Mounting bracket, brake fluid reservoir assembly, and vehicle

Abstract

This application relates to the field of vehicle equipment technology, and discloses a mounting bracket, a brake fluid reservoir assembly, and a vehicle. The mounting bracket is used to mount a brake fluid reservoir. One end of the first bracket is detachably connected to the rear crossbeam of the engine compartment, and one end of the second bracket is detachably connected to the front shock absorber tower. The other ends of the first and second brackets together support and connect the brake fluid reservoir. The mounting bracket provided by this application offers high installation flexibility within the engine compartment, reducing the space occupied and improving the space utilization rate within the engine compartment.

Description

Technical Field

[0001] This application relates to the field of vehicle equipment technology, and in particular to a mounting bracket, a brake fluid reservoir assembly, and a vehicle. Background Technology

[0002] The brake fluid reservoir is an important component of a car's braking system. Its main function is to store brake fluid and provide a channel for replenishing and circulating brake fluid throughout the entire braking system.

[0003] In related technologies, brake fluid reservoirs are typically installed in the engine compartment using a bracket. One end of the bracket is mounted on the vehicle body, and the other end is used to mount the brake fluid reservoir.

[0004] However, the brackets in the aforementioned technologies have poor installation flexibility in the cabin and occupy too much space, resulting in low space utilization in the cabin. Utility Model Content

[0005] In view of this, the present application provides a mounting bracket, a brake fluid reservoir assembly, and a vehicle to solve the technical problem in the above-mentioned related technologies that the mounting bracket has poor installation flexibility in the engine compartment and occupies too much space in the engine compartment, resulting in low space utilization in the engine compartment.

[0006] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0007] A first aspect of this application provides a mounting bracket for mounting a brake fluid reservoir, comprising:

[0008] The first bracket has one end for detachable connection to the rear crossbeam of the cabin;

[0009] The second bracket has one end for detachable connection to the front shock absorber tower;

[0010] The other end of the first bracket and the other end of the second bracket are used together to support and connect the brake fluid reservoir.

[0011] This application provides a mounting bracket that fundamentally changes the way brake fluid reservoirs are installed by innovatively splitting a traditional single bracket into two independent brackets. The detachable connection between the first bracket and the rear crossbeam of the engine compartment allows the bracket to be selectively fixed to steel or aluminum alloy components, overcoming the limitations of welding processes on material compatibility. The detachable connection between the second bracket and the front shock absorber tower ensures connection strength while achieving spatial separation of the mounting point. The synergistic support of the two brackets frees the brake fluid reservoir's installation position from the constraints of a single fixed point, allowing for three-dimensional positional adjustment according to the engine compartment layout. This split bracket structure, through spatial decoupling, retains the functional requirements of traditional vehicle height-direction installation while expanding freedom along the vehicle width and length directions, enabling adaptable filling of irregularly shaped engine compartment spaces.

[0012] In some embodiments of this application, a first threaded connector is also included;

[0013] The first threaded connector is used to detachably connect the first bracket to the rear crossbeam of the cabin;

[0014] Alternatively, the first bracket is riveted to the rear crossbeam of the cabin.

[0015] In some embodiments of this application, a second threaded connector is also included;

[0016] The second threaded connector is used to detachably connect the second bracket to the front shock absorber tower;

[0017] Alternatively, the second bracket is riveted to the front shock absorber tower.

[0018] In some embodiments of this application, a first damping pad is also included, which is clamped between the rear crossbeam of the cabin and the first bracket.

[0019] In some embodiments of this application, a second damping pad is also included, which is sandwiched between the front damping tower and the second support.

[0020] In some embodiments of this application, the first shock-absorbing pad is a rubber pad or a silicone pad.

[0021] In some embodiments of this application, the first support includes a first reinforcing rib, which extends along the length extension direction of the first support;

[0022] And / or, the second support includes a second reinforcing rib that extends along the length of the second support.

[0023] A second aspect of this application provides a brake fluid reservoir assembly, which includes a brake fluid reservoir and a mounting bracket as described above;

[0024] The mounting bracket includes a first bracket and a second bracket;

[0025] The brake fluid reservoir includes a reservoir body, and a first mounting portion and a second mounting portion connected to the reservoir body;

[0026] The first mounting part protrudes toward the first bracket relative to the oil can body and is detachably connected to the first bracket;

[0027] The second mounting part protrudes toward the second bracket relative to the oil can body and is detachably connected to the second bracket.

[0028] In some embodiments of this application, an oil pipe is also included;

[0029] Along the height direction of the vehicle, the oil pipe is spaced apart from the first mounting part, and the oil pipe is located below the first mounting part.

[0030] The first bracket is located between the oil pipe and the first mounting part, and the first bracket supports and connects to the first mounting part.

[0031] A third aspect of this application provides a vehicle including a vehicle body and a brake fluid reservoir assembly as described above. Attached Figure Description

[0032] Figure 1 This is a first-view structural schematic diagram of a brake fluid reservoir assembly provided in an embodiment of this application;

[0033] Figure 2 This is a second-view structural schematic diagram of a brake fluid reservoir assembly provided in an embodiment of this application;

[0034] Figure 3 This is a schematic diagram of the structure of a mounting bracket provided in an embodiment of this application;

[0035] Figure 4 This is a schematic diagram of a mounting bracket provided in an embodiment of this application.

[0036] Figure label:

[0037] 10. Mounting bracket; 20. Rear crossbeam of the engine compartment; 30. Front shock absorber tower; 40. Brake fluid reservoir;

[0038] 41. Oil can body; 42. First mounting part; 43. Second mounting part; 44. Oil pipe;

[0039] 100. First support;

[0040] 110. First reinforcing rib;

[0041] 200. Second support;

[0042] 210. Second reinforcing rib;

[0043] 300. Second threaded connector. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0045] In the embodiments of this application, the terms "first" and "second" 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. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0046] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0047] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0048] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0049] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0050] The aforementioned brackets offer limited installation flexibility within the engine compartment and occupy excessive space, resulting in low space utilization. This issue arises because the rapid development of the new energy vehicle market has led to diversified and intelligent vehicle configurations, significantly increasing the installation requirements for various functional components within the engine compartment. With the widespread application of steel-aluminum hybrid body-in-white structures, the limitations of traditional welded steel brackets are becoming increasingly apparent. In existing technologies, brake fluid reservoirs are typically mounted using a single bracket. This structure not only restricts the reservoir's placement within the engine compartment but also affects the rational layout of other components. Particularly in steel-aluminum hybrid bodies, the welding process limitations between different metal materials make it difficult for traditional welded bracket installation methods to meet the lightweight design requirements of modern automobiles. Furthermore, single-bracket structures often require a long extension to connect the brake fluid reservoir, which not only occupies valuable engine compartment space but may also lead to insufficient bracket rigidity, affecting the stability of the braking system. Simultaneously, the traditional bracket lacks effective vibration damping measures at the connection point with the body, easily generating abnormal noises during vehicle operation and affecting the overall NVH performance of the vehicle.

[0051] To address the aforementioned issues, this application provides a mounting bracket, a brake fluid reservoir assembly, and a vehicle. This technical solution fundamentally changes the brake fluid reservoir installation method by innovatively splitting the traditional single bracket into two independent brackets. The detachable connection design between the first bracket and the rear crossbeam of the engine compartment allows the bracket to be selectively fixed to steel or aluminum alloy components, overcoming the limitations of welding processes on material compatibility. The detachable connection structure between the second bracket and the front shock absorber tower ensures connection strength while achieving spatial separation of the mounting point. The synergistic support of the two brackets frees the brake fluid reservoir's installation position from the constraint of a single fixed point, allowing for three-dimensional positional adjustment according to the engine compartment layout. This split bracket structure, through spatial decoupling, retains the functional requirements of traditional vehicle height-direction installation while expanding freedom along the vehicle width and length directions, enabling adaptable filling of irregularly shaped engine compartment spaces.

[0052] The mounting bracket, brake fluid reservoir assembly, and vehicle provided in this application will now be described with reference to the accompanying drawings and specific embodiments.

[0053] Reference Figure 1 , Figure 2 , Figure 3 and Figure 4 This application provides a mounting bracket 10 for mounting a brake fluid reservoir 40. The mounting bracket 10 may include a first bracket 100 and a second bracket 200.

[0054] One end of the first bracket 100 is detachably connected to the rear crossbeam 20 of the engine compartment, and one end of the second bracket 200 is detachably connected to the front shock absorber tower 30. The first bracket 100 and the second bracket 200 together are used to support and connect the brake fluid reservoir 40.

[0055] The first bracket 100 can be a supporting metal component, specifically made of stamped steel plate or extruded aluminum profile, and its length extension structure can accommodate the installation space of the rear crossbeam 20 in the engine compartment. The second bracket 200 can be a load-bearing component with a connecting function, specifically made of bent steel plate or cast aluminum alloy, and its cross-sectional shape matches the mounting surface of the front shock absorber tower 30. The detachable connection can be a mechanical connection method that allows for repeated disassembly and assembly, specifically implemented using threaded fasteners or riveting structures, enabling the bracket to be fixed to steel or aluminum alloy body components.

[0056] Specifically, the first bracket 100 is connected to the rear crossbeam 20 of the engine compartment through mounting holes at its ends, and the second bracket 200 is fixed to the front shock absorber tower 30 through connecting parts at its ends. The spatial positions of the two brackets are arranged asymmetrically according to the remaining space inside the engine compartment. The first bracket 100 extends longitudinally along the vehicle body, and the second bracket 200 extends laterally along the vehicle body, forming a spatial cross-support structure. The brake fluid reservoir 40 is connected to the two brackets through two mounting points respectively. Its mounting height is adjusted by the bending angle of the bracket, and the mounting plane direction is determined by the extension direction of the bracket.

[0057] This application provides a mounting bracket 10, which fundamentally changes the installation method of the brake fluid reservoir 40 by innovatively splitting the traditional single bracket into two independent brackets. The detachable connection design between the first bracket 100 and the rear crossbeam 20 of the engine compartment allows the bracket to be selectively fixed to steel or aluminum alloy components, overcoming the limitations of welding processes on material compatibility. The detachable connection structure between the second bracket 200 and the front shock absorber tower 30 ensures connection strength while achieving spatial separation of the installation point. The synergistic support of the two brackets means that the installation position of the brake fluid reservoir 40 is no longer constrained by a single fixed point, and its position can be adjusted in three dimensions according to the engine compartment layout. This split bracket structure, through spatial decoupling installation, retains the functional requirements of traditional vehicle body height installation, and achieves adaptive filling of irregular engine compartment spaces by expanding the degrees of freedom along the width and length of the vehicle body.

[0058] Reference Figures 1 to 4In some embodiments, a first threaded connector may also be included, which is used to detachably connect the first bracket 100 to the rear crossbeam 20 of the cabin.

[0059] The first threaded connector can be a fastener that achieves mechanical connection through a threaded pair, specifically a bolt, screw, or stud in combination with a nut to form a detachable rigid connection.

[0060] In other embodiments, the first bracket 100 may also be riveted to the rear crossbeam 20 of the cabin. The riveting connection can be a mechanical connection method that achieves permanent fixation through the plastic deformation of rivets, specifically using solid rivets or hollow rivets to form a rigid connection that cannot be disassembled.

[0061] Two non-welding mechanical connection schemes were constructed by adding a first threaded connector or using riveting. The first threaded connector creates a detachable threaded connection between the first bracket 100 and the rear crossbeam 20 of the engine compartment, avoiding the metallurgical compatibility issues of direct welding of dissimilar metals like steel and aluminum, while retaining the possibility of disassembling the bracket and oil reservoir for later maintenance. Riveting, as an alternative, uses plastic deformation to form a permanent mechanical lock, similarly avoiding the application limitations of welding. Both connection methods overcome the limitations of traditional welding processes on material combinations, ensuring connection strength while providing adaptability to different vehicle body structures. Furthermore, the threaded connection scheme further endows the equipment with reversible disassembly characteristics during maintenance.

[0062] Reference Figures 1 to 4 In some embodiments, a second threaded connector 300 may also be included, which is used to detachably connect the second bracket 200 to the front shock absorber tower 30.

[0063] The second threaded connector 300 can be a fastener that enables detachable connection through threaded engagement. Specifically, it can be achieved by using a bolt and nut. By tightening the thread to generate preload, the second bracket 200 and the front shock absorber tower 30 are fixed together.

[0064] In other embodiments, the second bracket 200 may also be riveted to the front shock absorber tower 30.

[0065] Among them, riveting can be a connection method in which the rivet and the connector are mechanically engaged by plastic deformation. Specifically, solid rivets or blind rivets can be used to achieve this. The mechanical locking effect generated by the deformation of the rivet is used to fix the second bracket 200 and the front shock absorber tower 30.

[0066] This technical solution improves the connection between the second bracket 200 and the front shock absorber tower 30 by introducing a second threaded connector 300 or a riveting structure. The second threaded connector 300 allows the second bracket 200 to be detachably fixed to the front shock absorber tower 30. This threaded connection not only overcomes the metallurgical compatibility issues of welding dissimilar materials like steel and aluminum but also provides a convenient disassembly channel for subsequent maintenance and repair. Riveting, as an alternative, achieves mechanical engagement through plastic deformation, similarly avoiding the material limitations imposed by welding processes. The selective application of these two connection methods maintains the reliability of the structural connection while adapting to the manufacturing characteristics of a steel-aluminum hybrid vehicle body. This allows the installation position of the second bracket 200 to no longer be limited to the welding area of ​​a single material, thereby expanding the layout freedom of the brake fluid reservoir 40 within the engine compartment.

[0067] Reference Figures 1 to 4 In some embodiments, a first damping pad may also be included, which is clamped between the rear crossbeam 20 of the cabin and the first bracket 100.

[0068] The first damping pad can be an elastic buffer component placed between metal structures, specifically made of rubber or silicone material, whose elastic modulus can absorb mechanical vibration energy. Clamping can be achieved by using the assembly pressure of the connecting structure to keep the damping pad in a fixed position, specifically through bolt tightening or riveting pressure, causing the damping pad to undergo compression deformation during assembly, thereby forming a preload.

[0069] By installing a first damping pad between the rear crossbeam 20 of the engine compartment and the first bracket 100, the elastic properties of the damping pad absorb the vibration and impact generated when the two come into contact. The clamping installation method of the first damping pad ensures connection stability while forming a flexible buffer layer, directly isolating the rigid contact between metal components, thereby effectively reducing wear and abnormal noise caused by vibration transmission during vehicle operation. This design optimizes the connection between the bracket and the vehicle body structure through physical isolation, improving the vehicle's NVH performance from a structural level, without changing the original bracket's installation form or materials, thus balancing structural adaptability and damping effect.

[0070] Reference Figures 1 to 4 In some embodiments, the first shock-absorbing pad is a rubber pad or a silicone pad.

[0071] The rubber pad can be an elastic gasket made of natural or synthetic rubber, specifically manufactured using a vulcanization molding process. Its molecular chain structure endows the material with high elastic deformation capacity and resistance to compression deformation. The silicone pad can be an elastic gasket made of silicone rubber, specifically manufactured using a compression molding process. Its main chain silicon-oxygen bond structure gives the material high-temperature resistance and chemical inertness.

[0072] The core of this technical solution lies in the specific selection of the material for the shock-absorbing pad. By limiting the first shock-absorbing pad to rubber or silicone, the rubber material has a natural high elastic deformation capacity, which can effectively absorb the vibration energy between the rear beam 20 of the cabin and the support, while its molecular structure characteristics can provide long-term resistance to compressive deformation.

[0073] Silicone material excels in temperature resistance, adapting to the high-temperature working environment inside the engine compartment, and its chemical stability prevents performance degradation caused by oil corrosion.

[0074] Reference Figures 1 to 4 In some embodiments, a second damping pad may also be included, which is sandwiched between the front damping tower 30 and the second support 200.

[0075] The second damping pad can be a buffer material layer with elastic deformation capability, specifically made of rubber or silicone, with a thickness ranging from 2 mm to 5 mm. Clamping is achieved by applying installation pressure between the front damping tower 30 and the second bracket 200 to compress the second damping pad, with the compression amount controlled, for example, within 10%-30% of the original material thickness.

[0076] A second damping pad is installed between the front shock absorber tower 30 and the second bracket 200, utilizing its elastic deformation characteristics to absorb vibration energy at their contact surface. The clamping installation method of the second damping pad directly isolates the rigid contact between the front shock absorber tower 30 and the second bracket 200, avoiding direct friction and impact between the metal structures caused by vehicle vibration. This design reduces the stiffness of the vibration transmission path through elastic buffering, thereby reducing abnormal noise and structural wear caused by vibration, while improving the vehicle's NVH performance. Specifically, the clamping arrangement of the second damping pad allows it to simultaneously perform the dual functions of support and buffering, maintaining the installation stability of the second bracket 200 while attenuating vibration energy through the damping characteristics of the material itself.

[0077] In some embodiments, the material of the second damping pad is the same as that of the first damping pad.

[0078] Reference Figures 1 to 4 In some embodiments, the first support 100 may include a first reinforcing rib 110, which extends along the length of the first support 100.

[0079] In other embodiments, the second support 200 may include a second reinforcing rib 210 that extends along the length of the second support 200.

[0080] The first reinforcing rib 110 can be a protruding structure extending along the length of the first support 100, and can be formed by stamping or casting processes to increase the bending resistance by increasing the moment of inertia of the cross section. The second reinforcing rib 210 can be a protruding structure extending along the length of the second support 200, and can be formed by the same processing method as the first reinforcing rib 110, to disperse the stress concentration caused by longitudinal loads.

[0081] By providing a first reinforcing rib 110 extending along its length on the first support 100 and a second reinforcing rib 210 extending along its length on the second support 200, the longitudinal stiffness and bending resistance of the supports are enhanced. The first reinforcing rib 110, by extending along its length, can disperse stress concentration when the support is under load, avoiding bending deformation of the support due to the weight of the oil can or vehicle vibration; the second reinforcing rib 210 adopts the same extension design, further improving the load-bearing capacity of the second support 200.

[0082] The "and / or" parallel selection method allows for either individual reinforcement ribs on the first bracket 100 or the second bracket 200, or both simultaneously, enabling flexible adaptation to different installation locations and stress requirements. This reinforcement structure effectively improves the reliability of the overall support system without significantly increasing the size and weight of the brackets, and is particularly suitable for dynamic load environments at connection points of different materials in steel-aluminum hybrid vehicle bodies.

[0083] refer to Figures 1 to 4 This application also provides a brake fluid reservoir assembly, which may include a brake fluid reservoir 40 and a mounting bracket 10 as described above. The mounting bracket 10 may include a first bracket 100 and a second bracket 200.

[0084] The brake fluid reservoir 40 may include a reservoir body 41, and a first mounting portion 42 and a second mounting portion 43 connected to the reservoir body 41. The first mounting portion 42 protrudes relative to the reservoir body 41 toward a first bracket 100 and is detachably connected to the first bracket 100, and the second mounting portion 43 protrudes relative to the reservoir body 41 toward a second bracket 200 and is detachably connected to the second bracket 200.

[0085] The first mounting part 42 can be a protruding structure extending from the oil reservoir body 41 towards the first bracket 100, which can be achieved by casting or stamping. Its function is to shorten the extension length of the first bracket 100, reduce the connection distance between the bracket and the oil reservoir, and avoid spatial interference with surrounding components. The second mounting part 43 can be a protruding structure extending from the oil reservoir body 41 towards the second bracket 200, which can be achieved by welding or bolting. Its function is to optimize the installation path of the second bracket 200 so that the connection direction between the bracket and the oil reservoir matches the distribution of the vehicle body structure.

[0086] Detachable connections can be non-fixed connections achieved through threaded fasteners or snap-fit ​​structures. Specifically, they can be achieved using bolts with nuts or quick-release clips. Their purpose is to solve the connection compatibility problem between different metal materials, while also facilitating partial disassembly during maintenance.

[0087] This technical solution achieves flexible arrangement on a steel-aluminum hybrid vehicle body by combining the brake fluid reservoir 40 with the modular mounting bracket 10. The first bracket 100 and the second bracket 200 are independently connected to the rear crossbeam 20 of the engine compartment and the front shock absorber tower 30, respectively, breaking the layout limitations of traditional single brackets and allowing the reservoir mounting points to be distributed across different body structures. The design of the first mounting part 42 actively protruding towards the first bracket 100 not only shortens the extension length of the first bracket 100 but also forms a spatially adaptable structure through directional extension, avoiding interference with surrounding components and improving the matching accuracy between the bracket and the reservoir. Similarly, the second mounting part 43 optimizes the connection path of the second bracket 200 through directional protrusion. The detachable connection method replaces welding, solving the problem of connecting dissimilar materials like steel and aluminum, while also facilitating the individual replacement of the bracket or reservoir during later maintenance. The integrated design of the reservoir body 41 and the two mounting parts ensures structural strength while dispersing the vibration load system through separate connection points.

[0088] Reference Figures 1 to 4 In some embodiments, the brake fluid reservoir assembly may further include a hose 44. Along the height direction of the vehicle, the hose 44 is spaced apart from the first mounting portion 42, and the hose 44 is located opposite to the first mounting portion 42.

[0089] The first bracket 100 is located between the oil pipe 44 and the first mounting part 42, and the first bracket 100 supports and connects to the first mounting part 42.

[0090] The direction along the vehicle's height can be the vertical direction, which can be defined using a coordinate system or a vehicle body structural reference plane to define the relative positional relationship between the oil pipe 44 and the mounting part. The spacing can create a vertical spatial separation between the first oil pipe 44 and the first mounting part 42, which can be achieved by adjusting the routing of the oil pipe 44 or by setting up an isolation structure to prevent physical contact between the two during installation. The first bracket 100, located between the first oil pipe 44 and the first mounting part 42, can be configured as a sandwich structure in the vertical direction, specifically using an L-shaped or U-shaped bracket, allowing it to simultaneously support the oil reservoir body 41 and isolate the oil pipe 44.

[0091] This technical solution achieves coordinated arrangement of the oil pipe 44 and the mounting bracket 10 through optimized spatial layout design. The oil pipe 44 is positioned below the first mounting part 42 along the vehicle height direction, forming a vertically spaced interval, avoiding physical interference between the first bracket 100 and the oil pipe 44 when connected to the first mounting part 42. The first bracket 100 is positioned in the interlayer space between the oil pipe 44 and the first mounting part 42, serving both as a support structure for the oil reservoir and as an isolation structure between the oil pipe 44 and the mounting part. This allows for a non-contact layout by utilizing vertical spatial layering without adjusting the oil pipe 44's routing when connecting the bracket to the first mounting part 42. This spatial layering design achieves compatibility between oil pipe 44 avoidance and bracket installation within the limited engine compartment space, maintaining the structural compactness of the oil reservoir assembly while ensuring the feasibility of installation operations.

[0092] refer to Figures 1 to 4 This application also provides a vehicle that may include a vehicle body and the brake fluid reservoir assembly described above.

[0093] This technical solution integrates the brake fluid reservoir assembly, including the combined mounting bracket 10, into the vehicle body, enabling flexible placement of the brake fluid reservoir 40 on a steel-aluminum hybrid body. The vehicle body, as the basic load-bearing structure, works in conjunction with the brake fluid reservoir assembly featuring a dual-bracket connection, allowing the two mounting points of the brake fluid reservoir 40 to be positioned at two different locations: the rear crossbeam 20 in the engine compartment and the front shock absorber tower 30. This structural design overcomes the limitations of traditional welded brackets on installation location, allowing the brake fluid reservoir 40 to select the optimal placement scheme based on the characteristics of the engine compartment space, while also adapting to the connection requirements of body parts made of different materials.

[0094] In some embodiments, the vehicle may be a gasoline-powered vehicle, or it may be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle may also be any vehicle equipped with a battery.

[0095] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A mounting bracket (10) characterized by, For mounting brake fluid reservoir (40), including: The first bracket (100) has one end for detachable connection to the rear crossbeam (20) of the cabin; The second bracket (200) has one end for detachable connection to the front shock absorber tower (30); The other end of the first bracket (100) and the other end of the second bracket (200) are used together to support and connect the brake fluid reservoir (40).

2. The mounting bracket (10) according to claim 1, characterized in that It also includes the first threaded connector; The first threaded connector is used to detachably connect the first bracket (100) to the rear crossbeam (20) of the cabin; Alternatively, the first bracket (100) is riveted to the rear crossbeam (20) of the cabin.

3. The mounting bracket (10) according to claim 1, characterized in that It also includes a second threaded connector (300); The second threaded connector (300) is used to detachably connect the second bracket (200) to the front shock absorber tower (30); Alternatively, the second bracket (200) is riveted to the front shock absorber tower (30).

4. The mounting bracket (10) according to claim 2, characterized in that It also includes a first shock-absorbing pad, which is clamped between the rear crossbeam (20) of the cabin and the first bracket (100).

5. The mounting bracket (10) according to claim 3, characterized in that It also includes a second damping pad, which is sandwiched between the front damping tower (30) and the second support (200).

6. The mounting bracket (10) according to claim 4, characterized in that The first shock-absorbing pad is a rubber pad or a silicone pad.

7. The mounting bracket (10) according to claim 1, characterized in that The first support (100) includes a first reinforcing rib (110), which extends along the length extension direction of the first support (100); And / or, the second support (200) includes a second reinforcing rib (210) that extends along the length of the second support (200).

8. A brake reservoir assembly characterized by, Includes a brake fluid reservoir (40) and a mounting bracket (10) as described in any one of claims 1 to 7; The mounting bracket (10) includes a first bracket (100) and a second bracket (200); The brake fluid reservoir (40) includes a reservoir body (41), and a first mounting part (42) and a second mounting part (43) connected to the reservoir body (41); The first mounting part (42) protrudes toward the first bracket (100) relative to the oil can body (41) and is detachably connected to the first bracket (100); The second mounting part (43) protrudes toward the second bracket (200) relative to the oil can body (41) and is detachably connected to the second bracket (200).

9. The brake reservoir assembly of claim 8, wherein, It also includes oil pipes (44); Along the height direction of the vehicle, the oil pipe (44) is spaced apart from the first mounting part (42), and the oil pipe (44) is located below the first mounting part (42); The first bracket (100) is located between the oil pipe (44) and the first mounting part (42), and the first bracket (100) supports and connects to the first mounting part (42).

10. A vehicle characterized by comprising: It includes the vehicle body and the brake fluid reservoir assembly as described in claim 8.

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