Vibration damper towers and vehicles

Abstract

This utility model provides a shock absorber tower and a vehicle. The shock absorber tower has a mounting part in the middle for installing shock absorbers, a first connecting part on the first side edge of the shock absorber tower, and a second connecting part on the second side edge of the shock absorber tower opposite to the first side. The first connecting part has a first connecting surface and a second connecting surface arranged at an angle to each other, which are used to connect different sides of the fender liner. The second connecting part has a plurality of bolt holes for connecting the engine compartment side beams, and each set of bolt holes has a thickened part protruding from the wall of the shock absorber tower. In the shock absorber tower of this utility model, the first connecting part increases the connection area with the vehicle body frame and increases the number of connection directions by the first connecting surface and the second connecting surface arranged at an angle. The bolt holes of the second connecting part adopt a thickened structure. Through the above settings, the shock absorber tower's impact resistance and deformation resistance are improved, while also meeting the requirements of lightweight design of the shock absorber tower.

Description

Technical Field

[0001] This utility model relates to the field of vehicle shock absorber tower structures, and more specifically, to a shock absorber tower and a vehicle. Background Technology

[0002] The shock absorber tower is a connecting structure installed between the suspension system and the vehicle body frame. Currently, in order to reduce the vehicle body weight as much as possible, the shock absorber tower is generally made of aluminum alloy in one piece, and the shock absorber tower is generally a thin shell structure with a thickness of 3mm.

[0003] In existing technologies, the connection points between the shock absorber tower and the vehicle body frame generally include the engine compartment side beam and fender structure, while the upper part of the shock absorber in the vehicle suspension system is installed in the middle of the shock absorber tower. When the vehicle is in motion, the shock absorber tower will be subjected to impacts from the suspension system. During the impact process, the shock absorber tower structure is prone to deformation or even damage, affecting the reliability of the connection between the shock absorber tower and the vehicle body frame. Utility Model Content

[0004] The purpose of this utility model is to overcome the shortcomings mentioned in the background art and to provide a shock absorber tower and a vehicle equipped with the aforementioned shock absorber tower.

[0005] The objective of this utility model is achieved through the following technical solution:

[0006] On the one hand, the present invention provides a shock-absorbing tower, wherein the middle part of the shock-absorbing tower is provided with a mounting part for installing a shock absorber, the first side edge of the shock-absorbing tower is provided with a first connecting part, and the second side edge of the shock-absorbing tower opposite to the first side is provided with a second connecting part;

[0007] The first connecting portion has a first connecting surface and a second connecting surface that are arranged at an angle to each other, wherein the first connecting surface and the second connecting surface are used to connect different sides of the fender liner;

[0008] The second connecting part is provided with a number of bolt holes for connecting the side beams of the nacelle, and each set of bolt holes has a thickened part protruding from the wall of the shock absorber tower.

[0009] The shock-absorbing tower of this utility model has at least the following beneficial effects:

[0010] The first connecting part adopts a first connecting surface and a second connecting surface that are at an angle to each other, so as to connect to two different sides of the fender liner respectively. This increases the connecting area and the number of connecting directions, so as to better cope with the impact and matching requirements from different directions.

[0011] In addition, the bolt holes of the second connection part adopt a thickened structure to ensure the structural strength, deformation resistance and impact resistance of the bolt holes, while meeting the requirements of lightweighting the shock absorber tower compared to the overall thickening design of the shock absorber tower.

[0012] Based on the above, the shock absorber tower of this utility model can be further improved and supplemented in the following ways:

[0013] Furthermore, the surface of the second connecting part is provided with a gridded first reinforcing rib, and at least part of the thickened part is located at the grid intersection of the first reinforcing rib, further enhancing the structural strength and resistance to deformation of the bolt hole and the second connecting part.

[0014] Furthermore, the surface of the shock absorber tower is provided with several second reinforcing ribs that extend from the mounting part to the peripheral edge of the shock absorber tower, ensuring the overall structural strength of the shock absorber tower shell.

[0015] Furthermore, the thickness of the second reinforcing rib is greater than the thickness of the first reinforcing rib.

[0016] Furthermore, the second reinforcing rib on the surface of the shock absorber tower located between the mounting portion and the second connecting portion is a grid-like reinforcing rib.

[0017] Furthermore, the second connection part includes a third connection surface and a fourth connection surface located on the second side edge of the shock absorber tower. The edge of the shock absorber tower located between the third connection surface and the fourth connection surface has a hollow surface, which not only ensures the connection strength with the cabin side beam, but also reduces the overall weight through the hollow design.

[0018] Furthermore, the mounting part is also provided with a third connecting part for connecting the strut bar. Both ends of the strut bar can be fixed to the third connecting part of a set of shock absorber towers to enhance the structural strength of the entire vehicle body.

[0019] Furthermore, the mounting section has a first connecting hole in the middle for connecting the shock absorber spindle, and the plurality of second reinforcing ribs extend to the wall surface of the first connecting hole to increase the structural strength of the first connecting hole and improve the casting process performance.

[0020] Furthermore, the shock absorber tower is also equipped with wiring harness holes, fuel mounting holes, brake line mounting holes, sensor positioning holes, and wiper mounting holes, ensuring the ease of installation of the aforementioned equipment components.

[0021] Secondly, this utility model also provides a vehicle, which is equipped with the shock absorber tower as described above. Attached Figure Description

[0022] Figure 1 The shock-absorbing tower provided in this embodiment of the utility model Figure 1 ;

[0023] Figure 2 The shock-absorbing tower provided in this embodiment of the utility model Figure 2 ;

[0024] Figure 3 The shock-absorbing tower provided in this embodiment of the utility model Figure 3 ;

[0025] The attached diagram lists the components represented by each number as follows:

[0026] 10- Mounting part, 100- First connecting hole, 101- Second connecting hole, 20- First connecting part, 200- First connecting surface, 201- Second connecting surface, 30- Second connecting part, 300- Third connecting surface, 301- Fourth connecting surface, 302- Hollowed-out surface, 303- Bolt hole, 40- First reinforcing rib, 41- Second reinforcing rib, 50- Thickened part, 60- Third connecting part, 70- Fourth connecting part. Detailed Implementation

[0027] The principles and features of this utility model are described below. The examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.

[0028] Reference Figures 1 to 3 This utility model provides a shock absorber tower, which has an installation part 10 in the middle and multiple connecting parts on the edge side of the shock absorber tower. The installation part 10 is used to install the shock absorber in the vehicle suspension system, and the multiple connecting parts are used to fix the shock absorber tower to the vehicle body frame.

[0029] Reference Figure 2 The shock absorber tower is defined to have a first side and a second side, wherein the first side edge of the shock absorber tower is provided with a first connecting part 20, and the second side edge of the shock absorber tower is provided with a second connecting part 30.

[0030] Reference Figure 3 The first connecting part 20 has a first connecting surface 200 and a second connecting surface 201 arranged at an angle to each other. The first connecting surface 200 and the second connecting surface 201 are used to connect different sides of the fender liner. In this embodiment, the first connecting surface 200 and the second connecting surface 201 are connected to both sides of the fender liner. While increasing the connection area, the angle between the first connecting surface 200 and the second connecting surface 201 increases the connection directions with the fender liner, which can better cope with impacts from different directions and improve the overall connection strength between the first connecting part 20 and the fender liner.

[0031] Reference Figure 1The second connecting part 30 is provided with a number of bolt holes 303 for connecting the nacelle side beam, and each set of bolt holes 303 has a thickened part 50 protruding from the wall of the shock absorber tower. Since the edge of the bolt hole 303 is thickened, the problem of large deformation and high scrap rate caused by the thin-walled structure of the part itself can be reduced, and the connection strength and impact resistance between the shock absorber tower and the nacelle side beam can be improved. At the same time, compared with the overall thickening design of the shock absorber tower, the requirement of lightweight shock absorber tower is met.

[0032] In this embodiment, the shock absorber tower is formed by high vacuum die casting. The thickened part 50 adopts a circular boss structure, and the boss structure is concentric with the bolt hole 303.

[0033] In addition, in some embodiments, the shock absorber tower also has a third connecting part 60 and a fourth connecting part 70. The third connecting part 60 is used to install a strut bar, and the strut bar connects the two sets of shock absorber towers in the vehicle's engine compartment to improve the structural strength of the shock absorber tower and the vehicle body. The fourth connecting part 70 is used to install a water channel.

[0034] Reference Figure 3 For example, the third connecting part 60 includes two sets of connecting surfaces disposed around the mounting part 10 to increase the connection area and connection strength with the top bar.

[0035] In addition, the shock absorber tower is equipped with various functional holes such as wiring harness holes, fuel installation holes, brake line installation holes, sensor positioning holes, and wiper installation holes, ensuring the convenience of installing the equipment components related to the aforementioned holes.

[0036] Reference Figure 2 The mounting section 10 has a first connecting hole 100 in the middle for connecting the main shaft of the shock absorber. A plurality of second connecting holes 101 are arranged around the first connecting hole 100. The first connecting hole 100 is used to pass through the main shaft of the shock absorber, while the plurality of second connecting holes 101 are used to install the connecting bolts of the shock absorber so that the upper end of the shock absorber can be stably connected to the shock absorber tower.

[0037] Reference Figure 1 and Figure 2 In some embodiments, a gridded first reinforcing rib 40 is provided on the surface of the second connecting part 30, that is, a plurality of first reinforcing ribs 40 are arranged in a crisscross pattern on the surface of the second connecting part 30. In addition, at least a portion of the thickened part 50 is located at the grid intersection of the first reinforcing ribs 40, which can further enhance the structural strength and deformation resistance of the bolt hole 303 and the second connecting part 30.

[0038] For example, the second side edge of the shock absorber tower can be used as a whole as a second connection part 30 to increase the connection area with the nacelle side beam.

[0039] The surface of the second connecting portion 30 is provided with a gridded first reinforcing rib 40, and a thickened portion 50 is provided on the bolt holes 303 on the second connecting portion 30, ensuring that the second connecting portion 30 can maintain the connection strength with the cabin side beam with fewer connection surfaces; therefore, in one embodiment, referring to Figure 1 The second connecting part 30 includes a third connecting surface 300 and a fourth connecting surface 301 located on the second side edge of the shock absorber tower. A hollow surface 302 is provided on the edge of the shock absorber tower between the third connecting surface 300 and the fourth connecting surface 301. The hollow design can further reduce the overall weight of the shock absorber tower.

[0040] In one embodiment, reference is made to Figures 1 to 3 Several second reinforcing ribs 41 are also provided on the surface of the shock absorber tower, with the mounting part 10 as the center and extending to the periphery of the shock absorber tower, so as to ensure the overall structural strength of the shock absorber tower shell.

[0041] In addition, refer to Figure 2 The aforementioned second reinforcing ribs 41 all extend to the wall surface of the first connecting hole 100, which can also increase the structural strength of the first connecting hole 100.

[0042] Furthermore, in one embodiment, reference is made to Figure 1 The second reinforcing rib 41 located on the surface of the shock absorber tower between the mounting part 10 and the second connecting part 30 can also be a grid-like reinforcing rib structure.

[0043] As for the first reinforcing rib 40 and the second reinforcing rib 41 on the surface of the shock absorber tower, their thickness is not uniformly set. According to mechanical calculation methods such as finite element analysis, the thickness of the reinforcing rib in the main force direction is relatively large. For example, the thickness of the reinforcing rib in the area with greater vertical force is set to 4.6 mm, while the thickness of the reinforcing rib in the secondary force direction is 2 mm. Overall, the thickness of the second reinforcing rib 41 is greater than the thickness of the first reinforcing rib 40.

[0044] In this invention, the shock absorber tower, through structural design such as reinforcing ribs and hollowing, combined with high-pressure casting process, effectively reduces the weight of the shock absorber tower while ensuring structural strength. This helps to reduce the curb weight of the vehicle, improve fuel economy, and extend the driving range of electric vehicles.

[0045] In addition, this utility model also provides a vehicle in which the shock absorber tower described in the above embodiments is installed.

[0046] Furthermore, the terms "first," "second," "third," and "fourth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first," "second," "third," or "fourth" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0047] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0048] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0049] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0050] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A vibration damping tower, wherein a mounting portion for installing vibration dampers is provided in the middle of the vibration damping tower, a first connecting portion is provided on a first side edge of the vibration damping tower, and a second connecting portion is provided on a second side edge of the vibration damping tower opposite to the first side edge, characterized in that: The first connecting part has a first connecting surface and a second connecting surface arranged at an angle to each other, wherein the first connecting surface and the second connecting surface are used to connect different sides of the fender liner; the second connecting part is provided with a plurality of bolt holes for connecting the nacelle side beam, and each group of bolt holes has a thickened part protruding from the wall of the shock absorber tower.

2. The shock tower of claim 1, wherein, The surface of the second connecting portion is provided with a gridded first reinforcing rib, and at least part of the thickened portion is located at the grid intersection of the first reinforcing rib.

3. The shock tower of claim 2, wherein, The surface of the shock absorber tower is provided with a number of second reinforcing ribs that extend from the mounting part to the peripheral edge of the shock absorber tower.

4. The shock tower of claim 3, wherein, The thickness of the second reinforcing rib is greater than the thickness of the first reinforcing rib.

5. The shock tower of claim 3, wherein, The mounting section has a first connecting hole in the middle for connecting the shock absorber spindle, and several second reinforcing ribs extend to the wall of the first connecting hole.

6. The shock tower of claim 3, wherein, The second reinforcing rib on the surface of the shock absorber tower, located between the mounting part and the second connecting part, is a grid-like reinforcing rib.

7. The shock-absorbing tower according to claim 1, characterized in that, The second connecting part includes a third connecting surface and a fourth connecting surface disposed on the second side edge of the shock absorber tower, and the edge of the shock absorber tower located between the third connecting surface and the fourth connecting surface has a hollow surface.

8. The shock-absorbing tower according to claim 1, characterized in that, The mounting part is also provided with a third connecting part for connecting the top bar.

9. The shock-absorbing tower according to claim 1, characterized in that, The shock absorber tower is also equipped with wiring harness holes, fuel installation holes, brake oil pipe installation holes, sensor positioning holes, and wiper installation holes.

10. A vehicle, characterized in that, The vehicle is equipped with a shock absorber tower as described in any one of claims 1 to 9.

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