Aluminum alloy formed automobile shock absorber tower seat

Abstract

The utility model discloses an aluminum alloy forming automobile shock absorber tower seat, including tower seat main part and connecting flange, tower seat main part and connecting flange make through integral die casting forming process, the outer surface of tower body main part is equipped with a plurality of gradient reinforcing rib, the thickness of gradient reinforcing rib gradually reduces from tower seat main part center to the brim, the connecting flange is connected with the arc transition area between tower seat main part, the arc transition area inside is provided with the composite anticorrosive layer. The utility model has the advantages that: through integral die casting forming, tower seat main part, gradient reinforcing rib, connecting flange and arc transition area form a complete structure without connecting gap, gradient reinforcing rib realizes the smooth transmission of stress, and the bottom annular shock absorption groove is as a preset flexible buffer zone, can effectively absorb and dissipate impact energy, and the composite anticorrosive layer provides multilevel, long -term anticorrosive wear -resisting protection for the key stress transition area, reaches the purpose that the structure is reasonable, and the anticorrosive is excellent.

Description

Technical Field

[0001] This utility model relates to the field of automotive chassis components technology, specifically to an aluminum alloy molded automotive shock absorber tower base. Background Technology

[0002] The shock absorber tower block is a critical structural component connecting the shock absorber to the vehicle body, and it withstands complex alternating impact loads from the road surface over long periods. Traditional tower blocks are mostly made of stamped and welded steel plates, which suffers from problems such as heavy weight, susceptibility to corrosion, and fatigue cracking at the weld joints. While some tower blocks use aluminum alloys, achieving weight reduction, they lack structural optimization, often relying on uniformly increasing wall thickness to maintain strength, thus compromising the weight reduction effect. Furthermore, premature failure is still prone to occur at stress concentration points (such as the connection with flanges). In addition, the mounting holes where the tower block connects to the vehicle body and the structural transition areas are all prone to corrosion and fatigue cracking. Utility Model Content

[0003] The present invention aims to solve the problems of unreasonable connection structure and poor corrosion resistance mentioned in the background art, and provides an aluminum alloy molded automotive shock absorber tower base with reasonable structure and excellent corrosion resistance.

[0004] An aluminum alloy molded automotive shock absorber tower base includes a tower base body and a connecting flange. The tower base body and the connecting flange are integrally formed by a one-piece die-casting process. The outer surface of the tower base body is provided with multiple gradient reinforcing ribs, the thickness of which gradually decreases from the center of the tower base body to the outer edge. An arc-shaped transition area is connected between the connecting flange and the tower base body, and a composite anti-corrosion layer is provided inside the arc-shaped transition area.

[0005] The one-piece die-casting process eliminates the potential weaknesses and stress concentration points associated with traditional welding or bolted connections, resulting in high production efficiency. The gradient reinforcing ribs, with their gradually varying thickness, ensure a smooth stress transfer from the center of the tower base to the outer edge, effectively preventing stress abrupt changes and concentrations. The arc-shaped transition zone replaces traditional right-angle connections, reducing the risk of fatigue crack initiation. The composite anti-corrosion layer provides specialized and long-lasting protection for critical areas (arc-shaped transition zones) that are subject to complex stresses and are prone to corrosion, enhancing the product's durability and service life. This achieves a rational structure and excellent corrosion resistance.

[0006] Preferably, the gradient stiffener has a trapezoidal cross-section and is evenly distributed along the outer surface of the tower base body. The trapezoidal cross-section of the gradient stiffener is approximately triangular, which reduces prestress concentration, reduces material usage, and improves the lightweight effect.

[0007] Preferably, the bottom of the tower base body is provided with an annular damping groove, the width of which is 1 / 5 to 1 / 4 of the diameter of the tower base body. The annular damping groove is a pre-designed flexible element, a groove structure directly formed in a die-casting mold, which can actively absorb and dissipate some of the impact energy when subjected to severe vibration, thus playing a buffering role.

[0008] Preferably, the inner surface of the arc-shaped transition zone has an integrally formed annular groove, and the composite anti-corrosion layer is filled inside the annular groove. The outer surface of the composite anti-corrosion layer is not higher than the inner surface of the arc-shaped transition zone. The groove structure provides a positioning reference for the construction of the composite anti-corrosion layer. The fact that the outer surface of the composite anti-corrosion layer is not higher than the inner surface of the arc-shaped transition zone avoids the formation of unnecessary stress concentration points and maintains the smoothness of the airflow channel.

[0009] Preferably, the composite anti-corrosion layer comprises, from the inside out: an epoxy resin underlayer, an anti-corrosion intermediate layer, and a wear-resistant protective top layer. The epoxy resin underlayer is coated on the surface of the annular groove, the anti-corrosion intermediate layer is coated on the surface of the epoxy resin underlayer, and the wear-resistant protective top layer is coated on the surface of the anti-corrosion intermediate layer. This three-layer composite structure achieves precise functional division: the epoxy resin underlayer ensures firm adhesion to the annular groove; the anti-corrosion intermediate layer (such as a zinc-chromium coating) provides an electrochemical barrier; and the wear-resistant protective top layer, a polyurethane layer, resists physical damage such as gravel impact and scratches, ensuring the long-term effectiveness of the anti-corrosion effect.

[0010] Preferably, the connecting flange has multiple mounting holes evenly distributed along its circumference, and these mounting holes are countersunk holes. Countersunk holes allow the heads of the connecting bolts to be recessed below the flange plane, preventing them from protruding and interfering with other components, thus achieving a smooth connection and facilitating overall assembly.

[0011] The beneficial effects of this utility model are as follows: Through one-piece die casting, the tower base body, gradient reinforcing ribs, connecting flanges and arc-shaped transition area form a complete structure without connecting gaps. The gradient reinforcing ribs realize the smooth transmission of stress. The bottom annular damping groove acts as a pre-set flexible buffer zone, which can effectively absorb and dissipate impact energy. The composite anti-corrosion layer provides multi-layer and long-lasting anti-corrosion and wear-resistant protection for key stress transition areas, achieving the purpose of reasonable structure and excellent corrosion resistance. Attached Figure Description

[0012] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which:

[0013] Figure 1 This is a schematic diagram of the structure of this utility model;

[0014] Figure 2 This is a cross-sectional view of the gradient stiffener;

[0015] Figure 3 A schematic diagram of the annular damping groove at the bottom of the main tower base;

[0016] Figure 4 This is a schematic diagram of the composite anti-corrosion layer from the inside out.

[0017] The components include: 1. Tower base body; 11. Gradient reinforcing ribs; 12. Annular damping groove; 2. Connecting flange; 21. Mounting hole; 3. Annular transition zone; 31. Annular groove; 4. Composite anti-corrosion layer; 41. Epoxy resin base layer; 42. Anti-corrosion intermediate layer; 43. Wear-resistant protective surface layer. Detailed Implementation

[0018] The present invention will be further described below with reference to specific embodiments, but the present invention is not limited to the embodiments.

[0019] In the description of this utility model, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer" and "vertical" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0020] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; or they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0021] Furthermore, in the description of this utility model, unless otherwise stated, "multiple", "multiple groups", and "multiple roots" mean two or more.

[0022] The technical solution of this utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0023] like Figure 1As shown, an aluminum alloy molded automotive shock absorber tower base includes a tower base body 1 and a connecting flange 2. The tower base body 1 and the connecting flange 2 are integrally formed by an integrated die-casting process. The outer surface of the tower base body 1 is provided with multiple gradient reinforcing ribs 11. The thickness of the gradient reinforcing ribs 11 gradually decreases from the center of the tower base body 1 to the outer edge. An arc-shaped transition area 3 is connected between the connecting flange 2 and the tower base body 1. A composite anti-corrosion layer 4 is provided inside the arc-shaped transition area 3.

[0024] like Figure 2 As shown, the cross-section of the gradient reinforcing rib 11 is trapezoidal and is evenly distributed along the outer surface of the tower base body 1.

[0025] like Figure 3 As shown, an annular damping groove 12 is provided at the bottom of the tower base body 1, and the width of the annular damping groove 12 is 1 / 5 to 1 / 4 of the diameter of the tower base body 1.

[0026] An integrally formed annular groove 31 is formed on the inner surface of the arc-shaped transition zone 3. The composite anti-corrosion layer 4 is filled inside the annular groove 31, and the outer surface of the composite anti-corrosion layer 4 is not higher than the inner surface of the arc-shaped transition zone 3.

[0027] like Figure 4 As shown, the composite anti-corrosion layer 4 includes, from the inside out: an epoxy resin base layer 41, an anti-corrosion intermediate layer 42, and a wear-resistant protective surface layer 43. The epoxy resin base layer 41 is coated on the surface of the annular groove 31, the anti-corrosion intermediate layer 42 is coated on the surface of the epoxy resin base layer 41, and the wear-resistant protective surface layer 43 is coated on the surface of the anti-corrosion intermediate layer 42.

[0028] Multiple mounting holes 21 are evenly distributed along the circumference of the connecting flange 2. The mounting holes 21 are countersunk holes.

[0029] One embodiment of this utility model:

[0030] like Figure 1 As shown, the aluminum alloy molded automotive shock absorber tower base of this utility model is manufactured using a high-performance aluminum alloy through an integrated die-casting process to form a complete single component.

[0031] In the installed state, the tower base body 1 is located at the top, and its interior forms a space for supporting the top of the car shock absorber. The connecting flange 2 is located below the tower base body 1 and is fixedly connected to the vehicle body structure through multiple countersunk mounting holes 21 evenly distributed around the circumference.

[0032] Several gradient reinforcing ribs 11 are radially distributed on the outer surface of the tower base body 1. These gradient reinforcing ribs 11 are integrally formed with the tower base body 1 through a one-piece die-casting process, and their roots smoothly transition to the outer surface of the tower base body 1 through rounded corners, forming a seamless integral structure. The thickness of the gradient reinforcing ribs 11 gradually decreases from the root near the center towards the tip and outward edge, and their cross-section is an approximately triangular trapezoid.

[0033] A ring-shaped damping groove 12 is machined at the bottom of the tower base body 1, and its width is about 1 / 5 to 1 / 4 of the diameter of the tower base body 1.

[0034] The connecting flange 2 and the tower body 1 are smoothly connected by a large, integrally formed arc-shaped transition zone 3. This arc-shaped transition zone 3 is a continuous curved surface structure with a constant or varying radius of curvature, which naturally blends with the side wall of the tower body 1 and the upper surface of the connecting flange 2 to form a seamless geometric whole.

[0035] like Figure 1 and Figure 4 As shown, an integrally formed annular groove 31 is formed on the inner surface of the arc-shaped transition zone 3. A composite anti-corrosion layer 4 is filled within the annular groove 31. Simultaneously, the substrate is sandblasted and roughened before coating to create a strong chemical bond between the epoxy resin underlayer 41 and the activated substrate surface. The composite anti-corrosion layer 4, from the inside out, consists of: an epoxy resin underlayer 41, an anti-corrosion intermediate layer 42, and a polyurethane coating as a wear-resistant protective surface layer 43. The outer surface of the composite anti-corrosion layer 4 is not higher than the inner surface of the arc-shaped transition zone 3.

[0036] Finally, it should be noted that the above specific embodiments are only used to illustrate the technical solution of this utility model and not to limit it. Although this utility model has been described in detail with reference to the embodiments, those skilled in the art should understand that modifications and equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications and substitutions should be covered within the scope of the claims of this utility model.

Claims

1. An aluminum alloy formed automotive shock absorber tower base, comprising a tower base body (1) and a connecting flange (2), characterized in that, The tower base body (1) and the connecting flange (2) are an integral unit. The outer surface of the tower base body (1) is provided with multiple gradient reinforcing ribs (11). The thickness of the gradient reinforcing ribs (11) gradually decreases from the center of the tower base body (1) to the outer edge. An arc-shaped transition area (3) is connected between the connecting flange (2) and the tower base body (1). A composite anti-corrosion layer (4) is provided inside the arc-shaped transition area (3).

2. The aluminum alloy formed automotive shock absorber tower base according to claim 1, characterized in that, The gradient reinforcing rib (11) has a trapezoidal cross-section and is evenly distributed along the outer surface of the tower base body (1).

3. The aluminum alloy formed automotive shock absorber tower base according to claim 1, characterized in that, The bottom of the tower base body (1) is provided with an annular damping groove (12), the width of which is 1 / 5 to 1 / 4 of the diameter of the tower base body (1).

4. The aluminum alloy formed automotive shock absorber tower base according to claim 1, characterized in that, The inner surface of the arc-shaped transition zone (3) is provided with an integrally formed annular groove (31), and the composite anti-corrosion layer (4) is filled inside the annular groove (31). The outer surface of the composite anti-corrosion layer (4) is not higher than the inner surface of the arc-shaped transition zone (3).

5. The aluminum alloy formed automotive shock absorber tower base according to claim 4, characterized in that, The composite anti-corrosion layer (4) comprises, from the inside out: an epoxy resin base layer (41), an anti-corrosion intermediate layer (42), and a wear-resistant protective surface layer (43). The epoxy resin base layer (41) is coated on the surface of the annular groove (31), the anti-corrosion intermediate layer (42) is coated on the surface of the epoxy resin base layer (41), and the wear-resistant protective surface layer (43) is coated on the surface of the anti-corrosion intermediate layer (42).

6. The aluminum alloy formed automotive shock absorber tower base according to claim 1, characterized in that, The connecting flange (2) has a plurality of mounting holes (21) evenly distributed along the circumference, and the mounting holes (21) are countersunk holes.

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