Vibration damper towers and vehicles

Abstract

This application discloses a shock-absorbing tower and its vehicle, comprising: a body including a tower top and a tower body extending downward from the edge of the tower top, the tower top and the tower body forming a receiving cavity; the tower top having a through hole, and the tower top having a first annular protrusion surrounding the through hole and a second annular protrusion surrounding the first annular protrusion on the outer surface of the receiving cavity; a first reinforcing rib connected between the first annular protrusion and the second annular protrusion; and a second reinforcing rib, one end connected to the second annular protrusion and the other end extending to the outer wall of the tower body. This application improves the local structural strength and deformation resistance of the tower top area by providing a first annular protrusion and a second annular protrusion on the tower top and connecting them with a first reinforcing rib, thereby enhancing the overall rigidity and stability of the connection area between the tower top and the tower body, thus improving the product reliability of the shock-absorbing tower.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a shock absorber tower and a vehicle. Background Technology

[0002] In existing technologies, shock absorber towers need to have sufficient stiffness / strength to meet the impact resistance of the vehicle body under various driving conditions. However, existing technologies can hardly simultaneously meet the requirements of lightweight vehicle body and high structural strength of shock absorber towers, which leads to low product reliability. Utility Model Content

[0003] The main technical problem addressed in this application is to provide a shock absorber tower and a vehicle that improve the product reliability of the shock absorber tower.

[0004] To solve the above-mentioned technical problems, this application adopts a technical solution: providing a shock-absorbing tower, comprising: a body, including a tower top and a tower body extending downward from the edge of the tower top, the tower top and the tower body forming an accommodating cavity; the tower top has a through hole, and the tower top has a first annular protrusion surrounding the through hole and a second annular protrusion surrounding the first annular protrusion on the outer surface of the accommodating cavity; a first reinforcing rib, connected between the first annular protrusion and the second annular protrusion; and a second reinforcing rib, one end connected to the second annular protrusion and the other end extending to the outer wall of the tower body.

[0005] The shock absorber tower includes a plurality of first reinforcing ribs, which are arranged circumferentially between the first annular protrusion and the second annular protrusion along the through hole.

[0006] The shock absorber tower includes a plurality of second reinforcing ribs. One end of a portion of the second reinforcing ribs is connected to the connection position of the first reinforcing rib and the second annular protrusion, while one end of the remaining portion of the second reinforcing ribs is only connected to the second annular protrusion and is spaced apart from the first reinforcing rib.

[0007] The tower top is also provided with a connecting hole for installing a connecting rod, and the connecting hole is located at the connection position between the first reinforcing rib and the second annular protrusion.

[0008] The tower body includes a transition section extending outward from the bottom of the tower top and a support section extending outward from the bottom of the transition section. One end of the second reinforcing rib is connected to the second annular protrusion, and the other end extends through the transition section to the support section.

[0009] The shock-absorbing tower further includes: a first reinforcing plate located within the accommodating cavity, the first reinforcing plate being disposed at the edge of the tower top and extending from the cavity wall of the accommodating cavity in a direction away from the accommodating cavity; a second reinforcing plate located within the accommodating cavity and spaced apart from the first reinforcing plate, the first reinforcing plate being disposed at the edge of the transition portion and extending from the cavity wall of the accommodating cavity in a direction away from the accommodating cavity; wherein a first channel is formed between the first reinforcing plate and the second reinforcing plate, and a second channel is formed between the second reinforcing plate and the inner surface of the support portion.

[0010] The shock absorber tower further includes: a plurality of third reinforcing ribs spaced apart within the first channel and connected between the first reinforcing plate and the second reinforcing plate; and a plurality of fourth reinforcing ribs spaced apart within the second channel and connected between the second reinforcing plate and the inner surface of the support portion.

[0011] The first reinforcing plate, the second reinforcing plate, the third reinforcing rib, the fourth reinforcing rib, and the main body are integrally formed.

[0012] The body further includes a reinforcing block, which protrudes from one side of the transition portion and connects to the support portion. The first channel is used to accommodate the swing arm, and the connecting member of the swing arm is used to connect the swing arm to the reinforcing block.

[0013] To solve the above-mentioned technical problems, this application adopts a technical solution: providing a vehicle including the aforementioned shock absorber tower.

[0014] Beneficial effects: This application improves the local structural strength and deformation resistance of the tower top area by setting a first annular protrusion and a second annular protrusion at the top of the tower and connecting the two with a first reinforcing rib. At the same time, the second reinforcing rib extends from the top of the tower to the tower body, enhancing the overall rigidity and stability of the connection area between the top of the tower and the tower body, thereby improving the product reliability of the shock absorber tower. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0016] Figure 1 This is a schematic diagram of the structure of a shock-absorbing tower provided in one embodiment of this application;

[0017] Figure 2 This is a schematic diagram of the internal structure of a shock-absorbing tower provided in one embodiment of this application;

[0018] Figure 3 A cross-sectional schematic diagram of a shock-absorbing tower provided in an embodiment of this application;

[0019] Figure 4 This is a schematic diagram of the structure of the reinforcing block on the shock absorber tower provided in one embodiment of this application;

[0020] Figure 5 This is a structural block diagram of a vehicle provided in one embodiment of this application. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0022] The terms "first," "second," and "third" in this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. All directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationships and movements between components in a specific orientation (as shown in the figures). If the specific orientation changes, the directional indications also change accordingly. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0023] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0024] Please refer to the following: Figure 1 and Figure 2This application provides a shock absorber tower 100, which is typically located at a critical position connecting the front / rear suspension system and the vehicle body. The shock absorber tower 100 is mainly used to support the shock absorber and withstand complex loads from the road surface (such as impacts, vibrations, bending moments, etc.). The shock absorber tower 100 includes a body 20, a first reinforcing rib 30, and a second reinforcing rib 40. The body 20 supports the shock absorber of the vehicle suspension system and bears part of the impact force and the torsional force of the vehicle body when the left and right wheels are unevenly stressed. The first reinforcing rib 30 and the second reinforcing rib 40 are connected to the body 20 to improve the structural strength of the shock absorber tower 100.

[0025] Specifically, the main body 20 includes a tower top 21 and a tower body 22 extending downward from the edge of the tower top 21, with the tower top 21 and the tower body 22 forming a receiving cavity 23. The tower top 21 has a through hole 211, and the outer surface of the tower top 21 has a first annular protrusion 212 surrounding the through hole 211 and a second annular protrusion 213 surrounding the first annular protrusion 212.

[0026] The top 21 is the top plane of the shock absorber tower 100, typically used to mount the upper support of the shock absorber and bear the axial and lateral forces of the shock absorber. The tower body 22 is a cylindrical or conical structure extending downward from the edge of the top 21, thus forming the main body of the shock absorber tower 100 together with the top 21, and the tower body 22 transfers the load from the top 21 to the vehicle body structure (such as the front longitudinal beam and A-pillar). The accommodating cavity 23 is the internal space enclosed by the top 21 and the tower body 22, used to accommodate the upper part of the shock absorber. The through hole 211 located in the central area of ​​the top 21 is the key channel for connecting the shock absorber to the vehicle body, that is, the through hole 211 located in the central area of ​​the top 21 allows the piston rod of the shock absorber to pass through. In one embodiment, the diameter of the through hole 211 is 70 mm.

[0027] The first annular protrusion 212 enhances the structural strength around the through hole 211 and reduces the risk of cracking of the tower top 21 due to stress concentration. The second annular protrusion 213 further expands the reinforced area of ​​the tower top 21, forming a reinforcing ring.

[0028] The first reinforcing rib 30 is connected between the first annular protrusion 212 and the second annular protrusion 213. The first reinforcing rib 30 connects the first annular protrusion 212 and the second annular protrusion 213 into a more stable reinforcing structure, forming a composite reinforcing mode of double ring radial ribs. This transfers the stress concentrated near the through hole 211 outward, avoiding excessive local stress at the location of the through hole 211, thereby enhancing the bending and torsional resistance of the tower top 21 in the plane.

[0029] The second reinforcing rib 40 directly and efficiently transfers the load borne by the tower top 21 (such as the impact and bending moment from the shock absorber) to the side wall of the tower body 22, and then distributes it to the entire vehicle body structure connected to the shock absorber tower 100, guiding stress to flow along a predetermined, more efficient path and reducing stress concentration areas. At the same time, the second reinforcing rib 40 rigidly connects the tower top 21 to the outer wall of the tower body 22, significantly improving the bending and torsional stiffness of the entire shock absorber tower 100.

[0030] In practical applications, the double-ring protrusions (i.e., the first ring protrusion 212 and the second ring protrusion 213) combined with radial stiffeners (i.e., the first stiffener 30) form a highly efficient load-bearing structure that can effectively resist the axial compressive force and lateral bending moment transmitted from the shock absorber. The second stiffener 40 realizes the cross-regional connection from the tower top 21 to the tower body 22, turning the originally potentially weak connection area (such as the transition position between the tower top 21 and the tower body 22) into a strong connection, greatly improving the integrity and load-bearing capacity of the overall structure of the shock absorber tower 100.

[0031] In the aforementioned shock-absorbing tower 100, by setting a first annular protrusion 212 and a second annular protrusion 213 on the tower top 21 and connecting the two with a first reinforcing rib 30, an annular reinforcing structure is formed, which improves the local structural strength and deformation resistance of the tower top 21 area. At the same time, the second reinforcing rib 40 extends from the tower top 21 to the tower body 22, which enhances the overall rigidity and stability of the connection area between the tower top 21 and the tower body 22, thereby improving the product reliability of the shock-absorbing tower 100.

[0032] In one embodiment, the thickness of the tower top 21 is 8mm-10mm, for example, the thickness of the tower top 21 is 8mm, or the thickness of the tower top 21 is 9mm, or the thickness of the tower top 21 is 10mm, to ensure that the shock absorber has sufficient rigidity.

[0033] In one embodiment, the height of the first annular protrusion 212 and the second annular protrusion 213 is 20 mm to ensure that the first reinforcing rib 30 and the second reinforcing rib 40 are provided with sufficient height.

[0034] Please see Figure 1 In one embodiment, the shock absorber tower 100 adopts an integral die-casting structure, which improves the structural strength of the shock absorber tower 100 and eliminates the need for the traditional shock absorber tower 100's multiple sheet metal splicing structures and bracket structures. This simplifies the number of components, saves materials, and is beneficial for subsequent vehicle body lightweighting.

[0035] In one embodiment, the shock absorber tower 100 is preferably made of aluminum alloy to facilitate subsequent vehicle body weight reduction.

[0036] Please continue reading. Figure 1In one embodiment, the shock absorber tower 100 includes a plurality of first reinforcing ribs 30, which are arranged circumferentially between the first annular protrusion 212 and the second annular protrusion 213 along the through hole 211.

[0037] Specifically, by setting multiple first reinforcing ribs 30 and arranging them evenly along the circumference of the through hole 211 (i.e., the first annular protrusion 212) (e.g., arranging one first reinforcing rib 30 every 30°, 45° or 60°), a nearly equal reinforcing effect can be provided in all directions. This allows the tower top 21 structure to maintain consistent high stiffness and high strength when subjected to lateral forces, bending moments or torsion from any direction, achieving isotropic or quasi-isotropic mechanical properties of the shock-absorbing tower 100.

[0038] The structure of multiple first reinforcing ribs 30 can efficiently disperse the complex loads (axial force, radial force, bending moment) concentrated near the through hole 211 to the second annular protrusion 213, and then transfer them to the tower body 22 through the second reinforcing rib 40, thereby optimizing the stress flow path and reducing the risk of excessive stress concentration in local areas on the tower top 21.

[0039] In one embodiment, the number of first stiffeners 30 is typically set to 4, 6, 8 or 12, depending on the load size of the tower top 21, space constraints and performance objectives, and is not limited here.

[0040] Please continue reading. Figure 1 In one embodiment, the shock absorber tower 100 includes a plurality of second reinforcing ribs 40, wherein one end of a portion of the second reinforcing ribs 40 is connected to the connection position of the first reinforcing rib 30 and the second annular protrusion 213, and one end of the remaining portion of the second reinforcing ribs 40 is only connected to the second annular protrusion 213 and is spaced apart from the first reinforcing rib 30.

[0041] Specifically, one end of a portion of the second reinforcing rib 40 is directly connected to the intersection of the first reinforcing rib 30 and the second annular protrusion 213, establishing a force flow channel between the central region of the damping tower 100 (through hole 211), the first reinforcing rib 30, the intersection of the first reinforcing rib 30 and the second annular protrusion 213, the second reinforcing rib 40, and the outer wall of the tower body 22. The load can be efficiently and with low loss transferred to the tower body 22 along this force flow channel, greatly improving the stiffness and strength in this direction.

[0042] The remaining second reinforcing rib 40 is only connected to the second annular protrusion 213 and is spaced apart from the first reinforcing rib 30 (i.e., located between the two first reinforcing ribs 30). The remaining second reinforcing rib 40 still provides a load transfer path from the second annular protrusion 213 to the outer wall of the tower body 22 and covers the area between the strong connection paths, ensuring the continuity and integrity of the entire circumferential load transfer.

[0043] In one embodiment, the first reinforcing rib 30 and the second reinforcing rib 40 are made of the same material, thereby simplifying the manufacturing process. It is understood that the materials of the first reinforcing rib 30 and the second reinforcing rib 40 can also be different, depending on the specific requirements, and are not limited here.

[0044] Please continue reading. Figure 1 In one embodiment, the tower top 21 is also provided with a connecting hole 24 for installing a connecting rod. The connecting hole 24 is located at the connection position of the first reinforcing rib 30 and the second annular protrusion 213.

[0045] Specifically, the connecting rod transmits complex forces and moments (longitudinal, lateral, and vertical forces) from the wheels during vehicle operation. By placing the connecting hole 24 at the intersection of the first reinforcing rib 30 and the second annular protrusion 213, the load applied by the connecting rod acts directly on the highly reinforced structural node. At this point, the load can be immediately absorbed by both the first reinforcing rib 30 and the second annular protrusion 213, and efficiently transferred to the tower body 22 and the vehicle body through the second reinforcing rib 40, reducing structural deformation and stress concentration.

[0046] In one embodiment, the number of connection holes 24 is three. It is understood that the number of connection holes 24 can also be set to four or other numbers, depending on the requirements, and is not limited here.

[0047] Please continue reading. Figure 1 In one embodiment, the tower body 22 includes a transition portion 221 extending outward from the bottom of the tower top 21 and a support portion 222 extending outward from the bottom of the transition portion 221. One end of the second reinforcing rib 40 is connected to the second annular protrusion 213, and the other end extends through the transition portion 221 to the support portion 222.

[0048] Specifically, the transition section 221 connects the relatively smaller tower top 21 with the larger support section 222, reducing the risk of severe stress concentration due to abrupt changes in cross section. At the same time, the transition section 221 can also serve as the first section of the carrier for the second reinforcing rib 40 extending downward from the tower top 21 (i.e., the second annular protrusion 213). In this section, the second reinforcing rib 40 typically extends along the outer surface or inner rib plate of the transition section 221.

[0049] The support portion 222 extends further outward from the bottom of the transition portion 221, forming the base of the shock absorber tower 100. The larger bottom area provides a more stable support foundation, enhancing the shock absorber tower 100's ability to resist overturning moments. Simultaneously, the support portion 222 is a key component for connecting and securing the shock absorber tower 100 to the main body structure (such as the front longitudinal beam, wheel arches, and lower A-pillar). The support portion 222 is typically connected to the main body structure via welding, riveting, or bolting.

[0050] Understandably, all loads from the top 21 and the body 22 ultimately converge on the support 222, and are distributed over a large area to the entire body frame through multiple connection points between the support 222 and the main body structure, thus avoiding localized overload. The orientation of the second reinforcing rib 40 conforms to the geometric trend of the body 22 from top to bottom, widening from narrow to wide, resulting in a natural and smooth load transfer path without abrupt turns.

[0051] In one embodiment, the transition portion 221 may be a tapered or curved design to smoothly guide the stress flow.

[0052] In one embodiment, the direction of the second reinforcing rib 40 can be a straight line, a curve, or a broken line, which needs to be determined according to the optimal force flow path and the mold demolding requirements, and is not limited here.

[0053] Please refer to it again. Figure 1 and Figure 2 In one embodiment, the shock-absorbing tower 100 further includes a first reinforcing plate 50 and a second reinforcing plate 60. The first reinforcing plate 50 is located within the receiving cavity 23 and extends from the cavity wall of the receiving cavity 23 away from the receiving cavity 23, corresponding to the edge of the tower top 21. The second reinforcing plate 60 is located within the receiving cavity 23 and spaced apart from the first reinforcing plate 50. The first reinforcing plate 50 extends from the cavity wall of the receiving cavity 23 away from the receiving cavity 23, corresponding to the edge of the transition portion 221. A first channel 51 is formed between the first reinforcing plate 50 and the second reinforcing plate 60, and a second channel 61 is formed between the second reinforcing plate 60 and the inner surface of the support portion 222.

[0054] Specifically, the first reinforcing plate 50 strengthens the edge area connecting the tower top 21 and the tower body 22, and the first reinforcing plate 50 acts as an internal bridge for transferring the load of the tower top 21 to the outer wall of the tower body 22, working in conjunction with the external second reinforcing rib 40 to improve the structural strength of the main body. The second reinforcing plate 60 strengthens the structure of the transition section 221, ensuring the strength and stiffness at this location. The first channel 51 and the second channel 61 inside the shock absorber tower 100 can provide functional space for other components of the vehicle body (such as electrical pipes and wiring harnesses), thereby improving space utilization.

[0055] It is understandable that the external load-bearing frame of the shock absorber tower 100 consists of the outer wall of the tower body 22 and the second reinforcing rib 40, while the internal reinforcement frame of the shock absorber tower 100 consists of the first reinforcing plate 50 and the second reinforcing plate 60. The internal and external structures are connected by the wall panel of the tower body 22 and jointly bear the load, thereby further improving the structural strength of the shock absorber tower 100 and thus improving the product reliability of the shock absorber tower 100.

[0056] Please continue reading. Figure 1 and Figure 2In one embodiment, the shock absorber tower 100 further includes a plurality of third reinforcing ribs 70 and a plurality of fourth reinforcing ribs 80. The plurality of third reinforcing ribs 70 are spaced apart within the first channel 51 and connected between the first reinforcing plate 50 and the second reinforcing plate 60. The plurality of fourth reinforcing ribs 80 are spaced apart within the second channel 61 and connected between the second reinforcing plate 60 and the inner surface of the support portion 222.

[0057] Specifically, by setting multiple spaced third reinforcing ribs 70 in the first channel 51 and multiple spaced fourth reinforcing ribs 80 in the second channel 61, the bending stiffness, shear stiffness, and torsional stiffness in the areas of the first channel 51 and the second channel 61 are improved. When the tower body 22 is subjected to lateral forces or internal pressure, the third reinforcing ribs 70 and the fourth reinforcing ribs 80 can reduce the risk of inward deformation of the first reinforcing plate 50 and the second reinforcing plate 60.

[0058] In one embodiment, the first reinforcing plate 50, the second reinforcing plate 60, the third reinforcing rib 70, and the fourth reinforcing rib 80 are integrally formed with the body 20, thereby improving the structural strength of the shock absorber tower 100.

[0059] In other embodiments, the first reinforcing plate 50, the second reinforcing plate 60, the third reinforcing rib 70, and the fourth reinforcing rib 80 may also be separate structures from the body 20, and are fixedly connected to the body 20 by welding or other means, thereby improving the structural strength of the shock absorber tower 100.

[0060] Please refer to the following: Figure 1 , Figure 2 and Figure 3 In one embodiment, by setting the first reinforcing plate 50 and the second reinforcing plate 60, the accommodating cavity 23 of the shock absorber tower 100 can form 5 cavity sections. The 5 cavities are used to accommodate other components such as shock absorbers and swing arms. At the same time, the 5 cavity sections are arranged at different heights to have complete rigidity.

[0061] Please refer to the following: Figure 2 and Figure 4 In one embodiment, the body 20 further includes a reinforcing block 26, which protrudes from one side of the transition portion 221 and connects to the support portion 222. The first channel 51 is used to accommodate the swing arm, and the connecting member of the swing arm is used to connect the swing arm to the reinforcing block 26.

[0062] Specifically, the installation position of the swing arm on the shock absorber tower 100 usually needs to bear the huge dynamic load (longitudinal force, lateral force, vertical force) transmitted by the swing arm. The reinforcing block 26 provides a high-strength and high-precision installation interface for the swing arm. At the same time, the reinforcing block 26 improves the structural strength at the installation position of the swing arm and reduces the risk of deformation or tearing of the tower body 22 at this location.

[0063] In one embodiment, the reinforcing block 26 and the tower body 22 are integrally formed, thereby improving the structural strength of the shock absorber tower 100.

[0064] Please refer to the following: Figure 1 , Figure 2 and Figure 5 This application also provides a vehicle 200, including the aforementioned shock absorber tower 100. The shock absorber tower 100 includes a body 20, a first reinforcing rib 30, and a second reinforcing rib 40. The body 20 includes a tower top 21 and a tower body 22 extending downward from the edge of the tower top 21. The tower top 21 and the tower body 22 enclose a receiving cavity 23. The tower top 21 has a through hole 211, and the outer surface of the tower top 21 has a first annular protrusion 212 surrounding the through hole 211 and a second annular protrusion 213 surrounding the first annular protrusion 212.

[0065] The top 21 is the top plane of the shock absorber tower 100, typically used to mount the upper support of the shock absorber and bear the axial and lateral forces of the shock absorber. The tower body 22 is a cylindrical or conical structure extending downward from the edge of the top 21, thus forming the main body of the shock absorber tower 100 together with the top 21. The tower body 22 transfers the load from the top 21 to the vehicle body structure (such as the front longitudinal beam and A-pillar). The accommodating cavity 23 is the internal space enclosed by the top 21 and the tower body 22, used to accommodate the upper part of the shock absorber. The through hole 211 located in the central area of ​​the top 21 is the key channel for connecting the shock absorber to the vehicle body, that is, the through hole 211 located in the central area of ​​the top 21 allows the piston rod of the shock absorber to pass through.

[0066] The first annular protrusion 212 enhances the structural strength around the through hole 211 and reduces the risk of cracking of the tower top 21 due to stress concentration. The second annular protrusion 213 further expands the reinforced area of ​​the tower top 21, forming a reinforcing ring.

[0067] The first reinforcing rib 30 is connected between the first annular protrusion 212 and the second annular protrusion 213. The first reinforcing rib 30 connects the first annular protrusion 212 and the second annular protrusion 213 into a more stable reinforcing structure, forming a composite reinforcing mode of double ring radial ribs. This transfers the stress concentrated near the through hole 211 outward, avoiding excessive local stress at the location of the through hole 211, thereby enhancing the bending and torsional resistance of the tower top 21 in the plane.

[0068] The second reinforcing rib 40 directly and efficiently transfers the load borne by the tower top 21 (such as the impact and bending moment from the shock absorber) to the side wall of the tower body 22, and then distributes it to the entire vehicle body structure connected to the shock absorber tower 100, guiding stress to flow along a predetermined, more efficient path and reducing stress concentration areas. At the same time, the second reinforcing rib 40 rigidly connects the tower top 21 to the outer wall of the tower body 22, significantly improving the bending and torsional stiffness of the entire shock absorber tower 100.

[0069] In practical applications, the double-ring protrusions (i.e., the first ring protrusion 212 and the second ring protrusion 213) combined with radial stiffeners (i.e., the first stiffener 30) form a highly efficient load-bearing structure that can effectively resist the axial compressive force and lateral bending moment transmitted from the shock absorber. The second stiffener 40 realizes the cross-regional connection from the tower top 21 to the tower body 22, turning the originally potentially weak connection area (such as the transition position between the tower top 21 and the tower body 22) into a strong connection, greatly improving the integrity and load-bearing capacity of the overall structure of the shock absorber tower 100.

[0070] In the aforementioned shock-absorbing tower 100, by setting a first annular protrusion 212 and a second annular protrusion 213 on the tower top 21 and connecting the two with a first reinforcing rib 30, an annular reinforcing structure is formed, which improves the local structural strength and deformation resistance of the tower top 21 area. At the same time, the second reinforcing rib 40 extends from the tower top 21 to the tower body 22, which enhances the overall rigidity and stability of the connection area between the tower top 21 and the tower body 22, thereby improving the product reliability of the shock-absorbing tower 100.

[0071] The above are merely embodiments of this application and do not limit the scope of this patent application. Any equivalent structural or procedural changes made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of this application.

Claims

1. A shock tower characterized by, include: The main body includes a tower top and a tower body extending downward from the edge of the tower top, the tower top and the tower body forming a receiving cavity; the tower top has a through hole, and the tower top has a first annular protrusion surrounding the through hole and a second annular protrusion surrounding the first annular protrusion on the outer surface of the receiving cavity. The first reinforcing rib is connected between the first annular protrusion and the second annular protrusion; The second reinforcing rib is connected at one end to the second annular protrusion and at the other end to the outer wall of the tower body.

2. The shock tower of claim 1, wherein, The shock absorber tower includes a plurality of first reinforcing ribs, which are arranged circumferentially between the first annular protrusion and the second annular protrusion along the through hole.

3. The shock tower of claim 1, wherein, The shock absorber tower includes a plurality of second reinforcing ribs, wherein one end of a portion of the second reinforcing ribs is connected to the connection position of the first reinforcing rib and the second annular protrusion, and one end of the remaining portion of the second reinforcing ribs is only connected to the second annular protrusion and is spaced apart from the first reinforcing rib.

4. The shock tower of claim 1, wherein, The tower top is also provided with a connecting hole for installing a connecting rod, and the connecting hole is located at the connection position of the first reinforcing rib and the second annular protrusion.

5. The shock tower of claim 1, wherein, The tower body includes a transition section extending outward from the bottom of the tower top and a support section extending outward from the bottom of the transition section. One end of the second reinforcing rib is connected to the second annular protrusion, and the other end extends through the transition section to the support section.

6. The shock tower of claim 5, wherein, The shock-absorbing tower also includes: A first reinforcing plate is located inside the accommodating cavity, and the first reinforcing plate is disposed corresponding to the edge of the tower top and extends from the cavity wall of the accommodating cavity in a direction away from the accommodating cavity; The second reinforcing plate is located inside the accommodating cavity and is spaced apart from the first reinforcing plate. The first reinforcing plate is located corresponding to the edge of the transition portion and extends from the cavity wall of the accommodating cavity in a direction away from the accommodating cavity. A first channel is formed between the first reinforcing plate and the second reinforcing plate, and a second channel is formed between the second reinforcing plate and the inner surface of the support portion.

7. The shock-absorbing tower according to claim 6, characterized in that, The shock-absorbing tower also includes: Multiple third reinforcing ribs are spaced apart within the first channel and connected between the first reinforcing plate and the second reinforcing plate; Multiple fourth reinforcing ribs are spaced apart within the second channel and connected between the inner surfaces of the second reinforcing plate and the support portion.

8. The shock-absorbing tower according to claim 7, characterized in that, The first reinforcing plate, the second reinforcing plate, the third reinforcing rib, the fourth reinforcing rib, and the main body are integrally formed.

9. The shock-absorbing tower according to claim 6, characterized in that, The body also includes: A reinforcing block protrudes from one side of the transition portion and connects to the support portion. The first channel is used to accommodate the swing arm, and the connector of the swing arm is used to connect the swing arm to the reinforcing block.

10. A vehicle, characterized in that, The shock-absorbing tower includes any one of claims 1-9 above.

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