Shock tower, vehicle body, and vehicle

Abstract

The application provides a shock-absorbing tower seat, a vehicle body and a vehicle, and relates to the technical field of vehicles. The shock-absorbing tower seat comprises a boss and a support part connected in sequence, the boss is arranged in a ring shape to form a cavity in the interior of the boss, and the support part is connected to the boss in a ring shape. The support part comprises a first connecting wall, a second connecting wall, a third connecting wall and a fourth connecting wall connected in sequence. The first connecting wall and the third connecting wall are respectively located on two opposite sides of the boss, and the first connecting wall is located on the side of the vehicle body away from the cockpit when the shock-absorbing tower seat is installed on the vehicle body. The first connecting wall and the third connecting wall are respectively arranged in an extension in a first direction, and the size of the first connecting wall in the first direction is smaller than the size of the third connecting wall in the first direction. By arranging the above shock-absorbing tower seat, the strength distribution of the shock-absorbing tower seat can be optimized to reduce the risk of intrusion into the cockpit, and the use safety of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and particularly to a shock absorber tower, a vehicle body, and a vehicle. Background Technology

[0002] As a component of automobiles, shock absorber towers are used to mount shock absorbers and provide them with stable support. Both shock absorber towers and shock absorbers can absorb the vibrations generated by the coil springs during vehicle operation. At the same time, shock absorber towers can disperse the vibrations generated by the shock absorbers to key parts such as the longitudinal beams of the vehicle body, thereby reducing stress concentration that could lead to localized damage to the vehicle body and improving the user experience.

[0003] Existing shock absorber towers are usually made of cast aluminum and are installed at the front of the vehicle near the driver's cab. Cast aluminum towers have poor ductility and are prone to breakage and failure, and can intrude in one direction (i.e. towards the driver's cab), which can easily cause crush damage to the driver's cab and lead to safety accidents. Utility Model Content

[0004] In view of this, embodiments of this application provide a shock absorber tower, a vehicle body, and a vehicle to solve the aforementioned technical problems.

[0005] According to a first aspect of this application, an embodiment provides a shock absorber tower base, which includes a boss and a support portion connected in sequence. The boss is arranged around the perimeter to form a cavity inside the boss, and the support portion is arranged around and connected to one end of the boss. The support portion includes a first connecting wall, a second connecting wall, a third connecting wall, and a fourth connecting wall connected end to end in sequence. The first connecting wall and the third connecting wall are located on opposite sides of the boss. When the shock absorber tower base is installed on a vehicle body, the first connecting wall is located on the side of the vehicle body away from the driver's compartment. The first connecting wall and the third connecting wall extend along a first direction, and the dimension of the first connecting wall in the first direction is smaller than the dimension of the third connecting wall in the first direction.

[0006] In some embodiments, the shock-absorbing tower base has a second direction that intersects with the first direction. The second connecting wall and the fourth connecting wall extend along the second direction, and the dimension of the second connecting wall in the second direction is smaller than the dimension of the fourth connecting wall in the second direction.

[0007] In some embodiments, the distance between the fourth connecting wall and the second connecting wall gradually decreases in the direction from the third connecting wall to the first connecting wall.

[0008] In some embodiments, the distance between the third connecting wall and the first connecting wall gradually decreases in the direction from the fourth connecting wall to the second connecting wall.

[0009] In some embodiments, the boss includes a top wall and a peripheral wall connected to each other, with the peripheral wall surrounding the boss and the top wall located at one end of the peripheral wall. The damping tower base also includes a connecting portion; the connecting portion is arranged around the peripheral wall and connected to the end of the peripheral wall opposite to the top wall, and the support portion is connected to the peripheral wall through the connecting portion.

[0010] In some embodiments, the connecting portion has a first end and a second end that are opposite to each other. The first end is connected to the peripheral wall and is arranged around the first end to form a first port. The second end is arranged around the second port to form a second port. The diameter of the first port is smaller than the diameter of the second port.

[0011] In some embodiments, the shock-absorbing tower base is provided with shock-absorbing holes, which are located in the first connecting wall and extend to the connecting portion, and the shock-absorbing holes penetrate the first connecting wall in the thickness direction.

[0012] In some embodiments, the shock-absorbing tower base further includes a plurality of first reinforcing ribs, which are staggered on the surface of the second connecting wall, and at least a portion of the plurality of first reinforcing ribs extends from the second connecting wall to the connecting portion.

[0013] In some embodiments, the shock-absorbing tower base further includes a plurality of second reinforcing ribs, which are staggered on the surface of the second connecting wall opposite to the first reinforcing rib.

[0014] In some embodiments, the second connecting wall includes a first connecting segment and a second connecting segment that are connected to each other. The first connecting segment is connected to the first connecting wall, the second connecting segment is connected to the third connecting wall, the first connecting segment is connected between the first connecting wall and the second connecting wall, and the first connecting segment is bent toward the fourth connecting wall relative to the second connecting segment.

[0015] According to a second aspect of this application, an embodiment of this application provides a vehicle body, which includes the shock absorber tower and the vehicle frame described in any of the above embodiments. The shock absorber tower is mounted on the vehicle frame via a support and fasteners.

[0016] According to a third aspect of this application, an embodiment of this application provides a vehicle including a vehicle body and a shock absorber, the shock absorber being mounted on a boss of a shock absorber tower.

[0017] Compared to existing technologies, this application provides a shock absorber tower base, which includes a boss and a support portion connected in sequence. The support portion is arranged around one end of the boss, thereby enabling the load on the shock absorber tower base to be distributed more evenly to the surrounding area, avoiding the deformation and failure of the shock absorber tower base due to single-local overload. Furthermore, the first connecting wall and the third connecting wall of the support portion are arranged opposite to each other. The first connecting wall is located on the side of the vehicle body away from the driver's compartment, and its dimension in the first direction is smaller than that of the third connecting wall in the first direction. That is, the dimension of the side of the shock absorber tower base away from the driver's compartment is smaller, and the dimension of the side of the shock absorber tower base closer to the driver's compartment is larger. Therefore, when the vehicle collides and tilts towards the driver's compartment, because the first connecting wall is smaller and has lower structural strength, the shock absorber tower base will preferentially deform or tilt in the direction of the first connecting wall when compressed, reducing the compression on the driver's compartment, thereby reducing damage to the driver's compartment and improving vehicle safety. Furthermore, due to the presence of lateral forces, the stress threshold of the shock absorber tower in the direction toward the cockpit can be increased, enabling the shock absorber tower to withstand greater impacts and further improving the reliability and safety of the shock absorber tower. Attached Figure Description

[0018] To more clearly illustrate the technical solution of this application, the drawings used in 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 from these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the structure of a shock-absorbing tower base provided in one embodiment of this application.

[0020] Figure 2 This is a schematic diagram of the vehicle body provided in one embodiment of this application.

[0021] Figure 3 yes Figure 2 The diagram shows a structural schematic of the shock absorber tower in one embodiment of the vehicle body.

[0022] Figure 4 yes Figure 1 The diagram shows a top view of the shock-absorbing tower base in one embodiment.

[0023] Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application.

[0024] Figure 6 yes Figure 1 The diagram shown is a bottom view of the shock-absorbing tower base in one embodiment.

[0025] Figure 7This is a schematic diagram of the forces acting on the shock-absorbing tower in the direction pointing towards the cockpit, as provided in the embodiments of this application.

[0026] Figure 8 This is a schematic diagram of the displacement of the shock-absorbing tower base in the second direction provided in the embodiment of this application. Detailed Implementation

[0027] 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 some embodiments of this application, and not all 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.

[0028] It should be noted that when a component / part is said to be "fixed to" another component / part, it can be directly on the other component / part or there may be an intermediate component / part. When a component / part is considered to be "connected to" another component / part, it can be directly connected to the other component / part or there may be an intermediate component / part present; also, when a component / part is considered to be "connected to" another component / part, it can be integrally formed or assembled with the other component / part. When a component / part is considered to be "set on" another component / part, it can be directly set on the other component / part or there may be an intermediate component / part present.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0030] Please see Figure 1 and Figure 2 This application provides a shock absorber tower 100, which can be installed in a vehicle 300 ( Figure 3 The front compartment of the vehicle 300 is fitted with shock absorbers to absorb vibrations generated by the coil springs (not shown in the figure), improving the user experience of the vehicle 300. Specifically, the coil spring, as an important component of the vehicle 300's suspension system, is used to buffer road impacts (such as compressing to absorb energy when going over potholes). However, the coil spring's elasticity causes vibrations, resulting in the vehicle 300 bouncing up and down, affecting the user's riding experience. By installing shock absorbers and shock absorber towers 100, the vibration energy of the coil springs can be effectively absorbed, and the shock absorber towers 100 can absorb the impact force from the shock absorbers and transfer the impact force to the vehicle body 200.

[0031] Please see Figure 2 and Figure 3 This embodiment provides a vehicle body 200, which serves as a rigid frame assembly for a vehicle 300, providing structural support and a base for component installation. In this embodiment, the vehicle body 200 may include the aforementioned shock absorber tower 100 and frame 201. At least a portion of the structure of the shock absorber tower 100 is connected to the frame 201 to achieve a fixed connection between the shock absorber tower 100 and the vehicle 300. In this embodiment, the frame 201 may include a front cabin frame assembly 202, a side frame assembly 203, and a floor frame assembly 204 connected to each other. The front cabin frame assembly 202 is located at the front of the vehicle 300 along the driving direction, forming the front of the vehicle, and forms an engine compartment for mounting power components such as the engine. The side frame assembly 203 surrounds the driver's compartment, passenger compartment, and luggage compartment or cargo compartment of the vehicle 300, and the floor frame assembly 204 is connected to the bottom of the front compartment frame assembly 202 and the bottom of the side frame assembly 203 to support the weight of occupants, cargo and chassis components.

[0032] In this embodiment, the front cabin frame assembly 202 may include a crossbeam 2021, a first longitudinal beam 2022, and a second longitudinal beam 2023. The extension directions of the first longitudinal beam 2022 and the second longitudinal beam 2023 are parallel to the direction from the front of the vehicle to the rear. The crossbeam 2021 is used to connect to the front end of the side frame assembly 203. The crossbeam 2021 is connected between the first longitudinal beam 2022 and the second longitudinal beam 2023. The end of the side frame assembly 203 near the cockpit is connected to the first longitudinal beam 2022 via an A-pillar. In addition, the front cabin frame assembly 202 also includes a third longitudinal beam 2024, which is generally parallel to the first longitudinal beam 2022. The second longitudinal beam 2023 is located between the first longitudinal beam 2022 and the third longitudinal beam 2024. The A-pillar is connected to both the first longitudinal beam 2022 and the third longitudinal beam 2024. The shock absorber tower 100 is fixed between the crossbeam 2021 and the first longitudinal beam 2022 and the second longitudinal beam 2023.

[0033] Please see Figures 2 to 4Specifically, the shock absorber tower 100 may include a boss 10 and a support portion 20 connected in sequence. The boss 10 is arranged around the perimeter to form a cavity 11 inside the boss 10, which is used to accommodate the shock absorber (not shown in the figure). The support portion 20 is used to fix the shock absorber tower 100 to the front cabin frame assembly 202. The support portion 20 surrounds and is connected to one end of the boss 10 so that vibration can be transmitted to the perimeter of the boss 10, avoiding deformation failure of the shock absorber tower 100 due to single local overload. The support portion 20 may specifically include a first connecting wall 21, a second connecting wall 22, a third connecting wall 23, and a fourth connecting wall 24 connected in sequence. The first connecting wall 21 and the third connecting wall 23 are located on opposite sides of the boss 10, and the second connecting wall 22 and the fourth connecting wall 24 are located on opposite sides of the boss 10. When the shock absorber tower 100 is installed and used, the second connecting wall 22 can face the front of the vehicle, the fourth connecting wall 24 can face the driver's cab, the first connecting wall 21 can be connected to the second longitudinal beam 2023, the third connecting wall 23 can be connected to the first longitudinal beam 2022, and the fourth connecting wall 24 can be connected to the crossbeam 2021. This embodiment does not limit the connection method between the support part 20 and the front frame assembly 202. For example, both ends of the second connecting wall 22 and the third connecting wall 23 can be installed on the first longitudinal beam 2022 and the second longitudinal beam 2023 using bolts, screws, or other fasteners to improve the strength of the connection and prevent the connecting part 30 from "loosening" or "breaking" due to excessive load. The fourth connecting wall 24 bears a smaller load, so the fourth connecting wall 24 can be riveted to reduce the production cost of the vehicle 300. It is understood that in some embodiments, the shock absorber tower 100 can also be welded to the vehicle body 200.

[0034] Please see Figure 5 This application embodiment also provides a vehicle 300, which may include the aforementioned vehicle body 200 and a shock absorber 301. The shock absorber 301 is mounted on the boss 10 of the shock absorber tower 100. This embodiment does not limit the specific type of vehicle 300, such as a sedan, truck, or bus, and can be configured according to actual usage requirements. During installation, the upper end of the shock absorber 301 contacts the boss 10 with screws or bolts, and the lower end of the shock absorber 301 is confined within the cavity 11, ensuring that the shock absorber 301 has no lateral displacement under dynamic loads. This embodiment does not limit the specific type of shock absorber, such as a hydraulic shock absorber, a pneumatic shock absorber, or a magnetorheological shock absorber.

[0035] Please see Figure 3 and Figure 4In this embodiment, in order to improve the safety of the shock absorber tower 100, the first connecting wall 21 and the third connecting wall 23 extend along the first direction X, respectively. The size of the first connecting wall 21 in the first direction X is smaller than that of the third connecting wall 23 in the first direction X. As a result, when the shock absorber tower 100 is impacted, it can deform or tilt in a direction away from the driver's cab, thereby reducing the compression on the driver's cab and improving the safety of the vehicle 300.

[0036] Please see Figures 2 to 4 Specifically, when the shock absorber tower 100 is installed and used, the second connecting wall 22 faces the front of the vehicle, the fourth connecting wall 24 is located on the side of the shock absorber boss 10 closer to the driver's compartment, and the first connecting wall 21 and the third connecting wall 23 are connected between the second connecting wall 22 and the fourth connecting wall 24 and located on opposite sides of the boss 10. Specifically, the first connecting wall 21 can be positioned away from the driver's compartment. When the front of the vehicle 300 is impacted by an external force, the shock absorber tower 100 will be compressed and infiltrate towards the driver's compartment. However, the first connecting wall 21 is smaller in size and therefore has lower structural strength. When the shock absorber tower 100 is compressed, it will preferentially deform or tilt in the direction of the first connecting wall 21. That is, the shock absorber tower 100 can generate a lateral force away from the driver's compartment, so that the resultant force of the shock absorber tower 100 deviates from the driver's compartment, reducing the compression on the driver's compartment, thereby reducing damage to the driver's compartment and improving the safety of the vehicle 300. Furthermore, due to the presence of lateral forces, the stress threshold of the shock absorber tower 100 in the direction toward the cockpit can be increased, enabling the shock absorber tower 100 to withstand greater impacts and further improving the reliability and safety of the shock absorber tower 100.

[0037] It should be noted that the first direction X generally points from the rear (or cockpit) of the vehicle towards the front. The first direction X does not necessarily have to be a straight line; for example, it can extend along a curve, or the first direction X may form an angle with a straight line. That is, the first connecting wall 21 and the third connecting wall 23 can be parallel to each other or not, depending on the actual usage requirements. As an example only, the extension direction of the first connecting wall 21 forms an angle with the straight line, while the extension direction of the third connecting wall is parallel to the straight line.

[0038] The specific components and structure of the shock absorber tower base 100 will be introduced one by one in the following sections.

[0039] Please see Figure 1 and Figure 4In this embodiment, the shock absorber tower 100 is a one-piece cast aluminum tower structure. The boss 10 and the support 20 are cast by low-pressure casting or high-pressure casting, making the overall structure of the shock absorber tower 100 relatively simple and the manufacturing cost low. At the same time, the overall structure of the shock absorber tower 100 is continuous, which can effectively distribute the force to various parts of the vehicle body structure and reduce the risk of cracking and damage to the shock absorber tower 100 due to local stress concentration.

[0040] In this embodiment, the boss 10 and the support 20 define the outline of the shock absorber tower 100. The boss 10 is used to mount the shock absorber 301, and the support 20 is used to support the boss 10 and fix the shock absorber tower 100 to the front cabin frame assembly 202. The overall height of the boss 10 is higher than the overall height of the support 20, so the shock absorber tower 100 is generally trapezoidal. Specifically, the boss 10 is arranged in a circumferential manner to form a cavity 11 inside the boss 10. The boss 10 may specifically include a top wall 101 and a peripheral wall 102 connected to each other. The top wall 101 forms the top of the boss 10 and is located at one end of the peripheral wall 102. The peripheral wall 102 is arranged circumferentially to form a hollow cavity 11. The shock absorber 301 ( Figure 5 The shock absorber 301 can be embedded in the cavity 11 to connect with the shock absorber tower 100. In this embodiment, the top wall 101 has a shock absorber mounting hole 12. When the shock absorber 301 is embedded in the cavity 11, one end of the fastener such as screws and bolts passes through the shock absorber mounting hole 12 and is connected to the shock absorber 301 to further improve the connection between the shock absorber 301 and the shock absorber tower 100.

[0041] The support portion 20 is disposed at one end of the shock absorber tower 100 away from the boss 10 and extends around the boss 10 to give the support portion 20 greater structural strength, thereby improving the connection between the shock absorber tower 100 and the front cabin frame assembly 202. The overall size of the support portion 20 can be larger than the overall size of the boss 10 to create clearance space and avoid interference with surrounding components. It is understood that in some embodiments, the overall size of the boss 10 can also be equal to the overall size of the support portion 20, which can be set according to actual usage requirements, and this embodiment does not impose specific limitations on this.

[0042] In this embodiment, the first connecting wall 21 and the third connecting wall 23 of the support portion 20 are located on opposite sides of the boss 10, and the second connecting wall 22 and the fourth connecting wall 24 of the support portion 20 are located on opposite sides of the boss 10. The shock absorber tower 100 may have a first direction X and a second direction Y. The first direction X is approximately the direction from the rear of the vehicle (or the driver's cab) to the front of the vehicle, and the second direction Y may intersect with the first direction X. As an example, when the first direction X is a straight line, the second direction Y may be approximately perpendicular to the first direction X. In this embodiment, the first connecting wall 21 and the third connecting wall 23 extend along the first direction X, and the second connecting wall 22 and the fourth connecting wall 24 may extend along the second direction Y. It should be noted that the second direction Y may be a straight line or a non-straight line, that is, the second connecting wall 22 and the fourth connecting wall 24 may be parallel to the straight line or may form an angle with the straight line. This embodiment does not impose specific limitations on this. When the shock absorber tower 100 is installed on the vehicle body 200 via the support part 20, the first connecting wall 21 is located on the side of the vehicle body 200 away from the driver's cab and is connected to the second longitudinal beam 2023. The second connecting wall 22 is set towards the front of the vehicle. The third connecting wall 23 is connected to the first longitudinal beam 2022. The fourth connecting wall 24 is connected to the crossbeam 2021 and is located on the side close to the driver's cab.

[0043] It should be noted that the support portion 20 can be directly connected to the boss 10 or connected to the boss 10 through an intermediate connector; this embodiment does not impose specific limitations on this. As an example, in this embodiment, the damping tower 100 may also include a connecting portion 30, through which the support portion 20 can be connected to the boss 10. Specifically, the connecting portion 30 is arranged around the boss and forms a hollow cavity, which communicates with the cavity 11 to facilitate the installation of the shock absorber 301. One end of the connecting portion 30 is connected to the end of the peripheral wall 102 away from the top wall 101, and the other end of the connecting portion 30 is connected to the support portion 20. By providing the connecting portion 30, the contact area between the boss 10 and the support portion 20 can be increased and an annular surface contact can be formed, which helps to reduce the risk of fatigue cracking of the peripheral wall 102 due to stress concentration and improves the service life of the damping tower 100.

[0044] In some embodiments, the outline shape of the connecting portion 30 can be configured as a tapered gradient structure to improve the structural strength of the damping tower 100. Specifically, the connecting portion 30 has a first end 31 and a second end 32 facing away from each other. The first end 31 is connected to the bottom of the peripheral wall 102, and the second end 32 is connected to the support portion 20. The first end 31 is arranged around to form a first port, the diameter of which matches the inner diameter of the peripheral wall 102. The second end 32 is arranged around to form a second port, the diameter of which matches the inner diameter of the support wall. In this embodiment, since the overall size of the boss 10 is smaller than the overall size of the support portion 20, the diameter of the first port is smaller than the diameter of the second port. When the damping tower 100 is subjected to external force, the load transmitted by the peripheral wall 102 is transferred from the small-diameter first port to the large-diameter second port, and the stress distribution area gradually increases, thereby reducing the load distributed per unit area and reducing the risk of fatigue failure of the damping tower 100. Furthermore, the difference in diameter between the first and second ports results in a smaller size at one end of the connecting part 30, creating clearance space and preventing interference with surrounding components.

[0045] This embodiment does not limit the structure of the connecting part 30. For example, the connecting part 30 can be a ring structure formed by a curved surface or a ring structure formed by multiple planes. The curvature at different positions on the connecting part 30 can be the same or different, and can be set according to actual usage requirements.

[0046] Because the existing shock absorber tower 100 deforms or tilts towards the driver's cabin when subjected to external forces, it is easy to intrude into the driver's cabin and cause safety accidents. In order to reduce the occurrence of safety accidents, in this embodiment, the dimension of the first connecting wall 21 in the first direction X is smaller than the dimension of the third connecting wall 23 in the first direction X. As a result, when the shock absorber tower 100 is impacted, it can deform or tilt away from the driver's cabin, thereby reducing the compression on the driver's cabin and improving the safety of the vehicle 300.

[0047] Please see Figures 2 to 3Specifically, when the front of vehicle 300 is impacted by an external force, the shock absorber tower 100, under pressure, will deform and tilt towards the passenger compartment and intrude into it (i.e., tilt towards the fourth connecting wall 24). Since the first connecting wall 21 is smaller and therefore has lower structural strength, the shock absorber tower 100, under pressure, preferentially deforms or tilts in the direction of the first connecting wall 21. This means the shock absorber tower 100 can generate a lateral force away from the passenger compartment, causing the resultant force of the shock absorber tower 100 to deviate from the passenger compartment, reducing the compression on the passenger compartment, thereby reducing damage to the passenger compartment and improving the safety of vehicle 300. Furthermore, the smaller size of the first connecting wall 21 delays the moment the shock absorber tower 100 presses backward against the a-pillar and reduces the impact force transmitted to the a-pillar by increasing the deformation space. Moreover, due to the presence of the lateral force, the force threshold of the shock absorber tower 100 in the direction towards the passenger compartment is increased, allowing the shock absorber tower 100 to withstand greater impacts, further improving the reliability and safety of the shock absorber tower 100.

[0048] Furthermore, in some embodiments, the distance between the third connecting wall 23 and the first connecting wall 21 can gradually decrease in the direction from the fourth connecting wall 24 to the second connecting wall 22, so that the shock absorber tower 100 generally presents a funnel-shaped structure that is smaller at the top and larger at the bottom, and wider at the inside and narrower at the outside. This can further strengthen the structure of the inner side of the shock absorber tower 100 and further improve the reliability and safety of the shock absorber tower 100. Specifically, when the shock absorber tower 100 is installed, the first connecting wall 21 is positioned away from the driver's cab to form the outer side of the shock absorber tower 100, and the third connecting wall 23 is positioned away from the first shock absorber tower 100 to form the inner side of the shock absorber tower 100. That is, the third connecting wall 23 and the fourth connecting wall 24 are positioned close to the driver's cab, and the second connecting wall 22 is positioned facing the front of the vehicle. Because the distance between the third connecting wall 23 and the first connecting wall 21 gradually decreases in the direction from the fourth connecting wall 24 to the second connecting wall 22, that is, in the second direction Y, that is, in the direction from the rear (or the driver's cab) to the front of the vehicle, the structural strength of the side of the shock absorber tower 100 near the driver's cab is greater than the structural strength of the side of the shock absorber tower 100 near the front of the vehicle. Furthermore, the overall size of the shock absorber tower 100 near the first connecting wall 21 is smaller than the overall size near the third connecting wall 23. As a result, when the shock absorber tower 100 is compressed, it preferentially deforms on the outer side (that is, at the location of the first connecting wall 21). In other words, the shock absorber tower 100 can generate a lateral force away from the driver's cab, so that the resultant force direction of the shock absorber tower 100 deviates from the driver's cab, reducing the compression on the driver's cab, thereby reducing damage to the driver's cab and improving the safety of the vehicle 300. Furthermore, the distance between the third connecting wall 23 and the first connecting wall 21 gradually decreases, which makes the stress transmission more uniform, reduces the local concentration of stress caused by sudden changes, and lowers the risk of cracking of the shock absorber base 100.

[0049] In some embodiments, the dimension of the second connecting wall 22 in the second direction Y can also be smaller than that of the fourth connecting wall 24 in the second direction Y, thereby reducing the production cost of the shock absorber tower 100. Specifically, the second connecting wall 22 is located on the side of the shock absorber tower 100 closer to the front of the vehicle, and it needs to bear a lower load, only used to bear part of the steering force and transfer stress to the fourth connecting wall 24. The smaller first connecting wall 21 can also reduce the production cost of the shock absorber tower 100 while satisfying the stress transfer requirements. At the same time, the smaller first connecting wall 21 can avoid dense components at the front of the vehicle, reducing mechanical interference between the shock absorber tower 100 and surrounding components.

[0050] Similarly, in some embodiments, the distance between the fourth connecting wall 24 and the second connecting wall 22 can gradually decrease in the direction from the third connecting wall 23 to the first connecting wall 21, so that the shock absorber tower 100 generally presents a funnel-shaped structure that is smaller at the top and larger at the bottom, and wider at the inside and narrower at the outside. This can further enhance the structural reduction on the inner side of the shock absorber tower 100, and further improve the reliability and safety of the shock absorber tower 100. Specifically, when the shock absorber tower 100 is installed, the first connecting wall 21 is located on the outer side of the shock absorber tower 100, and the third connecting wall 23 is located on the inner side of the shock absorber tower 100, that is, the third connecting wall 23 and the fourth connecting wall 24 are set close to the cockpit. Because the distance between the fourth connecting wall 24 and the second connecting wall 22 gradually decreases in the direction from the third connecting wall 23 to the first connecting wall 21, that is, in the direction from the inside to the outside of the shock absorber tower 100, the structural strength of the inner side is greater than that of the outer side. When the shock absorber tower 100 is under pressure, it preferentially deforms on the outer side (i.e., at the location of the first connecting wall 21). In other words, the shock absorber tower 100 can generate a lateral force away from the driver's cab, so that the resultant force of the shock absorber tower 100 deviates from the driver's cab, reducing the compression on the driver's cab, thereby reducing damage to the driver's cab and improving the safety of the vehicle 300. Furthermore, the gradual decrease in the distance between the fourth connecting wall 24 and the second connecting wall 22 allows for more uniform stress transmission, reducing the problem of localized stress concentration caused by abrupt changes and lowering the risk of cracking of the shock absorber tower 100.

[0051] Please see Figure 4In some embodiments, when the shock absorber tower 100 is subjected to external force, in order to further guide the shock absorber tower 100 to deform in the direction of the first connecting wall 21 to reduce the impact on the passenger compartment, the shock absorber tower 100 may also be provided with a shock absorber hole 40. The shock absorber hole 40 is a through-hole structure, which can be set in the first connecting wall 21 and penetrate through the first connecting wall 21 in the direction of the first connecting wall 21, thereby reducing the structural strength of the first connecting wall 21. This allows the shock absorber tower 100 to deform preferentially in the direction of the first connecting wall 21 when subjected to external force, generating a lateral force, so that the shock absorber tower 100 is reasonably deviated from the direction of the passenger compartment, thereby reducing the impact force on the passenger compartment, improving the reliability of the shock absorber tower 100 and the safety of the vehicle 300. Furthermore, in some embodiments, the shock absorber hole 40 may also extend from the first connecting wall 21 to the connecting portion 30, thereby increasing the area of ​​the shock absorber hole 40 to reduce the vibration frequency and improve the shock absorption effect.

[0052] In some embodiments, the shock absorber tower 100 can also improve its overall structural strength by providing first reinforcing ribs 50, thereby reducing the risk of the shock absorber tower 100 breaking and failing. Specifically, the first reinforcing ribs 50 can be provided on the surface of the second connecting wall 22 to improve the structural strength of the second connecting wall 22. Thus, when the shock absorber tower 100 is subjected to external forces, such as when the front of the vehicle 300 is impacted, the second connecting wall 22 near the front of the vehicle has greater strength and stiffness, and can withstand stronger impacts, thereby improving the reliability and safety of the shock absorber tower 100. Further, in some embodiments, there can be multiple first reinforcing ribs 50, which are spaced apart on the second connecting wall 22 to improve the overall strength of the second connecting wall 22. This embodiment does not limit the specific number or arrangement of the first reinforcing ribs 50. For example, multiple first reinforcing ribs 50 can be staggered on the surface of the second connecting wall 22 to simultaneously resist longitudinal bending and transverse shear, effectively improving the overall structural strength and stiffness of the second connecting wall 22. It is understood that the multiple first reinforcing ribs 50 can also be arranged in parallel at intervals, and this embodiment does not impose specific limitations on this. In some embodiments, the first reinforcing ribs 50 can also extend from the second connecting wall 22 to the connecting portion 30, thereby further improving the overall structural strength of the shock-absorbing tower base 100.

[0053] Please see Figure 6 In some embodiments, the shock-absorbing tower base 100 may further include a plurality of second reinforcing ribs 60, which are disposed on the surface of the second connecting wall 22 opposite to the first reinforcing rib 50, to further improve the overall structural strength of the second connecting wall 22. Similarly, this embodiment does not limit the number or arrangement of the second reinforcing ribs 60, and can be set according to actual usage requirements.

[0054] Please refer to it again. Figure 1 In other embodiments, in order to ensure that the shock absorber tower 100 deforms preferentially in the direction of the first connecting wall 21 when subjected to external force damage, thereby generating a lateral force, the second connecting wall 22 may be configured such that one end near the first connecting wall 21 is recessed relative to the end opposite to the first connecting portion 30. Thus, when the second connecting wall 22 is subjected to external force, part of the force is transmitted along the direction of the cockpit, and the other part is transmitted along the direction of the first connecting wall 21, causing the first connecting wall 21, which has lower structural strength, to deform preferentially. Specifically, the second connecting wall 22 may include a first connecting segment 221 and a second connecting segment 222 connected to each other. The first connecting segment 221 is connected to the first connecting wall 21, and the second connecting segment 222 is connected to the third connecting wall 23. The first connecting segment 221 is bent relative to the second connecting segment 222 toward the fourth connecting wall 24.

[0055] Please see Figure 7 and Figure 8 As shown in the comparison diagram, by setting the size of the first connecting wall 21 in the first direction X to be smaller than the size of the third connecting wall 23 in the first direction X, the shock absorber tower 100 of this application can withstand an additional 50KN of compressive force in the second direction Y (i.e., the direction of the driver's cab) compared to a conventional shock absorber tower 100, significantly improving the reliability and safety of the shock absorber tower 100. Simultaneously, the shock absorber tower 100 of this application can form an additional 20mm of displacement in the second direction Y compared to a conventional shock absorber tower 100. This means that the shock absorber tower 100 of this application has a more pronounced tendency to tilt away from the driver's cab compared to a conventional shock absorber tower 100, thereby reducing the compression on the driver's cab and consequently reducing the compression on the A-pillar, improving the safety and reliability of the vehicle 300.

[0056] In summary, the shock absorber tower 100 provided in this application includes a boss 10 and a support portion 20 connected in sequence. The boss 10 is arranged around the perimeter to form a cavity 11 inside the boss 10, and the support portion 20 is arranged around and connected to one end of the boss 10. The support portion 20 includes a first connecting wall 21, a second connecting wall 22, a third connecting wall 23, and a fourth connecting wall 24 connected in sequence. The first connecting wall 21 and the third connecting wall 23 are located on opposite sides of the boss 10. When the shock absorber tower 100 is installed on the vehicle body 200, the first connecting wall 21 is located on the side of the vehicle body 200 away from the driver's cab. The first connecting wall 21 and the third connecting wall 23 extend along a first direction X, and the dimension of the first connecting wall 21 in the first direction X is smaller than the dimension of the third connecting wall 23 in the first direction X.

[0057] By setting the dimension of the first connecting wall 21 in the first direction X to be smaller than that of the third connecting wall 23 in the first direction X, that is, the dimension of the shock absorber tower 100 on the side away from the passenger compartment is smaller, and the dimension of the shock absorber tower 100 on the side closer to the passenger compartment is larger, when the vehicle 300 collides and tilts towards the passenger compartment, due to the smaller dimension of the first connecting wall 21 and its lower structural strength, the shock absorber tower 100 will preferentially deform or tilt in the direction of the first connecting wall 21 when compressed. In other words, the shock absorber tower 100 can generate a lateral force away from the passenger compartment, reducing the compression on the passenger compartment, thereby reducing damage to the passenger compartment and improving the safety of the vehicle 300. Furthermore, due to the presence of the lateral force, the force threshold of the shock absorber tower 100 in the direction towards the passenger compartment can be increased, allowing the shock absorber tower 100 to withstand greater impacts, further improving the reliability and safety of the shock absorber tower 100.

[0058] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0059] Furthermore, 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 technical features indicated. Thus, a feature defined as "first" or "second" 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.

[0060] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A shock-absorbing tower base, characterized in that, It includes a boss and a support portion connected in sequence, the boss being arranged around the body to form a cavity inside the boss, and the support portion surrounding and connected to one end of the boss; The support includes a first connecting wall, a second connecting wall, a third connecting wall, and a fourth connecting wall connected end to end in sequence. The first connecting wall and the third connecting wall are located on opposite sides of the boss. When the shock absorber tower is installed on the vehicle body, the first connecting wall is located on the side of the vehicle body away from the driver's cab. The first connecting wall and the third connecting wall extend along a first direction. The dimension of the first connecting wall in the first direction is smaller than the dimension of the third connecting wall in the first direction.

2. The shock-absorbing tower base as described in claim 1, characterized in that, The shock-absorbing tower base has a second direction, which intersects with the first direction. The second connecting wall and the fourth connecting wall extend along the second direction, and the dimension of the second connecting wall in the second direction is smaller than the dimension of the fourth connecting wall in the second direction.

3. The shock-absorbing tower base as described in claim 2, characterized in that, The distance between the fourth connecting wall and the second connecting wall gradually decreases in the direction from the third connecting wall to the first connecting wall; and / or, The distance between the third connecting wall and the first connecting wall gradually decreases in the direction from the fourth connecting wall to the second connecting wall.

4. The shock-absorbing tower base as described in claim 1, characterized in that, The boss includes a top wall and a peripheral wall connected to each other, the peripheral wall is arranged around the perimeter, and the top wall is located at one end of the peripheral wall; the shock-absorbing tower base also includes a connecting part; the connecting part is arranged around the perimeter and connected to the end of the peripheral wall away from the top wall, and the support part is connected to the peripheral wall through the connecting part.

5. The shock-absorbing tower base as described in claim 4, characterized in that, The connecting portion has a first end and a second end that are opposite to each other. The first end is connected to the peripheral wall, and the first end is arranged around to form a first port. The second end is arranged around to form a second port. The diameter of the first port is smaller than the diameter of the second port.

6. The shock-absorbing tower base as described in claim 4, characterized in that, The shock-absorbing tower base is provided with shock-absorbing holes, which are located in the first connecting wall and extend to the connecting portion. The shock-absorbing holes penetrate the first connecting wall in the thickness direction.

7. The shock-absorbing tower base as described in claim 4, characterized in that, The shock-absorbing tower base also includes a plurality of first reinforcing ribs, which are staggered on the surface of the second connecting wall, and at least a portion of the plurality of first reinforcing ribs extends from the second connecting wall to the connecting portion.

8. The shock-absorbing tower base as described in claim 7, characterized in that, The shock-absorbing tower base also includes a plurality of second reinforcing ribs, which are staggered on the surface of the second connecting wall opposite to the first reinforcing rib.

9. A vehicle body, characterized in that, include: The shock-absorbing tower base as described in any one of claims 1 to 8; as well as The chassis, wherein the shock absorber tower is mounted to the chassis via the support and fasteners.

10. A vehicle, characterized in that, include: The vehicle body as described in claim 9; as well as A shock absorber, the shock absorber being mounted on the boss of the shock absorber tower base.

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