The first end of the first hollow column is connected to the side of the second hollow column. The first hollow column is sleeved on the first end of the adjustment column and is threadedly connected to the adjustment column. The second hollow column is connected to the corresponding base. The impact block is connected to the second end of the length adjustment column through a ball joint structure.

[0007] The beneficial effects of this utility model are as follows: the height of both ends of the impact block of the automotive stress relief bracket relative to the ground plane is adjustable, and the length adjustment column can be adjusted to the same height simultaneously, allowing the overall height of the impact block relative to the ground plane to increase or decrease by a certain amount; the length adjustment column can also be adjusted to different heights individually, giving the impact block a certain angle. Therefore, the automotive stress relief bracket can instantly and freely adjust the height and angle, converting these two quantities into adjustable parameters, increasing the adjustable parameters of the automotive stress relief bracket. This allows for adjustment of tire radial force and tire axial force, providing good adjustment space for both tire radial force and tire axial force, with a high upper adjustment limit; and allows for adjusting the appropriate height of the automotive stress relief bracket for different vehicle models. The angle and inclination allow for the full release of assembly stress in different vehicle models. Furthermore, the length of the length adjustment column can be adjusted by rotating the adjustment column, which moves it up or down relative to the first hollow column. This method is simple and convenient. Without modifying the vehicle stress relief bracket, such as disassembling it to reduce the height of the impact block's ends relative to the ground plane, or adding a component to the bracket to increase the height of the impact block's ends relative to the ground plane, the length of the length adjustment column can be adjusted to adjust the height of the impact block's ends relative to the ground plane. This saves time and labor costs and expands the range of vehicle models that the vehicle stress relief bracket can be applied to.

[0008] In some embodiments, the base includes a base plate, a first side plate and a second side plate, and a fixing rod. The first side plate and the second side plate are disposed opposite to each other and connected to the base plate. A second hollow column is sleeved on the fixing rod, and the two ends of the fixing rod are respectively connected to the first side plate and the second side plate.

[0009] In some embodiments, a portion of the length adjustment post is connected to one end of the impact block in its extension direction, and the remaining length adjustment post is connected to the other end of the impact block in its extension direction.

[0010] In some embodiments, the impact block includes a first surface and a second surface, the first surface being a plane, and the second end of the adjusting column being connected to the first surface via a ball joint structure; the second surface being an arc surface.

[0011] In some embodiments, the ball joint structure includes a ball head and a ball seat. The ball head is disposed at the second end of the adjusting column, and the ball seat is disposed on the first surface of the impact block. The ball head is engaged in the ball seat and can rotate within the ball seat.

[0012] In some embodiments, the ball seat is embedded in the first surface of the impact block.

[0013] In some embodiments, the length adjusting post further includes a nut, which is sleeved on the first end of the adjusting post and located on one side of the second end of the first hollow post, and the nut is threadedly connected to the adjusting post.

[0014] This utility model also provides an automotive stress relief device, including multiple automotive stress relief brackets as described above, with the multiple automotive stress relief brackets arranged in two rows and the base fixed to the foundation.

[0015] In some embodiments, the foundation is lower than the ground plane, and when the length adjustment column is at its shortest, the lower surface of the impact block is flush with the ground plane.

[0016] In some embodiments, the two rows of automotive stress relief brackets are staggered in a first direction, and on the plane where the ground is located, the first direction is perpendicular to the arrangement direction of the plurality of automotive stress relief brackets. Attached Figure Description

[0017] Figure 1 This is a structural diagram of an automotive stress relief bracket according to some embodiments of the present disclosure;

[0018] Figure 2 This is a structural diagram of a length adjustment column according to some embodiments of the present disclosure;

[0019] Figure 3 This is a structural diagram of an impact block according to some embodiments of the present disclosure;

[0020] Figure 4 This is a structural diagram of a base according to some embodiments of the present disclosure;

[0021] Figure 5 This is a structural diagram of an automotive stress relief device according to some embodiments of the present disclosure.

[0022] In the diagram, 100 - Automotive stress relief bracket; 10 - Base; 11 - Base plate; 12 - First side plate; 13 - Second side plate; 14 - Fixing rod; 20 - Length adjustment column; 21 - Adjustment column; 22 - Hollow column; 23 - Nut; 22-1 - First hollow column; 22-2 - Second hollow column; 21-1 - First end of adjustment column; 21-2 - Second end of adjustment column; 22-11 - First end of first hollow column; 22-12 - Second end of first hollow column; 22-21 - Side of second hollow column; 30 - Impact block; 31 - First end of impact block.

[0023] 32 - Second end of impact block; 33 - First surface of impact block; 34 - Second surface of impact block; 40 - Ball joint structure; 41 - Ball head; 42 - Ball seat; 1000 - Automotive stress relief device Detailed Implementation

[0024] like Figure 1 , Figure 2 As shown, this utility model provides an automotive stress relief bracket 100, including multiple bases 10, multiple length adjustment columns 20 corresponding to the multiple bases 10, and impact blocks 30. The length adjustment column 20 includes a hollow column 22 and an adjustment column 21. The hollow column 22 includes a first hollow column 22-1 and a second hollow column 22-2 connected to each other. The first hollow column 22-1 is sleeved on the first end 21-1 of the adjustment column 21 and is threadedly connected to the adjustment column 21. The second hollow column 22-2 is connected to the corresponding base 10. The second end 21-2 of the adjustment column 21 of the length adjustment column 20 is connected to the impact block 30 through a ball joint structure 40.

[0025] Exemplarily, the automotive stress relief bracket 100 may include three bases 10, three length adjustment posts 20, and one impact block 30. The automotive stress relief bracket 100 may also include two bases 10, two length adjustment posts 20, and one impact block 30; or four bases 10, four length adjustment posts 20, and one impact block 30, etc., and this disclosure does not limit the scope. This disclosure uses the example of an automotive stress relief bracket 100 including three bases 10, three length adjustment posts 20, and one impact block 30 for illustration.

[0026] For example, the first hollow column 22-1 can be a hollow cylinder, the second hollow column 22-2 can be a hollow cylinder, and the adjusting column 21 can be a hollow cylinder or a solid cylinder. The dimensions of the first hollow column 22-1 and the adjusting column 21 are matched. The inner surface of the first hollow column 22-1 is provided with an internal thread, and the outer surface of the first end 21-1 of the adjusting column 21 is provided with an external thread. The internal thread of the first hollow column 22-1 matches the external thread of the adjusting column 21. The first end 21-1 of the adjusting column 21 can rotate upward or downward within the first hollow column 22-1 through the external and internal threads, thereby causing the position of the adjusting column 21 relative to the first hollow column 22-1 to move upward or downward, thereby increasing or decreasing the length of the length adjusting column 20, so that the length of the length adjusting column 20 can be adjusted.

[0027] For example, the base 10 is used to mount the length adjustment column 20, and the second hollow column 22-2 of the length adjustment column 20 is connected to the base 10. The impact block 30 is used to support the tire. To ensure the stability of the car stress relief bracket 100, three bases 10 and three length adjustment columns 20 can be provided, with the three bases 10 respectively connected to the three length adjustment columns 20; for example... Figure 3 As shown, the impact block 30 may include a first end 31 and a second end 32 in its extending direction. The size of the first end 31 may be larger than the size of the second end 32. Therefore, the first end 31 of the impact block 30 may be connected to two length adjustment posts 20, and the second end 32 of the impact block 30 may be connected to one length adjustment post 20, so that the three length adjustment posts 20 are arranged in a triangle, which increases the stability of the vehicle stress relief bracket 100. At the same time, when the length of the length adjustment post 20 of the first end 31 of the impact block 30 may be greater than the length of the length adjustment post 20 of the second end 32 of the impact block 30, the impact block 30 as a whole may tilt in the direction of the second end 32, and may have a larger range of tilt angles to meet the needs of more vehicle models for tire radial force and tire axial force.

[0028] It is understandable that the size of the first end 31 of the impact block 30 can be less than or equal to the size of the second end 32. When the car stress relief bracket 100 includes two bases 10 and two length adjustment columns 20, the size of the first end 31 and the second end 32 of the impact block 30 can be the same or different, and can be set according to the actual situation.

[0029] In some embodiments, such as Figure 3As shown, the impact block 30 includes a first surface 33 and a second surface 34. The second end 21-2 of the adjusting post 21 of the length adjusting post 20 is connected to the first surface 33 of the impact block 30. The first surface 33 of the impact block 30 is flat, which facilitates the connection of the length adjusting post 20. The second surface 34 of the impact block 30 is used to support the tire. The second surface 34 of the impact block 30 is curved, so that when the tire passes over the second surface 34 of the impact block 30, the second surface 34 is a smooth surface, reducing damage to the tire.

[0030] For example, the impact block 30 is "semi-ice cream cone shape", that is, the size of the first end 31 of the impact block 30 is larger than the size of the second end 32, the first surface 33 is a plane, and the second surface 34 is an arc surface. The impact block 30 with this shape can better provide the tire with radial force and axial force, so that the assembly stress of the vehicle can be released more fully.

[0031] For example, in order to ensure that the length of the length adjustment column 20 can be smoothly adjusted, that is, the first end 21-1 of the adjustment column 21 can rotate upward or downward within the first hollow column 22-1 through the external and internal threads, the second end 21-2 of the adjustment column 21 needs to be able to rotate relative to the impact block 30. At the same time, in order to make the impact block 30 have a certain slope, for example, the length of the length adjustment column 20 at the first end 31 of the impact block 30 is greater than the length of the length adjustment column 20 at the second end 32 of the impact block 30, so that the impact block 30 is tilted in the direction of the second end 32, the second end 21-2 of the adjustment column 21 needs to be able to swing relative to the impact block 30. Therefore, the second end 21-2 of the length adjustment column 21 can be connected to the first surface 33 of the impact block 30 through the ball joint structure 40.

[0032] For example, such as Figure 2 , Figure 3 As shown, the ball joint structure 40 includes a ball head 41 and a ball seat 42. The ball head 41 is located at the second end 21-2 of the adjusting post 21, and the ball seat 42 is located on the first surface 33 of the impact block 30. The ball head 41 at the second end 21-2 of the adjusting post 21 can be pressed into the ball seat 42 on the first surface 33 of the impact block 30, so that the ball head 41 is engaged within the ball seat 42 and can rotate and wobble within the ball seat 42. It can be understood that the inner diameter of the ball seat 42 is slightly larger than the diameter of the ball head 41. The ball head 41 can rotate freely within the ball seat 42 and wobble slightly within a certain range, but the ball head 41 cannot detach from the ball seat 42 on its own.

[0033] In some embodiments, the adjusting column 21 and the ball head 41 can be integrally forged by a mold, and the ball seat 42 can be embedded in the first surface 33 of the impact block 30. The ball seat 42 and the impact block 30 can be a whole. This arrangement makes the ball seat 42 more firmly fixed to the first surface 33 of the impact block 30, ensuring the stability of the vehicle stress relief bracket 100.

[0034] For example, the height of both ends of the impact block 30 of the automotive stress relief bracket 100 provided in this disclosure relative to the ground plane is adjustable, and the length adjustment column 20 can be adjusted to the same height simultaneously, so that the overall height of the impact block 30 relative to the ground plane increases or decreases by a certain amount; the length adjustment column 20 can also be adjusted to different heights separately, so that the impact block 30 has a certain inclination. Therefore, the automotive stress relief bracket 100 can adjust its height and inclination instantly and freely, converting these two quantities into adjustable parameters, increasing the adjustable parameters of the automotive stress relief bracket 100, thereby allowing adjustment of tire radial force and tire axial force. There is a good adjustment range for both tire radial force and tire axial force, with a high adjustment upper limit; the appropriate height and inclination of the automotive stress relief bracket 100 can be adjusted for different vehicle models. This method allows for the full release of assembly stress in vehicles of different models. Furthermore, the length of the length adjustment column 20 can be adjusted by rotating the adjustment column 21, which moves upward or downward relative to the first hollow column 22-1. This method is simple and convenient. Without modifying the vehicle stress relief bracket 100, such as disassembling the vehicle stress relief bracket 100 to reduce the height of the two ends of the impact block 30 relative to the ground plane, or adding a component to the vehicle stress relief bracket 100 to increase the height of the two ends of the impact block 30 relative to the ground plane, the length of the length adjustment column 20 can be adjusted, thereby allowing the height of the two ends of the impact block 30 relative to the ground plane to be adjusted. This saves time and labor costs and expands the range of vehicle models that the vehicle stress relief bracket 100 can be applied to.

[0035] In some embodiments, such as Figure 2 As shown, the first end 22-11 of the first hollow column 22-1 is connected to the side surface 22-21 of the second hollow column 22-2; as Figure 4 As shown, the base 10 includes a base plate 11, a first side plate 12 and a second side plate 13, and a fixing rod 14. The first side plate 12 and the second side plate 13 are arranged opposite to each other and connected to the base plate 11. The second hollow column 22-2 is sleeved on the fixing rod 14, and the two ends of the fixing rod 14 are respectively connected to the first side plate 12 and the second side plate 13.

[0036] For example, such as Figure 1 , Figure 2 , Figure 4As shown, the first hollow column 22-1 and the second hollow column 22-2 can be connected together in a "T" shape. The first hollow column 22-1 and the second hollow column 22-2 are perpendicular to each other, that is, the second hollow column 22-2 is arranged in a straight line, and the first hollow column 22-1 is arranged in a straight line. The straight line arrangement of the second hollow column 22-2 facilitates connection with the fixing rod 14 of the base 10. In order to make the first end 22-11 of the first hollow column 22-1 fit more closely with the side 22-21 of the second hollow column 22-2, wire cutting can be used to cut the first end 22-11 of the first hollow column 22-1 into an arc surface with the same diameter as the outer diameter of the second hollow column 22-2, so that the first end 22-11 of the first hollow column 22-1 fits more closely with the side 22-21 of the second hollow column 22-2, thus achieving a better connection.

[0037] For example, the inner diameter of the second hollow column 22-2 is slightly larger than the diameter of the fixing rod 14, and the length of the fixing rod 14 is slightly larger than the length of the second hollow column 22-2. This allows the fixing rod 14 to pass through the second hollow column 22-2, with both ends of the fixing rod 14 protruding from both ends of the second hollow column 22-2, so that both ends of the fixing rod 14 are respectively connected to the first side plate 12 and the second side plate 13. It is understood that the second hollow column 22-2 can rotate around the fixing rod 14, that is, the length adjustment column 20 can rotate relative to the base 10 around the fixing rod 14. The second hollow column 22-2 and the fixing rod 14 form a rotating pair, making the adjustment range of the length adjustment column 20 larger and not limited by the base 10 fixed to the ground and the impact block 30.

[0038] For example, such as Figure 1 , Figure 2 , Figure 3 , Figure 4As shown, the two length adjusting posts 20 and the two bases 10 at the first end 31 of the impact block 30 can be symmetrically arranged along the axis X of the extending direction of the impact block 30, and the fixing rod 14 of the base 10 is further away from the axis X of the extending direction of the impact block 30 relative to the ball seat 42 on the impact block 30; at the same time, the fixing rod 14 of the base 10 at the second end 32 of the impact block 30 is perpendicular to the fixing rod 14 of the base 10 at the first end 31 of the impact block 30, and the fixing rod 14 of the base 10 at the second end 32 of the impact block 30 is further away from the first end 31 of the impact block 30 relative to the ball seat 42 of the second end 32 of the impact block 30; thus, the two length adjusting posts 20 at the first end 31 of the impact block 30 are arranged symmetrically along the axis X of the extending direction of the impact block 30, and the fixing rod 14 of the base 10 at the second end 32 of the impact block 30 is further away from the first end 31 of the impact block 30. As a symmetrical oblique setting, the length adjustment column 20 of the second end 32 of the impact block 30 is also obliquely set, which increases the stability of the impact block 30 and makes it less likely for the impact block 30 to shift in one direction and damage the car stress relief bracket 100. At the same time, the second hollow column 22-2 and the fixed rod 14 form a rotating joint. When the length of the length adjustment column 20 is adjusted, since the positions of the base 10 and the ball seat 42 on the impact block 30 are fixed, the inclination of the length adjustment column 20 will change. At this time, the inclination of the length adjustment column 20 can be changed by the rotating joint, so that the adjustment range of the length adjustment column 20 is larger and is not limited by the base 10 and the impact block 30 fixed to the ground.

[0039] In some embodiments, the first end 22-11 of the first hollow column 22-1 is fixedly connected to the side 22-21 of the second hollow column 22-2; the first side plate 12 and the second side plate 13 are fixedly connected to the base plate 11; the two ends of the fixing rod 14 are respectively fixedly connected to the first side plate 12 and the second side plate 13; this is used to strengthen the stability of the base 10 and the stability of the length adjusting column 20. The fixed connection can be, for example, welding or bolt fixing, and this disclosure is not limited thereto. The adjusting column 21 can rotate relative to the first hollow column 22-1 to adjust the length of the length adjusting column 20.

[0040] In some embodiments, such as Figure 2 As shown, the length adjustment column 20 also includes a nut 23, which is sleeved on the first end 21-1 of the adjustment column 21 and located on one side of the second end 22-12 of the first hollow column 22-1. The nut 23 is threadedly connected to the adjustment column 21.

[0041] For example, the nut 23 is provided with an internal thread that matches the external thread of the adjusting post 21. The nut 23 is screwed into the first end 21-1 of the adjusting post 21 and is located on one side of the second end 22-12 of the first hollow post 22-1. After the adjusting post 21 is rotated to the desired position in the first hollow post 22-1, in order to prevent the adjusting post 21 from rotating relative to itself in the first hollow post 22-1, the nut 23 can be tightened to one side of the second end 22-12 of the first hollow post 22-1 and in contact with the second end 22-12 of the first hollow post 22-1 to further fix the adjusting post 21 and the first hollow post 22-1, preventing the car stress relief bracket 100 from loosening and the height of the two ends of the required impact block 30 relative to the plane of the ground from changing.

[0042] In some embodiments, the impact block 30 is made of concrete, and the base 10 and the length adjusting column 20 are made of stainless steel. This disclosure does not limit the materials of the impact block 30, the base 10, and the length adjusting column 20; these materials may also be stainless steel, other metals, etc.

[0043] like Figure 5 As shown, this utility model also provides an automotive stress relief device 1000, which includes a plurality of automotive stress relief brackets 100 as described above. The plurality of automotive stress relief brackets 100 are arranged in two rows, and the base 10 of the automotive stress relief brackets 100 is fixed to the foundation. One row of automotive stress relief brackets 100 supports the left tire of the vehicle, and the other row of automotive stress relief brackets 100 supports the right tire of the vehicle.

[0044] For example, multiple foundations can be excavated in the ground, and the size of the foundations can be slightly larger than the size of the impact block 30; the ball heads 41 of the second ends 21-2 of the three adjusting columns 21 can be pressed into the three ball seats 42 of the first surface 33 of the impact block 30 respectively; the first end of the fixing rod 14 of the base 10 is welded and fixed to one surface of the first side plate 12; then one end of the first side plate 12 is welded and fixed to one surface of the base plate 11; the welded first hollow column 22-1 and the second hollow column 22-2 are sleeved on the fixing rod 14 through the second end of the fixing rod 14, and the second end of the fixing rod 14 is connected to one surface of the second side plate 13. Weld and fix; then weld and fix one end of the second side plate 13 to the surface of the base plate 11; embed the base plates 11 of the three bases 10 in a foundation, or fix them in a foundation by expansion bolts; then screw the first ends 21-1 of the three adjusting columns 21 into the three first hollow columns 22-1 in a foundation respectively, adjust the appropriate height, rotate the pre-screwed nuts 23, tighten the nuts 23 to one side of the second end 22-12 of the first hollow column 22-1, and make contact with the second end 22-12 of the first hollow column 22-1; according to the above steps, install the car stress relief bracket 100 in each foundation, thereby forming the car stress relief device 1000.

[0045] For example, in the automotive stress relief device 1000 provided in this disclosure, the height of both ends of the impact block 30 of each automotive stress relief bracket 100 relative to the ground plane is adjustable, and the length adjustment column 20 can be adjusted to the same height simultaneously, so that the impact block 30 is increased or decreased in height relative to the ground plane as a whole. The length adjustment column 20 can also be adjusted to different heights, so that the impact block 30 has a certain slope. Therefore, the automotive stress relief bracket 100 can adjust its height and slope instantly and freely, converting these two quantities into adjustable parameters, increasing the adjustable parameters of the automotive stress relief bracket 100, thereby adjusting the tire radial force and tire axial force. There is a good adjustment space for both tire radial force and tire axial force, and the adjustment upper limit is high. The appropriate height and slope of the automotive stress relief bracket 100 can be adjusted for different vehicle models, so that the assembly stress of the vehicle can be fully released. Moreover, it can be adjusted without modifying the automotive stress relief bracket 100, saving time and labor costs and expanding the application range of the automotive stress relief device 1000.

[0046] In some embodiments, when the foundation is lower than the ground plane, and the length adjustment column 20 of the vehicle stress relief bracket 100 is at its shortest length, the lower surface of the impact block 30 is flush with the ground plane. That is, when the length adjustment column 20 is at its shortest length, it is completely lower than the ground plane. At this time, the lower surface of the impact block 30 is at the same height as the ground plane. When a vehicle drives over it, it travels on the raised impact block 30 and the ground, releasing the false torque and residual stress generated by the vehicle chassis assembly.

[0047] In some embodiments, two rows of automotive stress relief brackets 100 are staggered in a first direction, which is perpendicular to the arrangement direction of the plurality of automotive stress relief brackets 100 on the plane of the ground. In the first direction, each automotive stress relief bracket 100 in one row is located between two adjacent automotive stress relief brackets 100 in the other row. This arrangement increases the stability of the automotive stress relief device 1000, resulting in more thorough stress relief during vehicle assembly.

Claims

1. A car stress relief bracket, characterized in that, include: Multiple bases (10); Multiple length adjustment posts (20) corresponding to the multiple bases (10) respectively, each length adjustment post (20) includes a hollow post (22) and an adjustment post (21). The hollow post (22) includes a first hollow post (22-1) and a second hollow post (22-2) connected together. The first end (22-11) of the first hollow post (22-1) is connected to the side (22-21) of the second hollow post (22-2). The first hollow post (22-1) is sleeved on the first end (21-1) of the adjustment post (21) and threadedly connected to the adjustment post (21). The second hollow post (22-2) is connected to the corresponding base (10). Impact block (30), which is connected to the second end (21-2) of the adjusting column (21) of the length adjusting column (20) via a ball joint structure (40).

2. The automotive stress relief bracket according to claim 1, characterized in that, The base (10) includes: Base plate (11); A first side plate (12) and a second side plate (13), the first side plate (12) and the second side plate (13) being disposed opposite to each other and connected to the base plate (11); and A fixing rod (14) is provided, and the second hollow column (22-2) is sleeved on the fixing rod (14), and the two ends of the fixing rod (14) are respectively connected to the first side plate (12) and the second side plate (13).

3. The automotive stress relief bracket according to claim 1, characterized in that, Some of the length adjustment posts (20) are connected to one end of the impact block (30) in its extension direction, and the remaining length adjustment posts (20) are connected to the other end of the impact block (30) in its extension direction.

4. The automotive stress relief bracket according to any one of claims 1 to 3, characterized in that, The impact block (30) includes a first surface (33) and a second surface (34). The first surface (33) is a plane, and the second end (21-2) of the adjusting column (21) is connected to the first surface (33) through the ball joint structure (40). The second surface (34) is an arc surface.

5. The automotive stress relief bracket according to claim 4, characterized in that, The ball joint structure (40) includes a ball head (41) and a ball seat (42). The ball head (41) is disposed at the second end (21-2) of the adjusting column (21), and the ball seat (42) is disposed on the first surface (33) of the impact block (30). The ball head (41) is engaged in the ball seat (42) and can rotate within the ball seat (42).

6. The automotive stress relief bracket according to claim 5, characterized in that, The ball seat (42) is embedded in the first surface (33) of the impact block (30).

7. The automotive stress relief bracket according to any one of claims 1 to 3, characterized in that, The length adjustment column (20) also includes a nut (23), which is sleeved on the first end (21-1) of the adjustment column (21) and located on one side of the second end (22-12) of the first hollow column (22-1). The nut (23) is threadedly connected to the adjustment column (21).

8. A stress relief device for automobiles, characterized in that, It includes a plurality of automotive stress relief brackets as described in any one of claims 1 to 7, wherein the plurality of automotive stress relief brackets (100) are arranged in two rows, and the base (10) is fixed to the foundation.

9. The automotive stress relief device according to claim 8, characterized in that, When the foundation is lower than the ground plane, and the length adjustment column (20) is at its shortest, the lower surface of the impact block (30) is flush with the ground plane.

10. The automotive stress relief device according to claim 8 or claim 9, characterized in that, The two rows of automotive stress relief brackets (100) are staggered in a first direction, which is perpendicular to the arrangement direction of the plurality of automotive stress relief brackets (100) on the plane of the ground.

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