Cast Shock Tower Structure With Spokes for Vehicle Weight Reduction
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Solution Overview
Problem
Existing shock towers, whether made from steel, aluminum, or magnesium, are either too heavy, expensive, or require additional components and fasteners, failing to provide a simple, cost-effective solution for reducing vehicle weight while maintaining structural integrity.
Innovation Solution
A single-piece steel cast shock tower design with a unitary body, featuring a cap, rim, spokes, and voids to reduce weight and eliminate the need for mechanical fasteners, allowing welding to the engine compartment for securement.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Weight of moving object
If shock towers are formed from multiple stamped steel components or as a single cast member, then structural integrity is maintained, but weight is excessive
Solution Approach 1:
The shock tower body is segmented into a hollow structure with internal ribs and webbing that provide structural strength while reducing material usage and weight compared to solid cast members
Solution Approach 2:
The shock tower transitions from solid steel construction to a hollow aluminum structure with optimized wall thickness and internal reinforcement geometry, changing the physical parameters to achieve weight reduction while maintaining strength
2Weight of moving object
If shock towers are formed from aluminum using HPVDC, then weight is reduced, but manufacturing complexity and cost increase
Solution Approach 1:
The design optimizes wall thickness parameters and incorporates draft angles and radii that are compatible with HPVDC manufacturing, enabling complex geometries to be produced efficiently without excessive tooling or process complexity
Solution Approach 2:
The shock tower features variable wall thickness with thicker sections at high-stress areas and thinner sections where weight reduction is prioritized, allowing localized optimization for both manufacturing efficiency and structural performance
3Strength
If aluminum shock towers are designed with additional features for structural integrity, then strength is improved, but cost increases
Solution Approach 1:
The internal structure is segmented into ribs and webbing that are integrated into the casting process, providing structural reinforcement without requiring separate components or assembly steps that would increase manufacturing cost
Solution Approach 2:
Multiple structural functions (mounting surfaces, reinforcement, attachment points) are merged into the integrated shock tower body design, eliminating the need for separate brackets or fasteners and reducing overall manufacturing cost
4Weight of moving object
If aluminum shock towers are used, then weight is reduced, but additional fasteners are required for attachment
Solution Approach 1:
The attachment features are merged directly into the shock tower body, allowing weldment to the vehicle frame without requiring separate brackets or mechanical fasteners, thereby reducing component count and assembly complexity
Solution Approach 2:
The shock tower uses uniform aluminum material throughout, eliminating the need for hybrid construction with steel brackets or fasteners, and enabling direct weldment connections that simplify the overall assembly
5Weight of moving object
If magnesium is used for shock tower, then weight is reduced, but additional components and insulation are required
Solution Approach 1:
The shock tower is constructed from uniform aluminum material throughout, eliminating the need for hybrid construction with steel bridging brackets or corrosion barrier insulation that would be required for magnesium construction
Solution Approach 2:
All structural and attachment functions are merged into the single aluminum shock tower body, eliminating the need for separate steel bridging brackets and insulation components that would be required with magnesium construction
Data Source
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AI summary
A shock tower for a vehicle includes a body having an upper portion and a lower portion. The body includes a hub disposed along the upper portion and a rim extending along the lower portion. A plurality of first spokes extend between the hub and the rim for carrying or distributing a load from the shock tower to a portion of the vehicle. A plurality of second spokes extend at least partially around the body and transversely to respective ones of the first spokes to define a plurality of spoke junctions for allowing the distributed load to change directions at each intersection of the second spokes with the first spokes. A plurality of third spokes each extend angularly from one of the first spokes to the rim. The spokes collectively define voids for removing material from the shock tower and reducing an overall weight of the shock tower component.